AW189 RFM - Rev 4 [PDF]
AW189 - RFM Document N° 189G0290X002 ROTORCRAFT FLIGHT MANUAL Copy assigned to rotorcraft: S/N . . . . . . . . . . . .
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AW189 - RFM Document N° 189G0290X002
ROTORCRAFT FLIGHT MANUAL Copy assigned to rotorcraft: S/N . . . . . . . . . . . . . . . . . . . . . . . . . . . Registration Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ISSUE 1: 31 JANUARY 2015 REVISION 4: 6 MAY 2015
Continuing airworthiness criteria for the AW189 is developed and maintained by AgustaWestland S.p.A., who is the holder of the type certificate in the state of design.
EASA Approval Date: 31 January 2014
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This publication contains information proprietary to AgustaWestland S.p.A. Reproduction and/or resale of the information or illustrations contained herein is not permitted without the written approval of CUSTOMER SUPPORT & SERVICES - ITALY - Product Support Engineering Dept. Additional copies of this publication and/or change service may be obtained from:
AGUSTAWESTLAND S.p.A. CUSTOMER SUPPORT & SERVICES - ITALY Product Support Engineering Department Via Del Gregge, 100 21015 Lonate Pozzolo (VA) - Italia Tel.: 0039-0331664845 - Fax.: 0039-0331664684 e-mail: [email protected]
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Table of Contents
TABLE OF CONTENTS Page
RECORD OF REVISIONS ...................................................................................... A-1 RECORD OF EFFECTIVE PAGES ........................................................................ B-1 INTRODUCTION....................................................................................................... I-1
PART I - EASA APPROVED Section
LIMITATIONS ............................................................................................................. 1 PROCEDURES ........................................................................................................... 2 EMERGENCY AND MALFUNCTION PROCEDURES............................................... 3 PERFORMANCE DATA ............................................................................................. 4 OPTIONAL EQUIPMENT SUPPLEMENTS ............................................................... 5
PART II - MANUFACTURER’S DATA Section
WEIGHT AND BALANCE........................................................................................... 6 SYSTEM DESCRIPTION ............................................................................................ 7 HANDLING, SERVICING AND MAINTENANCE ....................................................... 8 SUPPLEMENTAL PERFORMANCE INFORMATION ............................................... 9
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RECORD OF REVISIONS REVISION No. — Issue 1
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SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title Page, A-1, B-1 , B-2, 1-2, 1-10, EASA Approval 1-82, 1-84, 2A-38, 2B-20, 2B-22, 3- N° 10050077 4, 3-12, 3-21, 3-22, 3-42, 3-63, 3-64, dated 31 July 2014 3-68 thru 3-73, 3-75, 4-10, 4-11, 4-33, 4-35, 4-82, 5-2, 5-4. Added Supplement 2. Page 1-1, 1-9, 1-10, 1-14 thru 1-21, 1- EASA Approvals 30, 1-32, 1-36, 1-43, 1-45, 1-47 thru 1- N° 10051720, 50, 1-54, 1-59, 1-66, 2A-4, 2A-7, 2A- 10051717, 10051718, 8, 2A-11 thru 2A-14, 2A-16 thru 2A- 10051725, dated 29, 2A-32, 2A-34 thru 2A-36, 2A-40, 18 December 2014 2A-43, 2A-46, 2A-49 thru 2A-55, 2A57, 2A-58, 2A-60, 2B-1, 2B-2, 2B-4 thru 2B-11, 2B-13 thru 2B-19, 2B-22, 2B-23, 3-1, 3-9 thru 3-11,3-13 thru 318, 3-27, 03-28, 3-30 thru 3-38, 3-41, 3-42, 3-44, 3-45, 3-47, 3-48, 3-56, 364, 3-67 thru 3-77, 3-80, 3-86, 3-89 thru 3-95, 3-97 thru 3-101, 3-104, 3105, 3-112, 3-116, 3-119, 3-122 thru 3-125, 3-134, 3-136, 3-138, 3-140, 3143, 3-160, 3-161, 3-163, 3-165 thru 3-170, 3-173 thru 3-178, 3-180 thru 3185, 3-187, 3-190 thru 3-192, 3-194, 3-202 thru 3-204, 3-206 thru 3-208, 3210, 3-212 thru 3-214, 3-217, 3-219, 3-226, 4-34, 4-63, 4-68, 4-73, 4-78 thru 4-228. Added page 3-227, 3-228, 4-35A, 435B, 4-82A and 4-82B. Changed Supplement 1, Supplement 2, Supplement 3, Supplement 4, Supplement 6, Supplement 7, Supplement 8, Supplement 9, Supplement 10, Supplement 11. Added Supplement 24.
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REVISION SUBJECT No. 2 Added Supplement 25.
Added Supplement 17.
Added Supplement 28.
Added Supplement 18.
Added Supplement 19.
Added Supplement 23.
Added Supplement 26.
Changed Supplement 6.
Added Supplement 16.
Added Supplement 5.
Added Supplement 22.
Added Supplement 21.
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APPROVAL EASA Approval N° 10051714 dated December 2014 EASA Approval N° 10051719 dated December 2014 EASA Approval N° 10051722 dated December 2014 EASA Approval N° 10051723 dated December 2014 EASA Approval N° 10051724 dated December 2014 EASA Approval N° 10051741 dated December 2014 EASA Approval N° 10051744 dated December 2014 EASA Approval N° 10051742 dated December 2014 EASA Approval N° 10051750 dated December 2014 EASA Approval N° 10051751 dated December 2014 EASA Approval N° 10051759 dated December 2014 EASA Approval N° 10051761 dated December 2014
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REVISION SUBJECT No. 3 Title Page, B-1 thru B-6, 1-ii, 1-34, 135, 1-50, 2-i, 2-ii, 2A-13, 2A-16 thru 2A-35, 2B-1, 2B-2, 2B-4, 2B-10, 2B-15, 2B-16, 3-94, 3-95, 5-i, 5-ii, 5-2, 5-2A, 5-2B, 5-4, 5-4A, 5-4B, 5-5 thru 5-12, Supplement 6, Supplement 8, Supplement 9, Supplement 10, Supplement 15 and Supplement 24. Added page A-3, A-4. Added Supplement 20.
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Record of Revisions
APPROVAL EASA Approvals N° 10052432, 10052433 and 10052437 dated 26 February 2015
EASA Approvals N° 10052433 and 10052434 dated 26 February 2015 Title Page, A-3, B-1 thru B-6, 1-iii, 1-7, EASA Approvals 1-49, 1-50, 1-51, 2A-26, 3-94, 3-100, N° 10053250, 10053252, 10053253 and 10053254 3-112, 4-ii, 4-27, 4-28, 4-55, 5-2A, dated 7 May 2015 and 5-2B, 5-4A, 5-4B, Supplement 3, EASA Approval Supplement 5, Supplement 6, N° 10053233 Supplement 16, Supplement 18, dated 6 May 2015 Supplement 19, Supplement 21, Suplement 22, Supplement 25, Supplement 26. Added pages 1-87 and 1-88.
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Introduction
INTRODUCTION GENERAL It is the responsibility of the flight crew to be familiar with the contents of this manual.
REVISIONS (RE-ISSUES) This manual is subject to revisions (re-issues) which will be automatically distributed to all holders of the manual. It is the responsibility of the operator to assure that the revisions (re-issues) are incorporated into the manual upon receipt. At the beginning of the manual there is the ”Record of Revision” table that shows all pages of the manual which have been revised as well as number, subject and approval reference of each revision.
REVISION SYMBOL Revised text is indicated by a black vertical line on the outer margin of the page, adjacent to the affected text and the revision number is printed in the lower inner margin. The revision symbol identifies the addition of new information, a change of procedure, the correction of an error, or a rewording of the previous information.
TEMPORARY REVISIONS Temporary Revisions are issued when immediate data is to be included in the manual. The Temporary Revision data can add to or cancel the initial data in the manual. They are numbered progressively for each section of the manual and are printed on blue paper. Temporary Revision pages are not written in the ”Record of Effective Pages”. A complete list of active and inactive Temporary Revisions is written in the ”Record of Temporary Revisions” page.
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Introduction
AW189 - RFM Document N° 189G0290X002
TERMINOLOGY WARNINGS, CAUTIONS AND NOTES Warnings, Cautions and Notes are used throughout this manual to emphasize important and critical instructions and are used as follows:
WARNING An operating procedure, practice, etc., which, if not correctly followed, could result in personal injury or loss of life.
CAUTION An operating procedure, practice, etc., which, if not strictly observed, could result in damage to, or destruction of, equipment. Note An operating procedure, condition, etc., which is essential to highlight. USE OF PROCEDURAL WORDS The concept of procedural word usage and intended meaning which has been adhered to in preparing this RFM is as follows: ”Shall” or ”Must” have been used only when application of a procedure is mandatory. ”Should” has been used only when application of a procedure is re-commended. ”May” has been used only when application of a procedure is optional. ”Will” has been used only to indicate futurity, never to indicate a mandatory procedure. ”Condition” has been used to determine if the item under examination presents external damage which could jeopardize its safe operation. ”Secure” has been used to determine if the item under examination is correctly locked, referring to doors and disconnectable items, or correctly positioned and installed. Page I-2
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Introduction
DEFINITIONS The level of alertness required by the pilots is a function of the flight regime. The following definitions are used in the manual: Fly Attentive - Pilot to maintain close control of the flight path using hands/ feet on when required. Fly Manually - Pilot to control directly the flight path using hands/feet on. QFE - Atmospheric pressure at aerodrome elevation (or runway threshold). QNH - Altimeter subscale setting to obtain elevation when on the ground. ABBREVIATIONS The use of capital letters in the text, apart from normal grammatical usage, indicates the actual wording of marking of indicators, controls or control positions on the helicopter. Abbreviations and acronyms used throughout this RFM are defined as follows: — a.c./AC
: Alternating Current
— ACLCD
: Active Liquid Crystal Displays
— ADC
: Air Data Computer
— ADF
: Automatic Direction Finder
— ADLP
: Data Link Processor
— ADM
: Air Data Module
— ADS
: Air Data System
— AEO
: All Engines Operative
— A/F
: Airframe
— AFCS
: Automatic Flight Control System
— AG
: Accessory Gearbox
— AGL
: Above Ground Level
— AHRS
: Attitude Heading Reference System
— ALS
: Ambient Light Sensor
— AMMC
: Aircraft and Mission Management Computer
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AW189 - RFM Document N° 189G0290X002
— AMSL
: Above Mean Sea Level
— AP
: AutoPilot
— ATT
: Attitude hold
— ATC
: Air Traffic Control
— AWG
: Aural Warning Generator
— BL
: Buttock Line
— BOD
: Bottom Of Descent
— BOW
: Basic Operating Weight
— CAS
: Calibrated Air Speed
— CAS
: Crew Alerting System
— CAT
: Category
— C/B
: Circuit Breaker
— CCD
: Cursor Control Devices
— CCW
: Counter Clock Wise
— CCP
: Cockpit Control Panel
— CG
: Center of Gravity
— CLTV
: Collective
— CPI
: Crash Position Indicator
— CS
: Centistoke
— CVR
: Cockpit Voice Recorder
— CW
: Clock Wise
— DAU
: Data Acquisition Unit
— d.c./DC
: Direct Current
— DEOS
: Digital Engine Operating System
— DCU
: Data Collection Unit
— DFDAU
: Digital Flight Data Acquisition Unit
— DG
: Directional Gyro
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— DGPS
: Differential Global Positioning System
— DH
: Decision Height
— DICP
: Display Instrument Control Panel
— DME
: Distance Measuring Equipment
— DR
: Deak Reckoning
— EAPS
: Engine Air Particle Separator
— EASA
: European Aviation Safety Agency
— ENAC
: Ente Nazionale Aviazione Civile
— ECL
: Engine Control Lever
— ECS
: Environmental Control System
— ECU
: Engine Control Unit
— ECDU
: Electronic Control Display Unit
— EEC
: Electronic Engine Control
— EFIS
: Electronic Flight Instrument System
Introduction
— EGPWS : Enhanced Ground Proximity Warning System — ELT
: Emergency Locator Transmitter
— EMM
: Engine Maintenance Manual
— ENG
: ENGine
— EOP
: Engine Oil Pressure
— EOT
: Engine Oil Temperature
— EPU
: Estimated Position Uncertainty
— EXT
: External
— FAA
: Federal Aviation Administration
— FAF
: Final Approach Fix
— FCC
: Flight Control Circuit
— FCU
: Fuel Computer Unit
— FD
: Flight Director
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AW189 - RFM Document N° 189G0290X002
— FDR
: Flight Data Recorder
— FMCW
: Frequency-Modulated Continuous Wave
— FMM
: Fuel Management Module
— FMS
: Flight Management System
— FOD
: Foreign Object Damage
— FOM
: Figure of Merit
— FTR
: Force Trim Release
— FWD
: Forward
— GA
: Go-Around
— GC
: Guidance Controller
— GI
: Ground Idle
— GPS
: Global Positioning System
— GS
: GroundSpeed
— G/S
: GroundSpeed
— GS
: Glide Slope
— GW
: Gross Weight
— HCB
: Heating Control Box
— Hd
: Density altitude
— HF
: High Frequency
— HIGE
: Hover In Ground Effect
— HOGE
: Hover Out of Ground Effect
— Hp
: Pressure altitude
— HPS
: Hydraulic Power Supply
— HSI
: Horizontal Situation Indicator
— HTR
: HeaTeR
— H-V
: Height Velocity
— IAS
: Indicated Air Speed
Page I-6
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
— ICS
: Inter Communication System
— IDS
: Integrated Display System
— IGB
: Intermediate Gear Box
— IFR
: Instrumental Flight Rules
— IGE
: In Ground Effect
— IGS
: Instrument Guidance System
— ILS
: Instrument Landing System
— IR
: Infrared
— ISA
: International Standard Atmosphere
— ITT
: Inter Turbine Temperature
— JAR
: Joint Aviation Requirements
— KCAS
: Knots - Calibrated Air Speed
— KIAS
: Knots - Indicated Air Speed
— Kts
: Knots
— LAT
: Lateral
— LCF
: Low Cycle Fatigue
— LDA
: Landing Directional Aid
— LDG
: LanDing Gear
— LG
: Landing Gear
— LGCP
: Landing Gear Control Panel
— LH
: Left Hand
— LOC
: Localizer
— LONG
: Longitudinal
— LSS
: Lightning Sensor System
— MAN
: Manual Override System
— MAU
: Modular Avionic Unit
— MCDU
: Multifunction Control Display Unit
FOR TRAINING ONLY
Introduction
Issue 1
Page I-7
Introduction
AW189 - RFM Document N° 189G0290X002
— MCL
: Master Caution Light
— MCP
: Maximum Continuous Power
— MDA
: Minimum Descent Altitude
— MEC
: MEChanical
— MFD
: Multifunction Flight Display
— MFR
: Manufacturer
— MGB
: Main Gear Box
— MLG
: Main Landing Gear
— MLS
: Microwave Landing System
— MPOG
: Minimum Pitch On Ground
— M/R
: Main Rotor
— MRC
: Modular Radio Cabinet
— MWL
: Master Warning Light
— NAV
: NAVigation
— NF
: Power turbine speed
— NG
: Gas generator speed
— NLG
: Nose Landing Gear
— NR
: Rotor speed
— NVG
: Night Vision Goggle
— OAT
: Outside Air Temperature
— OEI
: One Engine Inoperative
— OGE
: Out Of Ground Effect
— OR
: Operational Range
— PAX
: Passengers
— PCM
: Power Control Module
— PCMCIA : Personal Computer Memory Card Interface Association — PEP Page I-8
: Peak Envelope Power Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
— PF
: Pilot Flying
— PFD
: Primary Flight Display
— PI
: Power Index
— PLA
: Power Lever Angle (throttle)
— PMS
: Power Management Switch
— PNF
: Pilot Not Flying
— PSU
: Passenger Station Unit
— PWR
: Power
— RA
: Radio Altimeter
— RAIM
: Receiver Autonomous Integrity Monitor
— RCP
: Reconfiguration Control Panel
— RFM
: Rotorcraft Flight Manual
— RH
: Right Hand
— RICP
: Remote Instrument Control Panel
— RNP
: Required Navigation Performance
— ROC
: Rate Of Climb
— RPM
: Revolutions Per Minute
— SAS
: Stability Augmentation System
— SNSR
: SeNSoR
— SID
: Standard Instrument Departure
— SOV
: Shut-Off Valve
— S/N
: Serial Number
— STA
: Station
— STAR
: Standard Terminal Arrival Route
— STBY
: STandBY
— TA
: Terrain Awareness
— TAD
: Terrain/Obstacle Awareness Display
FOR TRAINING ONLY
Introduction
Issue 1
Page I-9
Introduction
AW189 - RFM Document N° 189G0290X002
— TAS
: True Air Speed
— TAWS
: Terrain Awareness and Warning System
— TBD
: To Be Defined
— TCAS
: Traffic Collision and Alert System
— TOC
: Top Of Climb
— TOD
: Top Of Descent
— TOP
: Take Off Power
— TQ/TRQ : Engine torque — TRSOV
: Tail Rotor Shut Off Valve
— TRU
: Tansformer Rectifier Unit
— TRU
: TRUe
— TVC
: Temperature Control Valve
— VFASS
: FlyAway Safety Speed
— VDR
: VHF - Data Radio
— VFR
: Visual Flight Rules
— VIDL
: VOR/ILS/Data Link
— VMS
: Vehicle Monitoring System
— VLO
: Maximum landing gear operating speed
— VLE
: Maximum landing gear extended speed
— Vmini
: Minimum airspeed for flight under IFR
— VNE
: Never Exceed speed
— VOR
: Very high frequency Omni-directional Range
— VS
: Vertical Speed
— VSI
: Vertical Speed Indicator
— VTOSS
: Take Off Safety Speed
— Vy
: Speed for best rate of climb
— W.A.T.
: Weight/Altitude/Temperature
Page I-10
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AW189 - RFM Document N° 189G0290X002
— WGT
: Weight
— WOW
: Weight On Wheel
— WX
: Weather radar
— Xfer
: Transfer
— XPDR
: Trasponder
FOR TRAINING ONLY
Introduction
Issue 1
Page I-11
Introduction
AW189 - RFM Document N° 189G0290X002 8853 Ø2900
5160 3024
4006 3972
105.0
515 4790 13900
2550
14600
Ø 14 600
3000 DIMENSIONS IN MILLIMETERS
4000 ICN-89-A-157000-A-00001-02249-A-001-01
Figure I-1 Helicopter - Three Views Page I-12
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AW189 - RFM Document N° 189G0290X002
Introduction
1420 900 1710
570
DIMENSIONS IN MILLIMETERS
ICN-89-A-157000-G-A0126-04130-A-001-01
Figure I-2 Cabin and Baggage Door Dimensions
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Introduction
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PART I - EASA APPROVED
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AW189 - RFM Document N° 189G0290X0002
Section 1 Table of contents
SECTION 1 LIMITATIONS TABLE OF CONTENTS Page BASIS OF CERTIFICATION ...................................................................................................1-1 TYPES OF OPERATION .........................................................................................................1-1 MINIMUM FLIGHT CREW.......................................................................................................1-1 NUMBER OF OCCUPANTS ...................................................................................................1-2 WEIGHT AND CENTER OF GRAVITY LIMITATIONS ...........................................................1-2 MAXIMUM WEIGHT .........................................................................................................1-2 MINIMUM WEIGHT ..........................................................................................................1-2 CENTER OF GRAVITY ....................................................................................................1-3 AIRSPEED LIMITATIONS.......................................................................................................1-8 CABIN DOOR OPEN LIMITATIONS ................................................................................1-8 GROUND SPEED LIMITATIONS............................................................................................1-8 ON PAVED SURFACES...................................................................................................1-8 ON PREPARED GRASS SURFACES..............................................................................1-8 WIND SPEED LIMITATIONS FOR ROTOR STARTING ANDSTOPPING.......................1-9 ALTITUDE LIMITATIONS .......................................................................................................1-9 AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)...........................................................1-9 COLD TEMPERATURE LIMITATIONS...................................................................................1-9 ICING AND SNOW LIMITATIONS ..........................................................................................1-9 CATEGORY B OPERATION LIMITATIONS .........................................................................1-10 HEIGHT-VELOCITY LIMITATIONS ......................................................................................1-10 MANOEUVRING LIMITATIONS............................................................................................1-31 AUTOROTATION LIMITATIONS...........................................................................................1-31 SLOPE LIMITATIONS...........................................................................................................1-31 POWER PLANT (GE CT7-2E1 ENGINE) LIMITATIONS......................................................1-32 POWER INDEX INDICATOR (PI %)...............................................................................1-32 GAS GENERATOR SPEED (NG %) ..............................................................................1-33
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AW189 - RFM Document N° 189G0290X002
Page ROTOR DROOP THRESHOLD..................................................................................... 1-33 POWER TURBINE SPEED (NF %) ............................................................................... 1-33 INTER TURBINE TEMPERATURE (ITT °C ) ................................................................ 1-34 OIL TEMPERATURE (ENG OIL °C).............................................................................. 1-35 OIL PRESSURE (ENG OIL BAR) .................................................................................. 1-35 STARTER DUTY CYCLE............................................................................................... 1-35 POWER MARGIN TREND MONITORING .................................................................... 1-35 TRANSMISSIONS LIMITATIONS ........................................................................................ 1-36 TORQUE (TQ %) ........................................................................................................... 1-36 OIL TEMPERATURE (°C) ............................................................................................. 1-37 OIL PRESSURE (BAR).................................................................................................. 1-37 ROTOR SPEED LIMITATIONS ............................................................................................ 1-38 POWER-ON (NR%) ....................................................................................................... 1-38 POWER-OFF (NR%) ..................................................................................................... 1-38 ENGINE TRAINING MODE LIMITATIONS .......................................................................... 1-38 APU LIMITATIONS (SAFRAN MICROTURBO E-APU 60) ................................................. 1-39 APU STARTER DUTY CYCLE ...................................................................................... 1-39 FUEL SYSTEM LIMITATIONS ............................................................................................. 1-39 ENGINE FUEL PRESSURE (BAR)................................................................................ 1-39 APU FUEL PRESSURE (BAR) ...................................................................................... 1-40 FUEL CAPACITIES........................................................................................................ 1-40 UNUSABLE FUEL.......................................................................................................... 1-40 FUEL FLOW INDICATION............................................................................................. 1-40 AUTHORIZED FUEL TYPES......................................................................................... 1-41 LUBRICANT LIMITATIONS ................................................................................................. 1-42 AUTHORIZED ENGINE OILS........................................................................................ 1-42 AUTHORISED APU OILS .............................................................................................. 1-43 AUTHORIZED TRANSMISSION OIL............................................................................. 1-43 HYDRAULICS SYSTEM LIMITATIONS............................................................................... 1-44 HYDRAULIC FLUID TEMPERATURE (°C) ................................................................... 1-44 HYDRAULIC FLUID PRESSURE (BAR) ....................................................................... 1-44 ELECTRICAL HYDRAULIC PUMP................................................................................ 1-44 AUTHORIZED HYDRAULIC FLUIDS ............................................................................ 1-45 ROTOR BRAKE LIMITATIONS ........................................................................................... 1-45 WHEEL BRAKE LIMITATIONS ........................................................................................... 1-45 PITOT HEATING LIMITATIONS .......................................................................................... 1-46 Page 1-ii Rev. 3
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Section 1 Table of contents
Page ELECTRICAL SYSTEM LIMITATIONS.................................................................................1-46 AC GENERATOR LOAD (%)..........................................................................................1-46 APU AC GENERATOR LOAD (%) .................................................................................1-46 BATTERY LOAD (A).......................................................................................................1-46 TRU LOAD (%) ...............................................................................................................1-46 APU TRU LOAD (%).......................................................................................................1-46 EMERGENCY BUS VOLTAGE (V).................................................................................1-47 AVIONIC LIMITATIONS ........................................................................................................1-47 AFCS LIMITATIONS.......................................................................................................1-47 AFCS MODE LIMITATIONS ...........................................................................................1-47 AFCS MODES ENGAGED LIMITS AND MINIMUM USE HEIGHT (MUH) ...................1-48 VOR LIMITATIONS.........................................................................................................1-49 COUPLED ILS APPROACH MODE LIMITATIONS........................................................1-49 COUPLED VOR APPROACH AND NAVIGATION MODE LIMITATIONS .....................1-50 DISPLAY LIMITATIONS .................................................................................................1-50 TRANSPONDER (XPDR) LIMITATIONS .......................................................................1-50 FMS LIMITATIONS.........................................................................................................1-50 MISCELLANEOUS LIMITATIONS........................................................................................1-51 OEI ENGINE OPERATION.............................................................................................1-51 HEADSET/HELMET LIMITATIONS................................................................................1-51 BAGGAGE COMPARTMENT LIMITATIONS .................................................................1-51 CABIN COMPARTMENT LIMITATIONS ........................................................................1-51 FLIGHT DISPLAY INSTRUMENT MARKINGS ....................................................................1-52 PFD/MFD INSTRUMENT MARKINGS..................................................................................1-55 PFD INSTRUMENT MARKINGS...........................................................................................1-58 MFD INSTRUMENT MARKINGS ..........................................................................................1-62 PLACARDS ...........................................................................................................................1-84
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AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure 1-1 Figure 1-2 Figure 1-3 Figure 1-4 Figure 1-5 Figure 1-6 Figure 1-7 Figure 1-8 Figure 1-9 Figure 1-10 Figure 1-11 Figure 1-12 Figure 1-13 Figure 1-14 Figure 1-15 Figure 1-6 Figure 1-7 Figure 1-8 Figure 1-9 Figure 1-10 Figure 1-11 Figure 1-12 Figure 1-13 Figure 1-14 Figure 1-15 Figure 1-16 Figure 1-17 Figure 1-18 Figure 1-19 Page 1-iv
Page Weight and Longitudinal CG Limitations......................................................... 1-4 Weight and Lateral CG Limitations ................................................................. 1-5 Weight and Longitudinal CG Limitations (Imperial Units) ............................... 1-6 Weight and Lateral CG Limitations (Imperial Units)........................................ 1-7 Airspeed Envelope (Vne - Power ON, OEI/Power Off) ..................................1-11 Altitude and OAT Limitations......................................................................... 1-13 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON............................................................................................. 1-14 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON....................................................................... 1-15 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice ON, Heater OFF/ON............................................................................................. 1-16 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice ON, Heater ON/OFF ........................................................................ 1-17 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON ............... 1-18 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON...... 1-19 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON, Heater OFF/ON................. 1-20 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON, Heater OFF/ON ...... 1-21 WAT for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF......... 1-22 Altitude and OAT Limitations......................................................................... 1-13 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON....................................................................... 1-14 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON....................................................................... 1-15 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice ON, Heater OFF/ON ........................................................................ 1-16 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice ON, Heater OFF/ON ........................................................................ 1-17 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON............................................................................................. 1-18 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON............................................................................................. 1-19 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON, Heater OFF/ON............................................................................................. 1-20 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON, Heater OFF/ON............................................................................................. 1-21 WAT for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF ............................................................................. 1-22 WAT Table for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF ............................................................................. 1-23 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF............................................................................... 1-24 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF............................................................................... 1-25 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF .... 1-26 Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 1 Table of contents
Figure Figure 1-20 Figure 1-21 Figure 1-22 Figure 1-23 Figure 1-24 Figure 1-25 Figure 1-26 Figure 1-27 Figure 1-28 Figure 1-29 Figure 1-30 Figure 1-31 Figure 1-32 Figure 1-33 Figure 1-34 Figure 1-35 Figure 1-36 Figure 1-37 Figure 1-38 Figure 1-39 Figure 1-40 Figure 1-41 Figure 1-42 Figure 1-43 Figure 1-44 Figure 1-45 Figure 1-46 Figure 1-47 Figure 1-48 Figure 1-49 Figure 1-50 Figure 1-51 Figure 1-52 Figure 1-53 Figure 1-54 Figure 1-55
Page WAT for HIGE Controllability AEO 5min, Anti Ice OFF, Heater ON......................................................................................................1-27 WAT Table for HIGE Controllability AEO 5min, Anti Ice OFF, Heater ON................................................................................1-28 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater ON .................................................................................1-29 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE Controllability .................................................................................................1-30 Primary Flight Display....................................................................................1-52 Multifunction Flight Display (Pwr Plant Page)................................................1-53 Power Plant Synoptic Page (All information messages displayed) ............................................................1-54 Rotor Speed & Power Turbine Speed NR/NF (Power ON) ...........................1-55 Rotor Speed & Power Turbine Speed NR/NF (OEI)......................................1-56 Rotor Speed (Power OFF).............................................................................1-57 Vne Limit Indication (Power On, OEI/Power Off)...........................................1-58 Power Index Indicator AEO ...........................................................................1-59 Power Index Indicator (OEI) ..........................................................................1-60 Example of Power Index Display ...................................................................1-61 Gas Generator Speed (AEO).........................................................................1-62 Gas Generator Speed (OEI) ..........................................................................1-63 Inlet Turbine Temperature (AEO)...................................................................1-64 Inlet Turbine Temperature (OEI) ....................................................................1-65 Inlet Turbine Temperature (START)...............................................................1-66 Torque (AEO Airspeed Less than 90 KIAS)...................................................1-67 Torque (AEO Airspeed Greater than 90 KIAS) ..............................................1-68 Torque (OEI) ..................................................................................................1-69 Engine Oil Pressure.......................................................................................1-70 Engine Oil Temperature.................................................................................1-71 Main Gearbox Pressure.................................................................................1-72 Main Gearbox Temperature...........................................................................1-73 Intermediate Gearbox Temperature...............................................................1-74 Tail Gearbox Temperature .............................................................................1-75 Engine Fuel Pressure ....................................................................................1-76 APU Fuel Pressure (Only displayed when APU selected ON) ......................................................1-77 Hydraulic System Pressure ...........................................................................1-78 Hydraulic System Temperature......................................................................1-79 DC TRU Load ................................................................................................1-80 AC Generator Load........................................................................................1-81 APU AC Generator TRU Load (Only displayed when APU Ready) ...............................................................1-82 APU AC Generator Load (Only displayed when APU Ready) ...............................................................1-83
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Section 1 Limitations
SECTION 1 LIMITATIONS BASIS OF CERTIFICATION This helicopter is certified by European Aviation Safety Agency (EASA) in accordance with CS 29 for Large Rotorcraft Category A and B.
TYPES OF OPERATION The rotorcraft is certified in Category A and B and is eligible for the following kinds of operation when the appropriate instruments and equipment required by the airworthines and/or operating rules are installed and approved and are operable in condition: — Day and Night VFR — IFR — Category A vertical operation from ground level or elevated heliports (Supplement 4) — Category A operation clear area operation from airport runways (Supplement 4) — Extended overwater operations (Supplement 6) — Night Vision Goggle Operations (Supplement 14)
MINIMUM FLIGHT CREW Visual Flight Rules (VFR) Day - One pilot unless otherwise required by operating rules. Single pilot operation not permitted from left seat. Visual Flight Rules (VFR) Night and Instrument Flight Rules (IFR) - Two pilots For IFR/VFR Night single pilot operation see Supplement 3.
EASA Approved
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Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
NUMBER OF OCCUPANTS The total number of occupants, including the crew, shall not exceed: — low density configuration P/N 8G2520F00111/211 ............................ .....18 — high density configuration P/N 8G2520F00411 ........................ ..............20 — high density configuration P/N 8G2520F00511 ........................ ..............21 — Each occupant must have a seat and seat belt. — After any configuration change the new empty weight and C of G position must be determined and entered into Section 6 to ensure C of G limits are not exceeded.
WEIGHT AND CENTER OF GRAVITY LIMITATIONS MAXIMUM WEIGHT Maximum gross weight for towing or taxi............................................. 8350 kg Maximum gross weight for CAT B take-off/landing.............................. 8300 kg Refer to CAT B WAT Limits charts for HIGE Take-Off/Landing with zero crosswind: ...................... Figure 1-7 to Figure 1-10 Refer to CAT B WAT Limits charts for Rolling Take-Off with zero crosswind....................................Figure 1-11 to Figure 1-14 Maximum gross weight for CAT B Take-Off/ Landing with crosswind refer HIGE Controllability ........................................................... Figure 1-15 to Figure 1-22 Maximum gross weight for HIGE with Wind/Ground/ Airspeed Azimuth controllability as defined in Figure 1-23 .......................................................... Figure 1-15 to Figure 1-22 MINIMUM WEIGHT Minimum flight/rotor running gross weight .......................................... 5400 kg Minimum flight weight for Hd less than -5000 ft................................... 6000 kg
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AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
CENTER OF GRAVITY Longitudinal limits .....................................................Figure 1-1 and Figure 1-3 Lateral limits .............................................................Figure 1-2 and Figure 1-4 Refer to Section 6 for loading instructions.
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Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
Figure 1-1 Weight and Longitudinal CG Limitations Page 1-4
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AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
Figure 1-2 Weight and Lateral CG Limitations EASA Approved
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AW189 - RFM Document N° 189G0290X002
Figure 1-3 Weight and Longitudinal CG Limitations (Imperial Units) Page 1-6
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AW189 - RFM Document N° 189G0290X002
18500
Section 1 Limitations
- 3.5 i n 18 30 0 l b
+4. 2 i n 18 30 0 l b
18000
17500
17000
16500
16000
W eight [lb]
15500
+4.8 i n 15 08 9 l b
15000
- 3.8 i n 13 35 6 l b
14500
14000
13500
13000
12500
12000
- 1.01 i n 11 90 0 l b
11500 -5
-4
-3
-2
1.89 i n 11 90 0 l b
MAST
-1
0
1
2
3
4
5
BL [in che s] 189G 1560 A001 Is s A
ICN - 89 - A - 151000 - G - A01 26 - 0 000 2 - B - 02 - 1
Figure 1-4 Weight and Lateral CG Limitations (Imperial Units) EASA Approved
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Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
AIRSPEED LIMITATIONS Vne (Power ON, OEI/Power OFF) ............................................ See Figure 1-5 Maximum airspeed with TQ above 100% ............................................ 90 KIAS Maximum airspeed in sideward or rearward flight .................. See Figure 1-23 Maximum allowable tailwind and crosswind ............................ See Figure 1-23 Maximum landing gear operating airspeed (Vlo)........................... 150 KIAS or Vne if less Maximum landing gear extended airspeed (Vle) ........................... 150 KIAS or Vne if less Minimum airspeed for flight under IFR (Vmini) .....................................50 KIAS Maximum airspeed for IFR approach .................................................150 KIAS Maximum airspeed with one AP failed ............................................... 110 KIAS Maximum airspeed for operation of windscreen wipers .....................140 KIAS Minimum airspeed in autorotation .......................................................60 KIAS CABIN DOOR OPEN LIMITATIONS Maximum airspeed for opening/closing cabin doors ............................ 50 KIAS Maximum lateral windspeed for opening/closing cabin doors ..............20 knots Maximum wind/ground/airspeed with one or both cabin doors locked open.......................................................................50 knots
GROUND SPEED LIMITATIONS ON PAVED SURFACES Maximum taxi speed............................................................................ 40 knots Maximum speed for emergency landing.............................................. 60 knots ON PREPARED GRASS SURFACES Maximum taxi speed (above 10 knots (18 km/hr) nose wheel must be locked fore and aft) ......20 knots Maximum for emergency landing speed.............................................. 20 knots
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AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
WIND SPEED LIMITATIONS FOR ROTOR STARTING AND STOPPING Maximum wind speed ......................................................................... 50 knots
ALTITUDE LIMITATIONS Maximum operating altitude .......................................................See Figure 1-6 Minimum operating altitude ...................................................... See Figure 1-6 Maximum take-off and landing altitude ..................................... See Figure 1-6
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT) Minimum temperature for ground starting ............................................... -40° C Maximum ambient air temperature .......................................... See Figure 1-6 Minimum ambient air temperature ........................................... See Figure 1-6
COLD TEMPERATURE LIMITATIONS Fly attentive until hydraulic oil temperature rises above +20°C.
ICING AND SNOW LIMITATIONS Flight into known icing and/or falling and blowing snow conditions is prohibited. Flight into freezing rain and freezing fog is prohibited.
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Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
CATEGORY B OPERATION LIMITATIONS The CAT B W.A.T. Limits chart, Figure 1-7 to Figure 1-9, are used to define the maximum HIGE Take-Off and Landing weight for the given ambient conditions and zero wind. The CAT B W.A.T. Limits chart, Figure 1-11 to Figure 1-13, are used to define the maximum Rolling Take-Off weight for the given ambient conditions and zero wind. For CAT B Take Off and Landing with crosswind conditions up to 45 kts, the lowest weight defined by either the appropriate CAT B WAT or the appropriate WAT for HIGE Controllability Figure 1-15 to Figure 1-22 must be used. CAT B Take -Off and Landing with tail wind must be avoided. (See Flight Planning in Section 2 for examples of using the CAT B W.A.T. Limits chart).
HEIGHT-VELOCITY LIMITATIONS The Height-Velocity envelope has been split between the high hover conditions and the Take-Off Corridor. The procedures and associated weights defined in Section 4 guarantee that a Safe Vertical Reject or Flyaway can always be carried out in a safe manner from a hover out of ground effect following a single engine failure. A safe vertical reject can always be carried out from a HIGE condition up to 15 ft at Max Weight. Cat B Take Off and Landing procedures and associated WAT charts, included in this section, ensures the aircraft is within the take off corridore of the H-V envelope.
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AW189 RFM Document N° 189G0290X002
Section 1 Limitations
AIRSPEED LIMITATION
PRESSURE ALTITUDE [m X 100] -3
3
9
15
21
27 T OA =-3 C 0°
10
0
0 -1
0 -2
0 -3
-4
0
VNE OEI
VNE POWER ON
VNE POWER OFF
20
T OA
30
°C -40 T= OA
40
T
C 5°
55 50
MI LI
=-3
T OA
C 0° +4 A IS
-1 189G1560A001 Rev.C
1
3 5 7 PRESSURE ALTITUDE [ft X 1000]
9
110
120
130 140 VNE [kIAS]
150
160
170
ICN-89-A-151000-G-A0126-00003-A-02-1
Figure 1-5 Airspeed Envelope (Vne - Power ON, OEI/Power Off) EASA Approved
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
AW189 FLIGHT ENVELOPE OAT - [°F] 100
3000
Hd
2200 2000
IT M LI
1800 1600 1400
T LIMIT MAX OA
TAKE OFF and LANDING ENVELOPE
ft
MINIMUM OAT LIMIT
00 80
Pressure Altitude - [ft]
2400
ft
Hd
6000
ft 00 - 50 IT A LIM ea Hd Ar
1000
1200 1000 800
ISA+40°C
2000
Hd
0
2600
0 00 10
7000
3000
2800
IT M LI
8000
4000
140
Minimum GW permitted for area A 6000 kg (13228 lb)
9000
5000
120
600 400 200 0
-74
-200
ft 00
-50
-40
-30
189G1560A001 Rev.C
-20
Pressure Altitude - [m]
10000
-50-40-30-20-10 0 10 20 30 40 50 60 70 80
-10
0 10 OAT - [°C]
20
30
40
50
60
ICN-89-A-151000-G-A0126-00004-A-02-1
Figure 1-6 Altitude and OAT Limitations EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-13
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ZERO WIND
WEIGHT-ALTITUDE-TEMPERATURE Cat.B HIGE Take Off/Landing (as presented in Section 2A)
Eng. AI: OFF Heater: OFF/ON
Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185
-4
7
0 0 0 -1 0 1 0 2
1
40
3
1.5
0
lim
t
-2
Hd
4
0f 00 8 t i
30
5
XO MA
2
L AT
Pressure Altitude - [ft x 1000]
0 -3
6
2
0.5
Pressure Altitude - [m x 1000]
8
IMI 50
T
1 0
0
55
53
57
189G1560A001 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00005-A-04-1
Figure 1-7 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON Page 1-14 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8187 8039 7894 7752 7614 7481
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8261 8112 7967 7827 7690 7555 7421
189G1560A001 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8195 8050 7908 7767 7627 7490 7356
WAT for Cat.B
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8282 8135 7991 7849 7709 7571 7436 7304
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8230 8084 7942 7803 7667 7531 7395
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8188 8048 7910 7773 7635 30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8218 8091 7956 7791
40 8300 8300 8300 8300 8300 8234 8042 7853 7669 7489 7310
50 8276 8106 7936 7763 7592 7424 7259 7094
55 7898 7735 7572
ICN-89-A-151000-G-A0126-00036-A-02-1
20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8249 8132 8009 7866 7723
HIGE T.O. & Landing (as presented in Section 2A) Heater OFF/ON, Engine A.I. OFF
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-8 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice OFF, Heater OFF/ON
Page 1-15 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ZERO WIND
WEIGHT-ALTITUDE-TEMPERATURE Cat.B HIGE Take Off/Landing (as presented in Section 2A)
Eng. AI: ON Heater: OFF/ON
Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185
7
5
1.5 0 0 0 -3 -2 -1
4 3 2
1
0.5
Pressure Altitude - [m x 1000]
0
6 Pressure Altitude - [ft x 1000]
2
Hd
10
0 -4
lim it 80 00
ft
8
1 0
0
53
57
189G1560A001 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00006-A-04-1
Figure 1-9 CAT B - W.A.T. Limitations, HIGE Take-Off and Landing, Anti Ice ON, Heater OFF/ON Page 1-16 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8281 8133 7987 7844 7705 7569 7435 7304
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8209 8063 7919 7778 7640 7504 7370 7235
189G1560A001 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8290 8144 8000 7857 7716 7578 7441 7305 7170
WAT for Cat.B
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8235 8089 7946 7806 7667 7528 7391 7256 7124
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8186 8043 7901 7760 7620 7483 7348 7213
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8181 8014 7841 7662 7485 7316 7150 6981 30
40
50
55
ICN-89-A-151000-G-A0126-00037-A-02-1
20
HIGE T.O. & Landing (as presented in Section 2A) Heater OFF/ON, Engine A.I. ON
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-10 CAT B - W.A.T. Limitation Table, HIGE Take-Off and Landing, Anti Ice ON, Heater OFF/ON
Page 1-17 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ZERO WIND
WEIGHT-ALTITUDE-TEMPERATURE Cat.B ROLLING Take Off (as presented in Section 2A)
Eng. AI: OFF Heater: OFF/ON
Gross Weight - [lb x 100] 8
120 125 130 135 140 145 150 155 160 165 170 175 180 185
-2 0 1
3
40
L AT
2
0.5
Pressure Altitude - [m x 1000]
Hd lim
1.5
4
XO MA
Pressure Altitude - [ft x 1000]
30
0 0 -1 0 1
5
2
w lo be 20
6
d an
it 800 0 ft
7
IT IM
1
50
0
0
55
53
57
189G1560A001 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00014-A-04-1
Figure 1-11 CAT B W.A.T. for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON Page 1-18 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8152 8007 7865 7728 7596
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8298 8150 8009 7871 7734 7599
189G1560A001 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8271 8126 7981 7839 7698 7561
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8221 8075 7930 7788 7650 7513
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8161 8017 7876 7736 7596
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8245 8102 7961 7818 30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8153 7972 7791
40 8300 8300 8300 8300 8300 8234 8042 7853 7669 7489 7310
50 8276 8106 7936 7763 7592 7424 7259 7094
55 7898 7735 7572
ICN-89-A-151000-G-A0126-00038-A-02-1
20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8170 8023 7877
WAT for Cat.B Rolling T.O. & Landing (as presented in Section 2A) Heater OFF/ON, Engine A.I. OFF
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-12 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice OFF, Heater OFF/ON
Page 1-19 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ZERO WIND
WEIGHT-ALTITUDE-TEMPERATURE Cat.B ROLLING Take Off (as presented in Section 2A)
Eng. AI: ON Heater: OFF/ON
Gross Weight - [lb x 100]
ft
120 125 130 135 140 145 150 155 160 165 170 175 180 185
80 00
8
5
1.5
4 1
3 2
0.5
Pressure Altitude - [m x 1000]
lim it
w lo be
6
Pressure Altitude - [ft x 1000]
2
nd
d
0a
10
H
-1
0
7
1 0
53
0
57
189G1560A001 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00015-A-04-1
Figure 1-13 CAT B W.A.T. for Rolling Take-Off, Anti Ice ON, Heater OFF/ON Page 1-20 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8299 8153 8010 7870 7735 7602 7472 7345
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8197 8052 7910 7772 7637 7501 7366
189G1560A001 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8194 8048 7905 7765 7626 7487 7350
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8168 8025 7882 7740 7599 7461 7325
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8273 8125 7950 7772 7596 7422 7252
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8181 8014 7841 7662 7485 7316 7150 6981 30
40
50
55
ICN-89-A-151000-G-A0126-00039-A-02-1
20
WAT for Cat.B Rolling T.O. & Landing (as presented in Section 2A) Heater OFF/ON, Engine A.I. ON
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-14 CAT B W.A.T. Table for Rolling Take-Off, Anti Ice ON, Heater OFF/ON
Page 1-21 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE for 5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF Heater: OFF
Gross Weight - [lb x 100]
120 125 130 135 140 145 150 155 160 165 170 175 180 185 0
0 -2
-1
30
4
1
40
3
OA
2
50
X MA
0.5
IT IM TL
Pressure Altitude - [ft x 1000]
1.5
20
5
10
6
2
0
Hd limit 8000 ft
7
1 0
Pressure Altitude - [m x 1000]
8
0
53
57
189G1580A001 issue C
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00007-A-03-1
Figure 1-15 WAT for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF Page 1-22
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
189G1560A001 Rev.C
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8181
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8175 8021 7870
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8180 8027 7876 7728
20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8214 8063 7913 7766 7622
30 8300 8300 8300 8300 8300 8300 8300 8300 8243 8092 7943 7797 7652
40 8300 8300 8300 8300 8300 8300 8278 8128 7979 7833 7689
50 8300 8300 8300 8300 8300 8170 8022 7876
55 8300 8300 8300
ICN-89-A-151000-G-A0126-00044-A-01-1
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8193 8041 7891 7743
WAT for HIGE Controllability 5 min AEO Heater OFF, Engine A.I. OFF
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-16 WAT Table for HIGE Controllability at AEO 5min, Anti Ice OFF, Heater OFF
Page 1-23
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE for 5 min AEO HIGE CONTROLLABILITY Eng. AI: ON Heater: OFF
Gross Weight - [lb x 100]
120 125 130 135 140 145 150 155 160 165 170 175 180 185
-30
5
1.5
4 1
3 2
0.5
Pressure Altitude - [m x 1000]
10
Pressure Altitude - [ft x 1000]
0 -2
2
0
6
0
7
-1
Hd limit 8000 ft
8
1 0
0
53
57
189G1580A001 issue C
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00008-A-03-1
Figure 1-17 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF Page 1-24
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
189G1560A001 Rev.C
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8181
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8175 8021 7870
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8180 8027 7876 7728
20
30
40
50
55
ICN-89-A-151000-G-A0126-00045-A-01-1
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8193 8041 7891 7743
WAT for HIGE Controllability 5 min AEO Heater OFF, Engine A.I. ON
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-18 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF
Page 1-25
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE for 5 min AEO HIGE CONTROLLABILITY Eng. AI: OFF Heater: ON
Gross Weight - [lb x 100]
120 125 130 135 140 145 150 155 160 165 170 175 180 185
4 1
3 2
0.5
Pressure Altitude - [m x 1000]
-30
1.5
20
Pressure Altitude - [ft x 1000]
0 -2
2
10
5
0
6
0
7
-1
Hd limit 8000 ft
8
1 0
0
53
57
189G1580A001 issue C
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00016-A-02-1
Figure 1-19 WAT Table for HIGE Controllability AEO 5min, Anti Ice ON, Heater OFF Page 1-26
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
189G1560A001 Rev.C
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8181
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8175 8021 7870
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8180 8027 7876 7728
20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8214 8063 7913 7766 7622
30
40
50
55
ICN-89-A-151000-G-A0126-00046-A-01-1
OAT [°C] 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8193 8041 7891 7743
WAT for HIGE Controllability 5 min AEO Heater ON, Engine A.I. OFF
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-20 WAT for HIGE Controllability AEO 5min, Anti Ice OFF, Heater ON
Page 1-27
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE for 5 min AEO HIGE CONTROLLABILITY Eng. AI: ON Heater: ON
Gross Weight - [lb x 100]
120 125 130 135 140 145 150 155 160 165 170 175 180 185 ft 00 0 8 it 7 il m Hd 8
-30
0
Pressure Altitude - [ft x 1000]
6 10
5
1.5
4 1
3 2
0.5
Pressure Altitude - [m x 1000]
0
0 -2
-1
2
1 0
0
53
57
189G1580A001 issue C
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-151000-G-A0126-00017-A-02-1
Figure 1-21 WAT Table for HIGE Controllability AEO 5min, Anti Ice OFF, Heater ON Page 1-28
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300
189G1560A001 Rev.C
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
40
50
55
ICN-89-A-151000-G-A0126-00047-A-01-1
WAT for HIGE Controllability 5 min AEO Heater ON, Engine A.I. ON OAT [°C] -20 -10 0 10 20 30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8155 8300 8300 8300 7956 8300 8300 8300 7762 8300 8300 8180 7573 8300 8300 8027 7390 8300 8175 7876 8300 8021 7728 8181 7870
AW189 - RFM Document N° 189G0290X002 Section 1 Limitations
Figure 1-22 WAT for HIGE Controllability AEO 5min, Anti Ice ON, Heater ON
Page 1-29
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
See Airspeed Envelope
DIRECTION OF WIND
-10°
DIRECTION OF WIND
+10°
20
30
40 45 kts
-90°
90° WIND VELOCITY
-135°
135°
DIRECTION OF WIND
DIRECTION OF WIND ICN-89-A-151000-A-A0126-04109-A-002-01
Figure 1-23 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE Controllability Page 1-30 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
MANOEUVRING LIMITATIONS Aerobatic manoeuvres are prohibited.
AUTOROTATION LIMITATIONS Practice autorotative landings are prohibited. During autorotation the ENG MODE select switches must NOT be retarded from FLIGHT to IDLE except in an emergency.
SLOPE LIMITATIONS Sloped Take Off and Landing are limited to the following: Nose up........................................................................................................ 10° Nose Down................................................................................................... 10° Left Wing Low .............................................................................................. 10° Right Wing Low ............................................................................................ 10°
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-31
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
POWER PLANT (GE CT7-2E1 ENGINE) LIMITATIONS POWER INDEX INDICATOR (PI %) All Engines Operating (Airspeed below 90 KIAS) Maximum Continuous Operation ................................................................. 100 30 min Torque Range ....................................................................... 101 to 116 5 min Engine Range ......................................................................... 101 to 116 Maximum 30 min / 5 min ............................................................................. 116 Transient 5 seconds (TQ) ........................................................................... 123 All Engines Operating (Airspeed above 90 KIAS) Maximum Continuous Operation ................................................................. 100 Cautionary Range (Temporary Excursion) .................................................. 112 Transient 5 seconds (TQ) ............................................................................ 123 One Engine Inoperative Maximum Continuous.................................................................................. 135 2.5 min Range (TQ).......................................................................... 136 to 164 (Max 30 sec above 155)
CAUTION The Automatic Power Reduction will reduce the torque available to 155% after 30 seconds from the first application, regardless of whether the rating is used for the entire 30 seconds 2.5 min Range (NG or ITT)............................................................... 136 to 164 Transient 5 seconds (TQ) ............................................................................ 171
Page 1-32 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
Rotor Droop Threshold on PI Scale The Rotor Droop Threshold on the PI scale is a variable cyan line which represents the maximum engine compressor air flow capability. When the limiting engine parameter pointer is at the same position as the cyan bug further power demand will result in rotor droop. GAS GENERATOR SPEED (NG %) All Engines Operating Maximum Continuous ...............................................................................102.7 Take Off (5 min) Range .............................................................................102.7 Maximum Take Off ....................................................................................102.7 Transient (12 seconds) ........................................................................... 103.2 One Engine Inoperative Maximum Continuous ............................................................................. 102.7 2.5 min Range............................................................................ 102.8 to 105.0 Maximum 2.5 min......................................................................................105.0 ROTOR DROOP THRESHOLD The Rotor Droop Threshold on the NG scale is a variable cyan line which represents the maximum engine compressor air flow capability. POWER TURBINE SPEED (NF %) All Engines Operating Minimum Transient.........................................................................................95 Minimum.......................................................................................................100 Continuous Operation Range............................................................100 to 104 Maximum Continuous ..................................................................................104 Maximum Transient (12 seconds) ................................................................105
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-33
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
One Engine Inoperative Minimum Transient ........................................................................................ 85 Minimum Cautionary...................................................................................... 90 Cautionary Range (OEI Landing/Flyaway Only)................................... 90 to 99 Minimum Continuous................................................................................... 100 Continuous Operation range ............................................................ 100 to 104 Maximum Continuous.................................................................................. 104 Maximum Transient (12 seconds) .............................................................. 105 INTER TURBINE TEMPERATURE (ITT °C ) Note The ITT measurements units ‘%’ must not be selected. Engine Starting Maximum for starting ................................................................................... 963 All Engines Operating Maximum Continuous Operation ................................................................. 942 Take Off range (5 min) ...................................................................... 943 to 968 Maximum Take Off....................................................................................... 968 Transient (12 seconds) ............................................................................... 974 One Engine Inoperative Maximum Continuous Operation ................................................................. 968 2.5 min Range ................................................................................ 969 to 1078 Maximum 2.5 min ...................................................................................... 1078 Transient (5 seconds) ............................................................................... 1081
Page 1-34 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
OIL TEMPERATURE (ENG OIL °C) Minimum for engine starting ....................................................................... -40 Cautionary Range (See NOTE on page1-71) .................................... -40 to 37 Normal Operation Range ................................................................... 38 to 132 Maximum Normal Operation ........................................................................132 Transient (15 min) ....................................................................................... 149 OIL PRESSURE (ENG OIL BAR) Minimum for ground idle (less than 1 min) ................................................... 1.4 Cautionary Range for Ground Idle ......................................................1.4 to 2.1 Minimum Normal Operation ..........................................................................2.2 Normal Operation Range ....................................................................2.2 to 6.9 Cautionary Range for engine start (5 min) ..........................................7.0 to 8.3 No operation above Ground Idle ...................................................... 8.4 to 13.8 STARTER DUTY CYCLE 45 seconds on, 1 minute off 45 seconds on, 1 minute off 45 seconds on, 30 minutes off POWER MARGIN TREND MONITORING Every 50 flight hours record engine power assurance check values for engine power margin trend monitoring purposes.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-35 Rev. 3
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
TRANSMISSIONS LIMITATIONS TORQUE (TQ %) All Engines Operative (Airspeed less than 90 KIAS) Maximum Continuous ................................................................................. 100 30 minute Rating ............................................................................ 101 to 116 Maximum 30 minute Rating ....................................................................... 116 Transient (5 seconds) ................................................................................ 123 All Engines Operative (Airspeed greater than 90 KIAS) Maximum Continuous ................................................................................. 100 Cautionary Range (Temporary Excursion) .................................................. 112 Transient (5 seconds) ................................................................................ 123 One Engine Inoperative Maximum Continuous ................................................................................ 135 2.5 minute Range ............................................................................ 136 to 164 (Max 30 sec above 155)
CAUTION The Automatic Power Reduction will reduce the torque available to 155% after 30 seconds from the first application, regardless of whether the rating is used for the entire 30 seconds Maximum 2.5 minute .................................................................................. 164 Transient (5 seconds) ................................................................................. 171
Page 1-36 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
OIL TEMPERATURE (°C) Main Gearbox (MGB) Minimum for starting.................................................................................... -40 Ground Operation Range..................................................................... -40 to 0 Normal Operation Range .................................................................... 1 to 115 Maximum Normal Operation ....................................................................... 115 Intermediate Gearbox (IGB) Minimum for starting.................................................................................... -40 Ground Operation Range..................................................................... -40 to 0 Normal Operation Range .................................................................... 1 to 120 Maximum Normal Operation ....................................................................... 120 Tail Rotor Gearbox (TGB) Minimum for starting.................................................................................... -40 Ground Operation Range..................................................................... -40 to 0 Normal Operation Range .................................................................... 1 to 115 Maximum Normal Operation ....................................................................... 115 OIL PRESSURE (BAR) Main Gearbox (MGB) Minimum for idle ...........................................................................................2.3 Idle Range ......................................................................................... 2.3 to 3.0 Normal Operation Range .................................................................. 3.1 to 6.0 Maximum Normal Operation ........................................................................ 6.0
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-37
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ROTOR SPEED LIMITATIONS POWER-ON (NR%) All Engines Operating Minimum Transient ........................................................................................ 95 Minimum Continuous................................................................................... 100 Continuous Operation Range ........................................................... 100 to 104 Maximum Continuous.................................................................................. 104 Maximum Transient (10 seconds) ............................................................... 105 One Engine Inoperative Minimum Transient ........................................................................................ 85 Minimum Cautionary...................................................................................... 90 Cautionary Range (OEI Landing/Flyaway Only)................................... 90 to 99 Minimum Continuous................................................................................... 100 Continuous Operation Range ........................................................... 100 to 104 Maximum Transient (10 seconds) .............................................................. 105 POWER-OFF (NR%) Minimum Transient ........................................................................................ 90 Minimum Continuous..................................................................................... 95 Continuous Operation......................................................................... 95 to 110 Maximum Continuous................................................................................. 110 Maximum Transient ..................................................................................... 113
ENGINE TRAINING MODE LIMITATIONS Selection of Engine Training Mode (OEI TNG) is not permitted.
Page 1-38
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
APU LIMITATIONS (SAFRAN MICROTURBO e-APU 60) APU STARTER DUTY CYCLE 20 seconds delay between each attempted start, 20 minutes delay after 3 aborted starts (If the above procedure is applied twice then a cool down period of 40 minutes is necessary and APU trouble shooting is required) APU Heater Bleed Valve The HEATER system must not be selected to APU when the OAT is above 20 °C.
FUEL SYSTEM LIMITATIONS ENGINE FUEL PRESSURE (BAR) Cautionary Range ............................................................................. 0.0 to 0.2 Minimum Normal Operation ..........................................................................0.3 Normal Operation Range ...................................................................0.3 to 1.8 Maximum ..................................................................................................... 1.8 Note In suction mode fuel pressure indication is invalid (Fuel pressure display ‘0’ or dashed).
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-39
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
APU FUEL PRESSURE (BAR) Cautionary Range ............................................................................. 0.0 to 0.6 Minimum Normal Operation.......................................................................... 0.7 Normal Operation Range ................................................................... 0.7 to 1.8 Maximum .................................................................................................... 1.8 FUEL CAPACITIES Total Usable ..................................................................................... 1303 litres Total Unusable ..................................................................................... 24 litres UNUSABLE FUEL In coordinated (ball centered) flight .......................................... 0 kg indicated/ .........................................................................(9.6 kg/12 litres per tank actual) Hovering in crosswinds or sideways flight with sustained roll angles greater than ±15° is prohibited when fuel indication, in either tank, is less than 50 kg. Cross feeding (tank with pump off, not supplying engines) ............................... ................................................................................................maximum 283 kg Note During XFEED the unusable fuel level indication will change to grey to indicate the tank can no longer supply fuel. FUEL FLOW INDICATION Engine fuel flow shall not be used for fuel planning as the indication is not reliable.
Page 1-40
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
AUTHORIZED FUEL TYPES The fuels shown in the table below have been authorized for use with the GE CT7-2E1 engines and Safran Microturbo eAPU 60 APU:
AUTHORIZED FUELS Fuel
Applicable
Type
Specification
JET A
ASTM D1655
JET A-1
ASTM D1655 DEF STAN 91-91 AVTUR NATO Code F-35
JP5
DEF STAN 91-86 AVCAT/FSII MIL-DTL-5624 NATO Code F-44
JP-8
DEF STAN 91-87-2002 AVTUR/FSII MIL-DTL-83133 NATO Code F-34
JP-8+100
MIL-DTL-83133 NATO Code F-37
Note Any mixture of authorized fuels may be used. Note For ambient temperatures below -15°C fuel icing inhibitors are mandatory. Note For temperatures below -30°C only JP8 (F34) fuel is authorised.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-41
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
LUBRICANT LIMITATIONS AUTHORIZED ENGINE OILS The oils shown in the table below have been authorized for use with the GECT7-2E1 engines. Any brand approved under the applicable specification may be used.
AUTHORIZED ENGINE OILS Oil Type
Applicable Specification
Brand Names (For reference only)
Type I
D50TF1 (GE Spec)
Exxon Turbo Oil 2389
(3cs)
MIL-PRF-7808
Castrol 325
Type II
D50TF1 (GE Spec)
Aero-Shell Turbine Oil 500
(5cs)
MIL-PRF-23699
Aero-Shell Turbine Oil 555 Castrol 205 Castrol 500 Mobil Jet Oil II Royco Turbine Oil 500 Exxon Turbo Oil 2380 Stauffer Jet II
Mixing of oils by type is acceptable but not recommended
Page 1-42
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
AUTHORISED APU OILS The oils shown in the table below have been authorized for use with the Safran Microturbo e-APU 60 APU. Any brand approved under the applicable specification may be used.
AUTHORIZED APU OILS Oil Type
Applicable Specification
Brand Names (For reference only)
Type Il
MIL-PRF-23699
TURBO NYCOIL 600
(5cs)
BP Turbo Oil 2380 EASTMAN Turbo Oil 2380
Type I
MIL-PRF-7808
TURBO NYCOIL 160
(3cs)
BP Turbo Oil 2389 EASTMAN Turbo Oil 2389
Type II is the preferred oil for temperatures between -20°C and ISA +40°C and the minimum temperature for starting is -30°C. AUTHORIZED TRANSMISSION OIL
AUTHORIZED TRANSMISSION OIL Applicable
Brand Names
Specification DOD-L-85734
EASA Approved
ATO555
FOR TRAINING ONLY
Issue 1
Page 1-43 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
HYDRAULICS SYSTEM LIMITATIONS HYDRAULIC FLUID TEMPERATURE (°C) Minimum for flight control check with electric hydraulic pump...................... -40 Minimum for starting ................................................................................... -40 Ground Operation Range ...................................................................-40 to -21 Minimum Normal Operation..........................................................................-20 Normal Operating Range ................................................................. -20 to 119 Cautionary Range............................................................................. 120 to 134 Maximum Cautionary.................................................................................. 134 Maximum temperature permitted for Take-Off ............................................. 119 HYDRAULIC FLUID PRESSURE (BAR) Minimum Cautionary................................................................................... 162 Cautionary Range............................................................................. 162 to 179 Normal Operation Range ................................................................ 180 to 225 Cautionary Range............................................................................. 226 to 250 Maximum Cautionary.................................................................................. 250 ELECTRICAL HYDRAULIC PUMP The electrical hydraulic pump is for ground operation only.
Page 1-44
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
AUTHORIZED HYDRAULIC FLUIDS The hydraulic fluids shown in the table below have been authorized for use in all hydraulic components. Any brand approved under the applicable specifications may be used. AUTHORIZED HYDRAULIC FLUIDS Applicable Specification MIL-PRF-83282
Brand Names (For reference only) AEROSHELL FLUID 31
Alternative: MIL-PRF-5606 (see NOTE below)
AEROSHELL FLUID 41 Note
MIL-PRF-5606 can be used for enhanced performance of hydraulic system in low temperature environments below -20° C.
CAUTION Mixing of hydraulic fluid, by specification or brand name, is prohibited.
ROTOR BRAKE LIMITATIONS Maximum rotor speed for brake application ............................................... 40% Maximum pressure when in BRAKE position (BAR)..................................62.5 Minimum pressure for lever in BRAKE position (BAR) ..................................40
WHEEL BRAKE LIMITATIONS Maximum running speed for brake application .................................... 60 knots Parking on slopes up to 10° is permitted for a maximum of 8 hours.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-45 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
PITOT HEATING LIMITATIONS Pitot heating must be selected to AUTO or ON for indicated OAT of +4 °C or less. Pitot heating must be selected to AUTO or OFF at indicated OAT of +5 °C or more.
ELECTRICAL SYSTEM LIMITATIONS AC GENERATOR LOAD (%) Normal Operation Range...................................................................... 0 to 100 Transient Range ............................................................................... 101 to 150 Maximum Transient ..................................................................................... 150 APU AC GENERATOR LOAD (%) Normal Operation Range...................................................................... 0 to 100 Transient Range ............................................................................... 101 to 155 Maximum Transient ..................................................................................... 155 BATTERY LOAD (A) Battery Discharge ................................................................................-200 to 0 Battery Charge ..................................................................................... 0 to 200 TRU LOAD (%) Normal Operation Range...................................................................... 0 to 100 Transient Range ............................................................................... 101 to 150 Maximum Transient ..................................................................................... 150 APU TRU LOAD (%) Normal Operation Range...................................................................... 0 to 100 Transient Range ............................................................................... 101 to 155 Maximum Transient ..................................................................................... 155 Page 1-46
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
EMERGENCY BUS VOLTAGE (V) Minimum Normal Operation ...........................................................................22 Normal Operation..................................................................................22 to 30 Maximum Normal Operation ..........................................................................30
AVIONIC LIMITATIONS AFCS LIMITATIONS Above 140 KIAS Fly Manually. Intentional P/R - C/Y PTR de-clutching in flight is prohibited. AFCS upper modes must be disengaged after one AP has failed AFCS MODE LIMITATIONS The following AFCS modes are inoperative on the AFCS Control Panel: — GSPD — DCL — VNAV •
The BC mode must not be used.
•
The RHT mode may only be engaged over flat surfaces which are clear of obstructions.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-47 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
AFCS MODES ENGAGED LIMITS AND MINIMUM USE HEIGHT (MUH) Hold Mode
Functional Range
MUH
IAS*†
40 KIAS to Vne less 5 KIAS
150 ft AGL or 50 ft AGL during approach
HDG*†
0 KIAS to Vne
150 ft AGL (airspeed greater than 55 KIAS) 30 ft AGL in HOV or airspeed less than 55 KIAS 50 ft AGL during approach
NAV*†
40 KIAS to Vne
150 ft AGL
ALT†
0 KIAS to Vne
300 ft AGL (airspeed greater than 55 KIAS) 50 ft AGL in HOV or airspeed less than 55 KIAS
VS*†
40 KIAS to Vne within -1500 fpm and 2000 fpm
200 ft AGL (in descent)
APP*†
40 KIAS to 150 KIAS
50 ft AGL
GA*†
40 KIAS to Vne
N/A
0 to 2000 ft AGL ALTA*†
40 KIAS to Vne
300 ft AGL
RHT*†
0 KIAS to Vne
150 ft AGL (airspeed greater than 55 KIAS)
30 ft to 2500 ft AGL
30 ft AGL in HOV or airspeed less than 55 KIAS) HOV
Groundspeed — less than 60 kts forward
30 ft AGL
— less than 40 kts lateral or aft with IAS less than 75 KIAS Page 1-48 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
Note* — Automatic disengagement of these modes below approximately 35 KIAS. — VS engagement above 2000 fpm or below -1500 fpm will result in the mode returning the aircraft to the maximum rates quoted (2000 fpm or -1500 fpm). — Recommended minimum IAS reference 50 KIAS. Note† Above 140 KIAS Fly Manually VOR LIMITATIONS In case of invalid DME/FMS distance, select: — VOR APP at ranges below 10 nm (18 km) — VOR NAV at ranges greater than 10 nm (18 km). COUPLED ILS APPROACH MODE LIMITATIONS The helicopter is certified to carry out CAT I ILS approaches up to 4 deg glideslope. Maximum recommended Localizer Intercept angle ................................45 deg ranges greater than 10 nm (18 km) Maximum recommended Localizer Intercept angle ................................30 deg ranges less than 10 nm (18 km) Maximum airspeed for glideslope up to 4 deg
150 KIAS (Above 140 KIAS) Fly Manually)
Maximum airspeed for GA at DH ....................................................... 130 KIAS In case of: — invalid DME and FMS distance and both Rad Alt signals invalid — invalid groundspeed and/or track angle an ILS approach must be initiated at a distance of not less than 10 nm (18 km) and an intecept angle not greater than 30°. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-49 Rev. 4
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
COUPLED VOR APPROACH AND NAVIGATION MODE LIMITATIONS Maximum recommended VOR radial Intercept angle............................. 45 deg ranges greater than 10 nm (18 km) Maximum recommended VOR radial Intercept angle............................. 30 deg ranges less than 10 nm (18 km) Maximum airspeed for VOR approach ...............................................150 KIAS (Above 140 KIAS) Fly Manually) DISPLAY LIMITATIONS The Vertical Situation Display Option on the MFD FLTPLAN page must not be used for navigation TRANSPONDER (XPDR) LIMITATIONS The Mode S system installed satisfies the data requirements of ICAO Doc 7030/4, with the limitations that the following parameters are not available: — Selected altitude — Barometric pressure setting FMS LIMITATIONS 1.
The FMS is limited to operations where the carriage of RNAV Navigation Specfication meets a containment value of P-RNAV/RNAV1 equal to 1 NM or above (e.g. B-RNAV/RNAV5 or RNAV2 area navigation).
2.
RNP operations are not allowed.
3.
IFR P-RNAV/RNAV1 en-route and Non Precision Approach (NPA Precision Like Approach) navigation are prohibited unless the pilot verifies the currency of the Navigation Data Base (NAV DB).
4.
The aircraft must have other approved navigation equipment installed and operating appropriate to the route of flight.
5.
The MFD Flight Managment Window Information and Vertical Profile must not be used.
ADF Limitations Do not select ON the landing or external flood lights when using the ADF (ADF indication is not reliable). Page 1-50 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
MISCELLANEOUS LIMITATIONS Pilot(s) must not use polarized type sun glasses. OEI ENGINE OPERATION Selection of either ENG MODE switch to IDLE/OFF for training is prohibited. HEADSET/HELMET LIMITATIONS Headset/Helmet type used in the aircraft must be of the same electrical characteristics and authorised by Aircraft Manufacturer. BAGGAGE COMPARTMENT LIMITATIONS Maximum baggage compartment load.......................................300 kg (660 lb) All cargo must be secured with restraint net P/N 3G2550A00231 or other approved means. Maximum unit load ...................................................... 550 kg/m2 (110 lb/sq.ft) Maximum load height ................................................................... 600 mm (2 ft) After installation of P/N 8G2550F00311 Kit Vertical Cargo Net and the Cargo Net P/N 8G2550V00131 the baggage bay limitation become: Maximum baggage compartment load ...............................360 kg (793 lb) Maximum unit load ...............................................550 kg/m2 (110 lb/sq.ft) Maximum load height ...................................................700 mm (2 ft 3 ins) After baggage loading Cargo Net must be tensioned correctly. Note The Cargo Net P/N 8G2550V00131 is suitable when the baggage load height is 400 mm and above. There must be an approved physical partition between the cabin and the baggage bay that make the baggage bay inaccessible during flight. CABIN COMPARTMENT LIMITATIONS Cargo transport in the passenger cabin is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-51 Rev. 4
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
FLIGHT DISPLAY INSTRUMENT MARKINGS
ICN-89-A-151000-G-00001-04110-A-001-01
Figure 1-24 Primary Flight Display Page 1-52
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04111-A-001-01
Figure 1-25 Multifunction Flight Display (Pwr Plant Page) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-53
Page 1-54 Rev. 2
Issue 1
° C
Bar
5 .0
OIL P LOW
N G 1 9 0.0 %
I TT1 6 0 0 °C
FOR TRAINING ONLY
ITT +100 ° C
PWR CHECK
E N G O IL C H IP
61
B
NF1 100%
A
EECU 1
9 0.0 % 1 7 4 0 ft +30° C
ALT OAT
1 2 0 KT
NG IA S
600 ° C
100 %
OFF
250
MAIN LH
1 BAR 2 1 .3 1.0
KG
500
TOT
O IL F I L T E R
F IR E
1.0
250
MAIN RH
AP U
O IL P L O W
O IL L E V E L
FUEL FILTE R
CRANK O I L C H IP
FIRE
RPM 50%
E E C U F A IL
APU
EGT 6 0 0 °C
NR 100 %
ENG 1
A / IC E
TQ 1 1 0 0 %
ITT
TQ
OVSPD
OEI
1 7 4 0 ft +30° C
ALT OAT
9 0. 0 % 1 2 0 KT
NG IA S
99 0 ° C ITT
B
Bar
° C
100
IT T
PWR CHECK
E N G O IL C H IP
5 .0
O IL P L O W
N G 2 9 0.0 %
ITT2 99 0 ° C
NF2 100%
A
2 E E C U DA T A
ABORTED
OVSPD
OEI
100 %
CRANK
ID L E
F IR E
ENG 2
A / IC E
TQ
TQ 2 1 0 0 %
Section 1 Limitations AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04112-A-002-01
Figure 1-26 Power Plant Synoptic Page (All information messages displayed)
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
PFD/MFD INSTRUMENT MARKINGS (Primary Flight/Multifunctional Display)
ICN-89-A-151000-G-00001-04131-A-001-01
Tone + ‘Rotor High -Rotor High’ : 105% Tone + ‘Rotor Low -Rotor Low’ : 99%
NF
NR
NF
MAX TRANSIENT NR/NF 105%
MAXIMUM
104% 104%
NORMAL OPERATION
100%
MIN TRANSIENT NR 95%
20%
Figure 1-27 Rotor Speed & Power Turbine Speed NR/NF (Power ON) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-55
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
Tone +’Rotor High -Rotor High’ : 105% Tone + ‘Rotor Low -Rotor Low’ : 89%
NF MAX TRANSIENT NR/NF
MAXIMUM
NR
NF
105%
104% 104%
NORMAL OPERATION CAUTIONARY RANGE
100% 99% 90%
MIN TRANSIENT NR 85%
20%
Figure 1-28 Rotor Speed & Power Turbine Speed NR/NF (OEI) Page 1-56
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04131-A-001-01
Tone + ‘Rotor High -Rotor High’ : 111% Tone + ‘Rotor Low -Rotor Low’ : 94%
NF
NR
NF
MAXIMUM TRANSIENT 113% MAXIMUM 110% NORMAL OPERATION MINIMUM 95% MINIMUM TRANSIENT 90
20%
Figure 1-29 Rotor Speed (Power OFF) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-57
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
PFD INSTRUMENT MARKINGS (Primary Flight Display)
The vertical bar is presented when the actual airspeed is within 5 KIAS of the Vne
Power On Vne
OEI/Power Off Vne (Power OFF displayed)
ICN-89-A-151000-G-00001-04115-A-001-01
Figure 1-30 Vne Limit Indication (Power On, OEI/Power Off) Page 1-58
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
NOTE The value displayed at the top of the scale represents the actual power, in percent, being used with respect to the power available (100% at MCP AEO) The legend displayed on top of the scale (TQ, ITT or NG) represents the engine power limiting parameter and is independent for each engine.
5m message illuminates for final 5 minutes of 30 min (TQ) rating or 5 min (ITT/NG) rating
ICN-89-A-151000-G-00001-04114-A-001-01
5m
ROTOR DROOP THRESHOLD (only displayed when below transient value)
000 000
MAXIMUM TRANSIENT 123% MAXIMUM 30 MINUTE 116% (For airspeed less than 90 KIAS) MAXIMUM CONTINUOUS 100%
TQ
TQ
(NG)
(NG)
(ITT)
(ITT)
NORMAL OPERATION
Limiting parameter indication
Figure 1-31 Power Index Indicator AEO EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-59 Rev. 2
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
NOTE The value displayed at the top of the scale represents the actual power, in percent, being used with respect to the power available (135% at MCP OEI) The legend displayed on top of the scale (TQ, ITT or NG) represents the engine power limiting parameter and is independent for each engine. ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP THRESHOLD (only displayed when below transient value) 2.5 minute message or 30 sec countdown (when in 30 sec TQ range)
2.5m(29S)
000 -----
MAXIMUM TRANSIENT OEI MAXIMUM OEI (see page 1-37)
171% 164%
MAXIMUM OEI 2/2.5 MIN TQ
155%
MAXIMUM CONTINUOUS OEI
135%
TQ (NG) (ITT) 29s (2.5min)
NORMAL OPERATION Countdown time value when in 30 sec TQ range .or 2.5 min message
O E I
OEI indication of failed engine side
Limiting parameter indication
Figure 1-32 Power Index Indicator (OEI) Page 1-60
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
NOTE The value displayed at the top of the scale represents the actual power, in percent, being used with respect to the power available (100% at MCP AEO, 135% at MCP OEI) The legend displayed on top of the scale (TQ, ITT or NG) represents the engine power limiting parameter and is independent for each engine.
ICN-89-A-151000-G-00001-04114-A-001-01
ROTOR DROOP THRESHOLD (only displayed when below transient value)
N°1 engine NG parameter closest to its limit
N°2 engine ITT parameter closest to its limit
107 95 NG % Power margin available to 116% (AEO) or 164% (OEI)
ITT % Power margin avail to 116% (AEO) or 164% (OEI) %Power margin available to MCP 100% AEO or 135% OEI
% actual power being used by N°1 engine
% actual power being used by N°2 engine
Figure 1-33 Example of Power Index Display EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-61
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
MFD INSTRUMENT MARKINGS (Multifunctional Flight Display)
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP THRESHOLD
NG
MAXIMUM TRANSIENT MAXIMUM 5 MINUTE
103.2% 102.7%
MAXIMUM CONTINUOUS 102.7%
NORMAL OPERATION 64.1% 50% 0%
Figure 1-34 Gas Generator Speed (AEO) Page 1-62
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
ROTOR DROOP THRESHOLD
NG
MAXIMUM 2.5 MIN
105.0%
MAXIMUM CONTINUOUS OEI 102.7%
NORMAL OPERATION 64.1% 50% 0%
Figure 1-35 Gas Generator Speed (OEI) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-63
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
MAXIMUM TRANSIENT
974°C
MAXIMUM 5 MIN MAXIMUM CONTINUOUS
968°C 942°C
NORMAL OPERATION
-50°C
Figure 1-36 Inlet Turbine Temperature (AEO) Page 1-64
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
ITT MAXIMUM TRANSIENT
1081°C
MAXIMUM 2.5 MIN
1078°C
MAXIMUM CONTINUOUS
968°C
NORMAL OPERATION
-50°C
Figure 1-37 Inlet Turbine Temperature (OEI) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-65
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
ITT
MAXIMUM FOR STARTING
963°C
NORMAL OPERATION
-50°C
Figure 1-38 Inlet Turbine Temperature (START) Page 1-66 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
TQ
MAXIMUM TRANSIENT 30 MINUTE
123% 116%
MAXIMUM CONTINUOUS
100%
0%
Figure 1-39 Torque (AEO Airspeed Less than 90 KIAS) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-67
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
TQ
MAXIMUM TRANSIENT
123%
Cautionary Range (Temporary Excursion)
112%
MAXIMUM CONTINUOUS
100%
0%
Figure 1-40 Torque (AEO Airspeed Greater than 90 KIAS) Page 1-68
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
TQ MAXIMUM TRANSIENT 171% 30 SEC 164% 2 MIN 155%
MAXIMUM CONTINUOUS OEI 135%
0%
Figure 1-41 Torque (OEI) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-69
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
BAR NO OPERATION ABOVE GI 8.4 BAR CAUTIONARY RANGE ENGINE START (5 MIN) MAXIMUM 6.9 BAR NORMAL OPERATION MINIMUM 2.2 BAR CAUTIONARY FOR GI MINIMUM FOR GI (1 MIN).1.4 BAR 0 BAR
Figure 1-42 Engine Oil Pressure Page 1-70
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
°C MAXIMUM TRANSIENT (15 MIN) MAXIMUM
150°C 132°C
NORMAL OPERATION
38°C See Note MINIMUM FOR ENGINE STARTING
-40°C -50°C
Note Take-Off in this zone is permitted providing Oil Pressure is in the normal operating range. Figure 1-43 Engine Oil Temperature EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-71
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04131-A-001-01
BAR 10 BAR
MAXIMUM
6.0 BAR
NORMAL OPERATION
MINIMUM
3.1 BAR
IDLE RANGE
2.2 BAR 0 BAR
Figure 1-44 Main Gearbox Pressure Page 1-72
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04131-A-001-01
°C 150°C MAXIMUM
115°C
NORMAL OPERATION
MINIMUM GROUND OPERATION MINIMUM FOR ENGINE STARTING
1°C
-40°C -54°C
Figure 1-45 Main Gearbox Temperature EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-73
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
°C 150°C MAXIMUM
120°C
NORMAL OPERATION
MINIMUM
1°C
GROUND OPERATION MINIMUM FOR ENGINE STARTING
-40°C -54°C
Figure 1-46 Intermediate Gearbox Temperature Page 1-74
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
°C 150°C MAXIMUM
115°C
NORMAL OPERATION
MINIMUM
1°C
GROUND OPERATION MINIMUM FOR ENGINE STARTING
-40°C -54°C
Figure 1-47 Tail Gearbox Temperature EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-75
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
BAR 2.5 BAR MAXIMUM
1.8 BAR
NORMAL OPERATION
MINIMUM CAUTIONARY RANGE
0.3 BAR 0 BAR
Figure 1-48 Engine Fuel Pressure Page 1-76
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
BAR 2.5 BAR MAXIMUM
1.8 BAR
NORMAL OPERATION
MINIMUM CAUTIONARY RANGE
0.7 BAR 0 BAR
Figure 1-49 APU Fuel Pressure (Only displayed when APU selected ON) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-77
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
BAR
CAUTIONARY RANGE
310 BAR 250 BAR 225 BAR
NORMAL OPERATION
180 BAR CAUTIONARY RANGE
162 BAR 0 BAR
Figure 1-50 Hydraulic System Pressure Page 1-78
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
°C 150°C CAUTIONARY RANGE MAXIMUM
134°C 119°C
NORMAL OPERATION
MINIMUM CAUTIONARY RANGE Operation not allowed below -40°C
-20 °C -40 °C -50 °C
Figure 1-51 Hydraulic System Temperature EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-79
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
% 200 % 150 % TRANSIENT 100 %
Equivalent to 300A (DC)
NORMAL OPERATION
0%
Figure 1-52 DC TRU Load Page 1-80
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
% 200 % 150 % TRANSIENT 100 %
Equivalent to 72.5 A (AC)
NORMAL OPERATION
0%
Figure 1-53 AC Generator Load EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-81
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
ICN-89-A-151000-G-00001-04113-A-001-01
% 200 % 155 % TRANSIENT 100 %
Equivalent to 300A (DC)
NORMAL OPERATION
0%
Figure 1-54 APU AC Generator TRU Load (Only displayed when APU Ready) Page 1-82 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
ICN-89-A-151000-G-00001-04113-A-001-01
% 200 % 155 % TRANSIENT 100 %
Equivalent to 72.5 A (AC)
NORMAL OPERATION
0%
Figure 1-55 APU AC Generator Load (Only displayed when APU Ready) EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-83
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
PLACARDS MAGNETIC COMPASS
C
A
B A
VNE POWER ON AIRSPEED LIMITATION KIAS Hp ft -1000 3000 6000 10000 to SL
15000
20000
OAT °C
50
166
-
-
-
-
-
20
169
165
154
140
122
-
10
169
168
157
143
125
-
0
169
169
161
146
128
-
-10
169
169
164
150
131
-
-25 AND BELOW
169
169
169
155
137
118
VNE PWR OFF = 120 KIAS TO 9000 FT THEN FOLLOW VNE OEI VNE OEI = VNE PWR ON LESS 30 KIAS
V LE /V LO =150 KIAS
Note: The maximum altitude approved is 10000 ft Hp, values above this on the Vne placard must be disregarded. ICN-89-A-151000-G-00001-04116-A-001-01 Page 1-84 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
B APPROVED TYPES OF OPERATION DAY/NIGHT DAY/NIGHT
VFR IFR
ICING PROHIBITED
C
STANDBY COMPASS CORRECTION CARD
WHEN ALTERNATE STATIC PORT IS SELECTED TO ALTN POSITION: - INSTRUMENT ACCURACY IS MAINTAINED BY CLOSING WINDOWS, VENTS AND TURNING HEATER/ECS OFF - DECREASE ALTIMETER READING BY 250ft OVERHEAD PANEL
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-85
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
CAUTION WHEN OPENING OR CLOSING CABIN DOOR IN FLIGHT HOLD DOOR HANDLE UNTIL DOOR IS AT FULL TRAVEL AND LOCKED Placed near cabin door handle
ALL CARGO MUST BE SECURED WITH RESTRAINT NET OR OTHER APPROVED MEANS
MAXIMUM LOAD 300KG (660LB) MAX UNIT LOAD 550KG/M2 (110LB/SQ.FT)
MAXIMUM CARGO HEIGHT 600mm (2 ft) Baggage compartment
Page 1-86
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 1 Limitations
When the Cargo Net P/N 8G2550V00131 is installed the baggage compartment placards are replaced with the following:
MAXIMUM LOAD 360KG (793LB) MAX UNIT LOAD 550KG/M2 (110LB/SQ.FT)
MAXIMUM CARGO HEIGHT 700mm (2 ft ins)
ENSURE NET IS TENSIONED CORRECTLY AFTER BAGGAGE LOADING
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 1-87 Rev. 4
Section 1 Limitations
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 1-88 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM
Document N° 189G0290X0002
Section 2
Table of contents
SECTION 2 PROCEDURES TABLE OF CONTENTS Page
PROCEDURES GENERAL ...............................................................................................................................2-1
SECTION 2A NORMAL PROCEDURES FLIGHT PLANNING ............................................................................................................. 2A-1 CATEGORY B WEIGHT DETERMINATION ................................................................. 2A-1 GROSS WEIGHT AND CENTER OF GRAVITY ........................................................... 2A-4 COLD WEATHER OPERATION .......................................................................................... 2A-4 EXTERNAL PRE-FLIGHT CHECKS.................................................................................... 2A-4 GENERAL...................................................................................................................... 2A-4 CHECKS ........................................................................................................................ 2A-6 COCKPIT/SAFETY CHECKS ............................................................................................ 2A-10 ENGINE STARTING........................................................................................................... 2A-11 ABORTED ENGINE START PROCEDURES.............................................................. 2A-11 DRY MOTORING PROCEDURE................................................................................. 2A-12 ENGINE PRE-START CHECKS (APU) ....................................................................... 2A-13 ENGINE STARTING ................................................................................................... 2A-19 AFTER ENGINE START CHECKS .................................................................................... 2A-22 TAXIING.............................................................................................................................. 2A-27 PRE TAKE-OFF CHECKS ................................................................................................. 2A-28 CATEGORY B TAKE-OFF (HOVER IGE) ................................................................... 2A-29 CATEGORY B TAKE-OFF (ROLLING TAKE-OFF) .................................................... 2A-31 IN-FLIGHT PROCEDURES................................................................................................ 2A-32 AFTER TAKE-OFF ...................................................................................................... 2A-32
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Section 2 Table of contents
AW189 - RFM Document N° 189G0290X002
Page CRUISE CHECKS........................................................................................................ 2A-33 PRE-LANDING CHECKS............................................................................................. 2A-34 APPROACH AND LANDING .............................................................................................2A-36 CATEGORY B LANDING............................................................................................. 2A-36 POST LANDING AND SHUTDOWN PROCEDURES........................................................2A-37 POST LANDING CHECKS .......................................................................................... 2A-37 PRE-SHUTDOWN CHECKS ....................................................................................... 2A-37 ENGINES AND ROTOR SHUTDOWN ........................................................................ 2A-38 POST SHUTDOWN CHECKS ..................................................................................... 2A-40 FLIGHT HANDLING ...........................................................................................................2A-41 AUTOROTATIVE DESCENT ....................................................................................... 2A-41 FLIGHT CONTROLS ..........................................................................................................2A-42 CYCLIC TRIMMING..................................................................................................... 2A-42 COLLECTIVE TRIMMING............................................................................................ 2A-42 YAW TRIMMING.......................................................................................................... 2A-42 AFCS GENERAL INFORMATION ............................................................................... 2A-43 BASIC AFCS ATTITUDE CONTROL........................................................................... 2A-45 BASIC AFCS CONTROL FUNCTIONS ....................................................................... 2A-45 PRIMARY UPPER MODES ......................................................................................... 2A-45 FLIGHT DIRECTOR MODES ...................................................................................... 2A-46 COLLECTIVE SAFETY FUNCTION ............................................................................ 2A-46 FMS (FLIGHT MANAGEMENT SYSTEM) OPERATION...................................................2A-47 GENERAL .................................................................................................................... 2A-47 INTRODUCTION.......................................................................................................... 2A-48 BASIC OPERATIONS.................................................................................................. 2A-48 PRE-DEPARTURE OPERATIONS.............................................................................. 2A-50 IN-FLIGHT OPERATIONS ........................................................................................... 2A-51 AUTOPILOT COUPLED RNAV OPERATION WITH FMS .......................................... 2A-53 ENGAGING THE NAV MODE TO THE FMS STEERING ........................................... 2A-53 FMS NAVIGATION ANNUNCIATORS......................................................................... 2A-53 FMS INCONSISTENCIES...................................................................................................2A-54 AFCS/DISPLAY INCONSISTENCIES................................................................................2A-54 STANDBY INSTRUMENT OPERATION............................................................................2A-55 ADVISORY CAPTIONS DEFINITIONS ..............................................................................2A-56 ECDU SCRATCHPAD MESSAGE DEFINITIONS .............................................................2A-58 MCDU ALERT MESSAGE DEFINITIONS..........................................................................2A-59
Page 2-ii Rev. 3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 2 Table of contents
SECTION 2B SUPPLEMENTARY PROCEDURES TABLE OF CONTENTS Page GENERAL ............................................................................................................................ 2B-1 ENGINE PRE-START CHECKS (AC EXT POWER) ........................................................... 2B-1 ENGINE STARTING ...................................................................................................... 2B-7 ENGINE PRE-START CHECKS (DC EXT POWER + APU) ............................................. 2B-10 ENGINE STARTING .................................................................................................... 2B-16 SHUTDOWN PROCEDURES (AC EXT POWER) ............................................................. 2B-19 PRE-SHUTDOWN CHECKS ....................................................................................... 2B-19 ENGINES AND ROTOR SHUTDOWN ........................................................................ 2B-20 ENGINES AND ROTOR SHUTDOWN (APU + DC EXT POWER) .................................... 2B-22 SLOPING GROUND OPERATION..................................................................................... 2B-24 TAKE-OFF PROCEDURE ........................................................................................... 2B-24 LANDING PROCEDURE ............................................................................................. 2B-24 FLIGHT IN SEVERE TURBULENCE ................................................................................. 2B-25
LIST OF FIGURES Figure Figure 2A-1 Figure 2A-2
Page Pre-flight Check Sequence........................................................................... 2A-5 Meggitt Standby Instrument........................................................................ 2A-55
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Section 2 Table of contents
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
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AW189 - RFM Document N° 189G0290X002
Section 2 Procedures
SECTION 2 PROCEDURES Section 2 Procedures is split into two sections as follows: Section 2A: Normal Procedures Section 2A details the procedures for conducting a flight with all systems operating. The procedures are listed sequentially by phase of flight, starting with exterior inspection and extending through to post flight actions. Section 2B: Supplementary Procedures Section 2B contains the additional normal procedures which are alternative operations for specific operating condition and can be carried out when the situation dictates for convenience or requirement.
GENERAL The normal and supplementarty procedures detailed are the result of extensive flight tests and experience with the AW189 aircraft. They are fundamental to ensure that the level of safety required by the design and certification process is achieved. Note Throughout this Section, checks marked with a large are required once every 24 hour period. All other checks are to be carried out before each flight. Normal and standard conditions are assumed in these procedures. Pertinent data in other sections is referenced where applicable. Capital letters are used in the procedures to indicate the labeling of switches, selections to be made or caution/warning messages. The minimum and maximum limits, and the normal and cautionary operating ranges are indicated on the PFD and MFD displays, Refer to Section 1 for details on operating limitations.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2-1
Section 2 Procedures
AW189 - RFM Document N° 189G0290X002
Each time an operating limitation is exceeded, an appropriate entry must be made in the log book (helicopter, engine, etc). The entry shall state which limit was exceeded, duration, the extreme value attained, and any additional information essential in determining the maintenance action required.
Page 2-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
SECTION 2A NORMAL PROCEDURES FLIGHT PLANNING CATEGORY B WEIGHT DETERMINATION Graphs are presented in Section 1 to determine maximum weight allowable for CAT B Take-Off and Landing. The maximum weight for CAT B Take-Off is dependant on the procedure required (HIGE or Rolling Take-Off) and whether there is zero crosswind (or ±10° nose wind) or a crosswind component. The maximum weight for CAT B Landing is dependant on whether there is zero crosswind (or ±10° nose wind) or a cross wind component. The WAT CAT B HIGE Take-Off/Landing graphs (Figure 1-7 to Figure 1-10) are used to determine the maximum gross weight for a HIGE Take-Off and Landing with zero crosswind (or ±10° nose wind) conditions. The WAT CAT B Rolling Take-Off (Figure 1-11 to Figure 1-14) are used to determine the maximum gross weight for a Rolling Take-Off with zero crosswind (or ±10° nose wind) conditions. If, however, Take-Off (HIGE or Rolling) and Landing is to be carried out with crosswind conditions then the WAT for HIGE Controllability (Figure 1-15 to Figure 1-22) must also be consulted and the minimum gross weight found from the graphs must be used. Example 1: Determine the maximum CAT B Take-Off HIGE procedure weight for the following ambient conditions: — Pressure Altitude = 4000 ft — OAT = +15° C — Crosswind = 0 kts — Anti Ice OFF — Heater OFF.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-1
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
Solution: Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater OFF/ON Figure 1-7, on the Pressure Altitude axis from 4000 ft move right to intersect +15 °C line (the lines for temperatures below 28 °C converge at this altitude). Drop down vertically from this point to the GW axis for a weight of 8300 kg. Example 2: Determine the maximum CAT B Take-Off HIGE procedure weight for the following ambient conditions: — Pressure Altitude = 5500 ft — OAT = +25 °C — Crosswind = 25 kts — Anti Ice OFF — Heater OFF. Solution: Using the WAT CAT B HIGE Take-Off/Landing Chart Anti Ice OFF, Heater OFF/ON Figure 1-7, on the Pressure Altitude axis from 5500 ft move right to intersect +25 °C line. This point requires interpolating between the 20 °C (green line that is terminated on the dotted Hd 8000 ft limit) and the 30 °C line (that is terminated on the 8000 ft Hd limit). Drop down vertically from this point to the GW axis for a weight of 8000 kg. For this example there is a cross wind of 25 kts which is within the Wind/ Ground/Airspeed Azimuth Envelope for HIGE Controllability Figure 1-23, then the WAT for TOP HIGE controllability Anti Ice OFF, Heater OFF chart Figure 1-15 must also consulted to determine the minimum gross weight between the two WAT charts. On Figure 1-15 from the Pressure Altitude axis at 5500 ft move right to intersect +25 °C line (interpolated between the 20 °C and 30 °C lines). Drop down vertically from this point to the GW axis for a weight of 7650 kg. Therefore the maximum gross weight allowable for the ambient condition and cross wind is 7650 kg.
Page 2A-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
Example 3: Determine CAT B Rolling Take-Off weight for the following ambient conditions: — Pressure Altitude = 5000 ft — OAT = +20 °C — Crosswind = 0 kts — Anti Ice OFF — Heater OFF Solution: Using the CAT B W.A.T. Rolling Take-Off Chart Anti Ice OFF, Heater OFF/ ON Figure 1-11, on the Pressure Altitude axis from 4000 ft move right to intersect +20 °C line. Drop down vertically to the GW axis for a weight of 8170 kg.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
GROSS WEIGHT AND CENTER OF GRAVITY Determine both the take-off and estimated landing Gross Weight, Center of Gravity and verify that they are within approved envelope limits. The Weight and Balance, Section 6, and appropriate performance charts, Section 4, must be used to obtain the weight and balance data as follows: —
Consult Section 6 Weight and Balance
—
Obtain weight of fuel, oil, payload etc
—
Compute Take-Off and anticipated gross landing weight (Section 4)
—
Check helicopter centre of gravity (CG) position
— Confirm that the weight and CG limitations in Section 1 are not exceeded.
COLD WEATHER OPERATION If the helicopter is to remain parked outside with an OAT at or below -20 °C both Main and Auxiliary (if fitted) batteries should be removed and stored in a heated room. Confirm batteries have been installed before flight.
EXTERNAL PRE-FLIGHT CHECKS GENERAL The inspection commences at the nose and continues clockwise around the helicopter. During the inspection, check that there are no leaks from overboard drains, that all vents, air intakes, air outlets and fire access points are clear of obstructions, and all access panels and antennas are secure. Pilot’s Pre Flight Check The following procedure outlines the pilot walk around and interior checks (Figure 2A-1).
Page 2A-4 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
4 3
2
5
6
1
AREA N°1 : Helicopter nose AREA N°2 : Fuselage - RH side AREA N°3 : Tail boom - RH side AREA N°4 : Fin, intermediate/tail gearbox, tail rotor AREA N°5 : Tail boom LH side AREA N°6 : Fuselage - LH side AREA N°7 : Cabin and Cockpit interior
ICN-89-A-152000-A-A0126-04131-A-001-01
Figure 2A-1 Pre-flight Check Sequence EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-5
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
CHECKS 1. Main and tail rotor tie downs (if present)
— Removed
AREA N°1 (Helicopter Nose) 2.
Nose exterior
— Condition
3.
Pitot-Static Probe (Left side)
— Cover removed, condition and unobstructed
4.
Left side brake lines in brake pedal— Condition/leaks area (looking through bottom transparent panel)
5.
Nose landing gear
— Condition, shock strut extension, leaks, tyre pressure
6.
Ventilation air intakes (Underside of nose)
— Un-obstructed
7.
Nose compartment access door
— Latched and Secure
8.
Pitot-Static Probe (Right side)
— Cover removed, condition and unobstructed
9.
Right side brake lines in brake— Condition/leaks pedal area (looking through bottom transparent panel)
AREA N°2 (Fuselage - Right Hand Side) 10. Windshield and roof transparent— Condition, cleanliness panel 11. Windscreen wiper
— Condition
12. Fuselage exterior
— Condition
13. Pilot cockpit door
— Condition, secure
14. Passenger cabin door
— Condition, cleanliness
15. Right side emergency exits
— Verify secure
16. Main landing gear
— Condition, shock strut extension, leaks, tyre condition and pressure
17. Drains and vent lines
— Free of obstructions, confirm no leaks
Page 2A-6
Issue 1
cleanliness,
FOR TRAINING ONLY
window
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
18. Fuel tank sump area (Right side) — Confirm no leaks 19. Baggage compartment, tie down/net
— Condition, cargo (if on board) correctly secure
20. Baggage door
— Latches fully engaged (no orange paint visible around handle) and door secure
21. Maintenance steps
— Condition, closed
22. Engine air intake
— Cover removed, clear of damage and obstructions
23. APU fire bottle discharge indicator
— Green
24. Engine oil level
— Check
25. Engine area
— Check for fuel and/or oil leaks
26. Cowling and fairings
— Condition and latched
27. Vents and ports
— Clear and unobstructed
28. Main rotor components and blades
— General condition
29. Deleted 30. Engine cowling
— Secure
31. Gravity fuel filler cap
— Secure
32. Pressure refuel point (if fitted)
— Secure, control panel (in AC PWR socket bay) selected OFF
33. Engine exhaust
— Cover removed, condition
34. Engine fire bottle discharge indicator
— Green
35. APU exhaust
— Cover removed, condition
AREA N°3 (Tail Boom - Right Hand Side) 36. Tail boom exterior
— Condition
37. Antennas
— Condition
38. Stabilizer
— Condition and secure
39. Navigation light
— Condition
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-7 Rev. 2
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
AREA N°4 (Fin, Intermediate and Tail Gearbox, Tail Rotor) 40. Tail fin
— Condition
41. Intermediate and tail rotor gearbox— Check for leaks 42. Vents and ports
— Clear and un-obstructed
43. Tail navigation and anticollision— Condition lights 44. Tail rotor hub and blades
— Condition, cleanliness
45. Tail rotor pitch change mechanism
— Condition
AREA N°5 (Tail Boom Left Hand Side) 46. Stabilizer
— Condition and secure
47. Navigation light
— Condition
48. Tail boom exterior
— Condition
49. Tail rotor drive shaft cover
— Secure
50. Antennas
— Condition
AREA N°6 (Fuselage Left Hand Side) 51. Fuselage exterior
— Condition
52. Engine fire bottle discharge indicator
— Green
53. Engine exhaust
— Cover removed, condition
54. Baggage compartment, tie down/net
— Condition, cargo (if on board) correctly secure
55. Baggage door
— Latches fully engaged (no orange paint visible around handle) and door secure
56. Engine area
— Check for fuel and/or oil leaks
57. Engine oil level
— Check
58. Engine air intake
— Cover removed, clear of damage and obstructions
59. Engine cowling
— Secure
60. Vents and ports
— Clear and unobstructed
61. Main rotor components and blades — General condition Page 2A-8 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
62. Gravity fuel filler cap
— Secure
63. Maintenance steps
— Condition, closed
64. Left side emergency exits
— Confirm secure
65. Drains and vent lines
— Free of obstructions, confirm no leaks
66. Fuel tank sump area (Left side)
— Confirm no leaks
67. Main landing gear
— Condition, shock strut extension, leaks, tyre condition and pressure
68. Passenger cabin door
— Secure
69. Cowling and fairings
— Condition and latched
70. Co-pilot cockpit door
— Condition, secure
cleanliness,
window
71. Windshield and roof transparent— Condition and cleanliness panel 72. Windscreen wiper
— Condition
AREA N°7 (Cabin and Cockpit Interior) 73. Passenger Emergency exits
— Verify secure
74. Cabin interior
— Equipment and cargo secure
75. First Aid Kit
— On board
76. Emergency equipment (if any)
— Check
77. Cabin fire extinguisher
— Secure, charge
78. Passenger seat belts & inertia reels
— Condition
79. Passenger doors
— Secure
80. Pilot and Copilot safety belt and— Condition inertia reel 81. Pilot and Copilot seats
— Secure
82. Pilot and Copilot flight controls
— Condition and secure
83. Lower and lateral transparent panels
— Integrity, cleanliness and no signs of brake fluid
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-9
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
84. Pilot and Copilot doors
— Secure
85. Instruments, panels and circuit— Condition, legibility and IN breakers
COCKPIT/SAFETY CHECKS 1.
Cockpit fire extinguisher
— Secure, charged
2.
Pedals and seats
— Adjust
3.
Seat belts
— Fasten and adjust
4.
Circuit breakers
— IN
5.
Rotor Brake
— OFF, or BRAKE for windy conditions
6.
Static source
— Normal and GUARDED
7.
ELT switch on instrument panel (if applicable)
— Confirm ARM
8.
EPGDS panel switches
— OFF
9.
ENG 1 & ENG 2 MODE switches — OFF
10. RCP panel switches
— NORM
11. APU PNL SEL MODE switch
— OFF
12. ECS PNL
— HEATER OFF
13. ICS panel
— Mode switch, confirm NORM
14. LDG GEAR lever
— Confirm DOWN
15. PARK BRAKE lever
— As required
Page 2A-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
ENGINE STARTING ABORTED ENGINE START PROCEDURES
CAUTION Failure to follow the Abort Procedure may cause damage to the engine. Engine starting malfunctions are most likely to occur during the engine acceleration cycle to IDLE speed. The list below details the cockpit indications associated with malfunctions and the recommended Abort Procedure. It is important that flight crews be thoroughly familiar with these procedures. Monitor engine start and if any of the following occur: — light up is not within 18 seconds of NG initial indications — abnormal noise heard — ITT increases beyond engine limits (HOT START caution illuminated) or start terminated by engine control at 963°C. — engine hangs (stagnation in NG below idle value) — no indication of oil pressure within 30 seconds of ENG MODE to IDLE/ FLT. — the main rotor has not begun to rotate when the gas generator (NG) reaches 40% — if engine starter fails to disengage by 52% ±2%NG. shut down engine by: 1.
ENG MODE switch
— OFF
2.
Fuel XFEED switch
— CLSD
3.
FUEL PUMP (ECDU FUEL page)
— OFF
Note Fuel PUMP 1 will not switch OFF if APU running. 4.
FUEL ENG SOV (ECDU FUEL page)
EASA Approved
— CLSD
FOR TRAINING ONLY
Issue 1
Page 2A-11 Rev. 2
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
DRY MOTORING PROCEDURE Following an aborted start shutdown, perform the following procedure allowing a 30 seconds fuel drain period before restarting. The procedure is used to clear internally trapped fuel and vapor: Note Observe the starter generator duty cycle limitations during restart attempts. Refer Section 1. 1.
ENG MODE switch
— OFF
2.
Fuel XFEED switch
— CLSD
3.
FUEL PUMP (ECDU FUEL page)
— OFF
Note Fuel PUMP 1 will not switch OFF if APU running. 4.
FUEL ENG SOV (ECDU FUEL page)
— CLSD (confirm fuel valve closed on engine synoptic page)
5.
ENG MODE switch
— Select ENG MODE rotary switch of appropriate ENG to CRANK and hold (for not more than 45 seconds. Starter Duty Cycle must be respected)
6.
Gas generator (NG)
— Note increasing
7.
ENG MODE switch
— Release to OFF as necessary
Page 2A-12 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
ENGINE PRE-START CHECKS (APU) Note For other starting procedures see Supplementary Procedures in Section 2B. 1.
BATT MASTER
— ON Note
Standby ADI will power-up (if standby ADI auxiliary battery fitted) 2.
APU
— On APU PNL • Confirm green STATUS READY light illuminated • Select SEL MODE rotary selector ON. Wait at least 2 seconds then confirm FAIL message does not illuminate • Select rotary selector momentarily to START and release to ON. Confirm green START light illuminates followed by ON light when APU running (plus APU ON advisory when CAS available) (Time required for APU GEN online is approximately 40-45 seconds)
3.
MAIN BATT
— ON
4.
BATT AUX (if available)
— ON
5.
LTG (MISC panel)
— DAY/NIGHT/NVG as required
6.
ECDU
— Confirm PBIT IN PROGRESS page displayed Satisfactory completion of PBIT is indicated by LIGHTS page. If LOCKED CB LIST page is displayed confirm C/B configuration is as required press STAT to continue. (If DF RESULTS page is displayed, maintenance action required before flight)
7.
ECDU LIGHTS page
— POS LT and A/COLL ON
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-13 Rev. 3
Section 2A Normal Procedures
8.
ECDU 5R (CAB LTS)
AW189 - RFM Document N° 189G0290X002
— CABIN SIGN ON, (if required) CAB DIM select BRT (for night flight) then LIGHTS page Note
Any time the CABIN SIGN is selected ON the cabin occupants must also be informed using the internal PA system. 9.
Clock
— Set
10. ENG FIRE PANEL
— Confirm guards closed and FIRE EXTING switch centred Note
Confirm AMMC 1 and 2 are functioning and all parameters are displayed before carrying out the following on the RCP panel. 11. RCP panel switches — Confirm all switches selected to NORM 12. AFCS panel
— AP pushbuttons confirm AP1 and AP2 not engaged
13. Display DIM panel
— As required
14. MISC PNL
— LD SHARE as required — Confirm ENG A/ICE - INTAKE 1 & 2 switches OFF — EMERG LTS select ON (check cabin illumination), then ARM. (confirm cabin light OFF)
15. AIR COND/HEATER/ VENT FANS
— As required
16. Cyclic stick
— Centred (PFD cyclic position indicator in the GREEN), check switches
17. Collective lever
— Full down, friction as required, check switches
18. LDG GEAR panel
— Check 3 green lights and EMER DOWN switch secure and guarded
Page 2A-14 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
19. PARK BRAKE
— Pull and turn handle, confirm PARK BRAKE ON advisory illuminates on CAS
20. ECDU press 6R (TEST)
— Select FIRE and confirm the following sequence: Note Do not press CAS reset or MWL/MCL reset buttons during test. • Audio tone and voice warning “ENGINE 1 FIRE” • ENG 1 FIRE on FIRE EXTING panel • FIRE 1 on ENG CONTROL panel • MWL illuminates ‘1 ENG FIRE’, CAS warning • Audio tone and voice warning “ENGINE 2 FIRE” • ENG 2 FIRE on FIRE EXTING panel • FIRE on 2 ENG CONTROL panel • MWL illuminates • ‘2 ENG FIRE’ CAS warning • Audio tone and voice warning “APU FIRE” • FIRE on APU CONTROL panel • MWL illuminate ‘APU FIRE’ CAS warning • Audio tone and voice warning “WARNING WARNING” • MWL illuminate • ‘BAG FIRE’ CAS warning
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-15
Section 2A Normal Procedures
21. LAMP TEST
AW189 - RFM Document N° 189G0290X002
— Select LAMP and confirm the following illuminate: • ENG 1 & 2 FIRE/ARM on FIRE EXTING panel • FIRE lights on ENG CONTROL panel • NOSE/LH/RH amber and green lamps, NOSE WHEEL UNLK/ LOCK, EMERG amber lamps on LDG GEAR panel • All green indications on the AFCS panel steady then blinking • Amber FAIL light on ECDU CONTROL panel • APU panel all lights red,amber and green
ON,
Note AIR COND, if fitted, should be selected OFF during ENG INTK TEST. 22. ENG INTK TEST
— If flight in OAT conditions less than 5°C is are envisaged carry out the following: • Confirm 1 & 2 INTAKE FAIL cautions not illuminated • On MISC PNL select 1 & 2 ENG A/ICE-INTAKE switches to FULL. Confirm 1-2 ENG A/ICE FULL advisories illuminate. 1-2 ENG A/ICE ON advisory may illuminate momentarily. • Press ENG INTK TEST and confirm 1-2 ENG A/ICE FULL advisory extinguishes, 1-2 INTAKE FAIL caution illuminates (approx 20 seconds), 1-2 ENG A/ICE ON advisory illuminates, 1-2 ENG A/ICE FULL advisory may illuminate momentarily. • After test completed confirm 1-2 ENG A/ICE FULL advisory illuminates and no INTAKE cautions remain.
Page 2A-16 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
• After test completed confirm 1-2 ENG A/ICE FULL advisory illuminates and no INTAKE cautions remain. • On MISC PNL select 1 & 2 A/ICE-INTAKE switches to OFF and confirm 1-2 ENG A/ICE FULL advisory extinguish. 23. Aural Warning short test
— Select AWG SHORT TEST, Confirm MWL and MCL Illuminate and the AURAL SYSTEM TEST message is heard
24. Aural Warning long test
— Select AWG LONG TEST and confirm MWL and MCL Illuminate and AURAL SYSTEM TEST message is heard then following aural warnings: • Audio tone and voice warning (”WARNING”) • ROTOR LOW • ENGINE 1 OUT • ENGINE 2 OUT • ENGINE 1 FIRE • ENGINE 2 FIRE • APU FIRE • ROTOR HIGH • ENGINE 1 IDLE • ENGINE 2 IDLE • WARNING • AUTOPILOT • AIRSPEED • LOW SPEED • LANDING GEAR • 150 FEET • ALTITUDE • DECISION HEIGHT • AURAL SYSTEM TEST
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-17 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
25. TRANSMISSION OIL TEST
— Select XMSN OIL LVL and confirm CAS caution: • MGB OIL LOW and MCL illuminates • IGB OIL LOW and MCL illuminates • TGB OIL LOW and MCL illuminates
26. ECDU press 6R (HYD)
—
Select ELEC PUMP to ON. Carry out cyclic, collective and yaw pedals full and free check. Utilizing the cyclic position indicator, on PFD, centralize cyclic control to obtain the central circle green. Centralize yaw pedals and move collective to MPOG. ELEC HYD PUMP select OFF
— Confirm HYDRAULIC SOV selected to NORM
CAUTION Full and free check should be carried out with slow displacement of the controls and one control at a time in order not to overload the electric pump. Note When the electric hydraulic pump is running the hydraulic pressure N°1 will correctly indicate in the red zone as the pump can only supply 100 ±10 bar hydraulic pressure. Note Cyclic position indicator is only presented on the PFD when the aircraft is on the ground and the collective is near its down position (MPOG). Note Electric hydraulic pump disengages automatically after 2 minutes.
Page 2A-18 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
27. ECDU
— Press 6R (FUEL)
28. Rotor Brake
— OFF, confirm no advisory ROTOR BRAKE ON displayed
ENGINE STARTING 1.
MFD
— Confirm PWR PLANT page Note
If ITT is above 150 °C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150 °C. 2.
FUEL PUMP 1 FUEL PUMP 2
— Confirm ON — ON
3.
FUEL ENG 1 & 2 SOV
— OPEN, 1 & 2 FUEL PUMP cautions not illuminated, check pressure
4.
FUEL XFEED
— AUTO, XFEED advisory not iluminated
5.
Engine temperature (ITT)
— Confirm less than 150 °C
6.
ENG 1 MODE switch
— IDLE.(when ITT below 150 °C and NG is 0%) Note
It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. 7.
Gas Producers (NG)
— Note increasing and START legend displayed
8.
Engine temperature (ITT)
— Note increasing and IGN legend displayed
9.
Engine oil pressure
— Confirm rising
10. Engine N°1 starter
— Disengaged by 52% ±2% NG
11. Main hydraulic system
— When the main rotor begins to rotate, confirm rise in main hydraulic pressure — Confirm cyclic control centralized on PFD cyclic indicator
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-19 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
12. N°1 engine power turbine speed (NF) and rotor speed (NR)
— Confirm stabilized to IDLE speed of 55%±1%
Note If the engines started directly to FLT the NF will stabilize at 102% with rotor speed (NR). 13. Engine and transmissions oil
— Check pressures and temperatures within limits Note
If ITT is above 150°C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150°C. 14. ENG 2 MODE switch
— IDLE. (when ITT below 150°C and NG is 0%) Note
It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. 15. Gas Producer (NG)
— Note increasing and START legend displayed
16. Engine temperature (ITT)
— Note increasing and IGN legend displayed
17. Engine oil pressure
— Confirm rising
18. Engine N°2 starter
— Disengaged by 52% ±2% NG
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of speeds (NF) and rotor speed (NR) 73%±1% 20. HEATER panel (if used)
— Select ENG and set as required
Note Flight control position digital indications are for maintenance use and should not be considered.
Page 2A-20 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
21. AFCS panel
Section 2A Normal Procedures
— Press TEST button and follow instruction on MFD AFCS synoptic page. Confirm test completes successfully with no AP messages apart from 1-2 AP OFF caution displayed on CAS system Note
For cold starting (down to -40 °C OAT) a prolonged warm up period at GI, of up to 16 minutes, may be required to increase the hydraulic system oil temperature to the minimum of -20 °C required for Take-Off. Note Disregard APU GEN FAIL caution that may momentarily illuminate when APU is selected OFF. 22. APU
— On APU PNL • SEL MODE rotary select to OFF. • Green STATUS CLDWN caution illuminates during shutdown (approx 70 secs), APU VALVE OPEN caution illuminates transiently
23. MFD
EASA Approved
— Confirm PWR PLANT page
FOR TRAINING ONLY
Issue 1
Page 2A-21 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
AFTER ENGINE START CHECKS 1.
Engine Anti Ice-Bleed Valve checks
— Confirm ENG A/ICE OFF on both engines Note
Ensure that for the following tests the ENG A/ICE switch is ONLY selected to A/ICE Note The following test may be carried out at MPOG, however if no temperature change of at least 30°C is noted when ENG A/ICE is selected ON or OFF then the test should be repeated by raising collective to increase NG to the minimum values as shown below for OAT conditions: Below 0°C 0°C to 10°C 10°C to 20°C 20°C to 30°C 30°C to 35°C above 35°C
-
86% NG 87% NG 89% NG 90% NG 92% NG 93% NG — Select ENG A/ICE switch to A/ICE on engine being tested and check ENG A/ICE ON advisory on CAS — Select FLT on engine to be tested — No EECU fault cautions illuminate on CAS —
§ Note ITT and select A/ICE OFF and confirm: • ITT decreases at least 30 °C • ENG A/ICE ON advisory extinguishes on CAS • No EECU fault cautions illuminate on CAS
Page 2A-22 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
— Select A/ICE ON for at least 10 seconds and confirm: • ITT increases to previous value (±10°C) • ENG A/ICE ON advisory on CAS • No EECU fault cautions illuminate on CAS — Select ENG A/ICE switch to OFF and confirm ENG A/ICE ON extinguishes on CAS — Select ENG A/ICE switch to A/ICE on second engine to be tested and check ENG A/ICE ON advisory on CAS — Select second engine to be tested to FLT and confirm no EECU fault cautions illuminate on CAS — Select first engine tested to IDLE and confirm no EECU fault cautions illuminate on CAS — Repeat test on second engine from point § 2.
ENG 1 & 2 MODE switches
— FLT. Confirm NR/NF stabilized at 102%
CAUTION Ensure both engines engage as the NFs reach FLIGHT condition. A failed engagement is indicated by NF possible higher than NR and near zero torque. If this occurs, shut down the non engaged engine first and when engine stopped shut down other engine. If a hard engagement occurs, shut down both engines for maintenance action. Note Ensure APU is OFF before carrying out the following fuel tests. 3.
MFD
EASA Approved
— Select ENG synoptic page
FOR TRAINING ONLY
Issue 1
Page 2A-23 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
4.
FUEL PUMP 1
— OFF. Note fall in fuel N°1 pressure, 1 FUEL PUMP caution displayed, automatic opening of XFEED valve, FUEL XFEED advisory displayed on CAS and consequent increase of fuel N°1 pressure
5.
Fuel XFEED
— Select CLSD, confirm crossfeed valve closes (on synoptic page) and FUEL XFEED advisory not displayed on CAS. Fuel N°1 pressure decreases
6.
FUEL PUMP 2
— OFF. Note fall in fuel N°2 pressure, 2 FUEL PUMP caution displayed — Wait 15 seconds and confirm engine 1 and 2 operation normal
7.
FUEL PUMP 1
— ON. 1 FUEL PUMP caution extinguishes with consequent increase of fuel N°1 pressure. Confirm FUEL XFEED remains closed (on synoptic page)
8.
Fuel XFEED
— Select OPEN, confirm valve indicates open (on synoptic page) with consequent increase of fuel N°2 pressure. Confirm FUEL XFEED advisory displayed on CAS
9.
FUEL PUMP 2
— ON. 2 FUEL PUMP caution extinguishes
10. Fuel XFEED switch
— Select AUTO, confirm valve closes and FUEL XFEED advisory extinguishes
11. MFD
— Select ELECTRIC synoptic page — Confirm on ELECTRIC synoptic page MAIN and AUX (if fitted) batteries not discharging
Page 2A-24 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
12. ECDU press 6R (ELEC)
— Confirm : • • • •
13. ECDU Press 6R (HYD)
Section 2A Normal Procedures
GEN1 & 2 TRU 1 & 2 NON ESS 1 & 2 BTC 1 & 2
ON ON AUTO CLSD
— Confirm • SOV • ELEC PUMP
14. MFD
NORM OFF
— Select HYDRAULIC synoptic page, confirm pressure and temperature within limits — Make small cyclic, collective and pedal movements and confirm no pressure drop — Centralize cyclic control on PFD cyclic indicator
15. ECDU
— Press 6L (MENU)
16. MFD
— Select PWR PLANT page
17. PFD/MFD
— Check all engine parameters within limits, NR/NF 102%, and select both displays as required
18. Altimeters: Pilot, Standby and Copilot
— Set and cross-check
19. RAD ALT
— Confirm on both zero altitude (±5 ft)
20. RA TEST button on remote instru- — Press and, on PFD, confirm ment controller RA1-RA2 50 ft, ‘TEST’ message displayed, release and confirm zero altitude (±5 ft) 21. DH selector on remote instrument controller
— Set as required
22. SVS/FD SEL/EVS
— As required
23. MCDU
— Set COMM and NAV as required — Select COMPASS to MAG/TRU as required
24. ICS panels EASA Approved
— Set as required
FOR TRAINING ONLY
Issue 1
Page 2A-25 Rev. 3
Section 2A Normal Procedures
25. ECDU press PITOT
AW189 - RFM Document N° 189G0290X002
— Confirm AUTO or select ON if required — Press 6L (MENU)
26. ECDU press MISC
— AWG as required — CAMERA as required — Press 6L (MENU)
27. ECDU press LT
— CAB LTS select DIM as required (for night flight) — Press 6L (LIGHTS) — Press 6L (MENU)
28. APU
— On APU PNL confirm green STATUS READY illuminated and no advisory APU ON on CAS
29. MISC PNL
— LD SHARE switch as required — ENG and INTAKE ANTI ICE as required. If OAT less than 5 °C and visible moisture select ENG 1 & 2 A/ICE - INTAKE switches to FULL and confirm green ‘1-2 ENG A/ICE FULL’ advisories illuminated
Page 2A-26 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
TAXIING 1.
AFCS
— Engaged, AP1 & 2 green lights illuminated ATT + ATT green messages illuminated on PFD
2.
LH LDG LT & RH LDG LT
— ON
3.
PARK BRAKE handle
— OFF. Confirm no caution or advisory PARK BRK ON messages displayed
4.
NOSE WHEEL lock
— Press to UNLK
5.
Pedal brakes
— Check operation
CAUTION Do not use aft cyclic to slow the aircraft. The use of large cyclic displacements in conjunction with low collective can cause main rotor hub and cowling damage. Note To obtain best braking action the collective should be set to MPOG before applying pedal brakes. Note The nose wheel steering will self centre and lock as soon as the helicopter lifts off. Note Turning, whilst taxiing, should be carried out with collective at minimum pitch and cyclic central or as required to compensate for crosswind.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-27 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
PRE TAKE-OFF CHECKS 1.
ENG MODE switches
— Confirm both to FLT
2.
AEO LIM SEL pushbutton
— Push, if required, to enable TQ limiter function (AEO TOP LIM green advisory message) Note
The AEO LIM SEL pushbutton is used to limit the max AEO PI available to 116%/116%. OEI engine torque limit will remain at 164%TQ. 3.
PARK BRAKE handle
— Released/as required
4.
CAS
— Clear
5.
Pre Take-OFF checks
— Completed
Page 2A-28 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
CATEGORY B TAKE-OFF (HOVER IGE) 1. Power checks — Carry out in accordance with INFLIGHT POWER CHECKS procedure in Section 4 2.
Hover IGE
— Establish at 7 ft AGL. Respect the controllability WAT charts for the prevailing wind conditions
3.
NOSE WHEEL steering
— Confirm green LOCK light
4.
Engines
— Check TQ/ITT matching
5.
CAS
— Clear/as required
6.
PFD
— Check all parameters within normal operating limits and confirm no engine matching abnormalities
7.
Flight controls
— Check correct functioning
8.
PI
— Note PI value in hover
9.
Attitude
— Note pitch attitude value in hover
10. Collective/Cyclic Control
— Apply cyclic to attain a nose down attitude change of -3 deg and maintain, with collective fixed. When the aircraft reaches approximately 15 kts groundspeed apply collective to increase PI by +5% above the hover PI. Slowly (3 to 4 seconds) return pitch attitude to the hover value when airspeed is indicating (20-25 KIAS)
11. Acceleration and climb
— Accelerate forward and climb to achieve 50 ft (15 m) above Take-Off surface at 40 KIAS, continue up to 80 KIAS
12. Climb
— At 80 KIAS (Vy) adjust attitude to stabilize at Vy and climb smoothly
13. Power limits
— Observe PI limitations for Take-Off power rating
14. Landing gear
— UP (above 200 ft (61 m) AGL)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-29 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
Note For OAT of -30° C and below undercarriage retraction time may increase. 15. Power
Page 2A-30 Rev. 3
— Adjust, as required, for cruise flight or continued climb
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
CATEGORY B TAKE-OFF (ROLLING TAKE-OFF) 1. Power checks — Carry out in accordance with INFLIGHT POWER CHECKS procedure in Section 4 2.
Hover IGE
— Establish at 7 ft AGL. Avoid winds from rear sectors between 090° and 270°
3.
PI
— Note PI value in hover IGE
4.
Attitude
— Note pitch attitude value in hover
5.
NOSE WHEEL steering
— Confirm green LOCK light
6.
Engines
— Check TQ/ITT matching
7.
CAS
— Clear/as required
8.
PFD
— Check all parameters within normal operating limits and confirm no engine matching abnormalities
9.
Flight controls
— Check correct functioning
10. Touchdown
— Touchdown and prepare for ground acceleration
11. Ground acceleration
— Commence ground acceleration to 30 kts groundspeed
12. Lift Off
— At approximately 30 kts lift off with PI hover value to achieve 50 ft (15 m) above Take-Off surface at 40 KIAS (return pitch to hover attitude), continue up to 80 KIAS
13. Climb
— At 80 KIAS (Vy) adjust attitude to stabilize at Vy and climb smoothly
14. Power limits
— Observe PI limitations for Take-Off power rating
15. Landing gear
— UP (above 200 ft (61 m) AGL) Note
For OAT of -30° C and below undercarriage retraction time may increase. 16. Power
EASA Approved
— Adjust, as required, for cruise flight or continued climb
FOR TRAINING ONLY
Issue 1
Page 2A-31 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
IN-FLIGHT PROCEDURES AFTER TAKE-OFF 1. LDG GEAR lever
— Confirm UP
2.
LH LDG LT & RH LDG LT
— Confirm OFF and STOW or as required
3.
AEO LIM SEL pushbutton
— As required
4.
Engine and transmission param- — Normal, temperatures and pressures eters, temperatures and preswithin limits sures
5.
Altimeters
— Check QNH and cross-check
6.
LD-SHARE switch (MISC PNL)
— As required (TORQUE or TEMP), confirm parameters matched Note
The LD-SHARE switch allows the pilot to maintain engine TQ or ITT matched, as required. Note If the engines are ITT limited on the PI indicator, and there is a large ITT mismatch, the PI matching can be restored by selecting LD-SHARE switch to ITT. 7.
CAS
— Clear/as required Note
During flight below 500 ft (150 m) AGL or hydraulic oil temperature is below +20°C fly attentive. 8.
MFD
— As required
9.
After Take-Off checks
— Complete
Page 2A-32 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
CRUISE CHECKS 1. Engine and Transmission parameters, temperatures and pressures
Section 2A Normal Procedures
— Normal, temperatures and pressures within limits
Note Disregard the APU EECU FAIL message which may illuminate on the ENGINE synoptic page when not associated with an APU CAS message. The APU functions normally. 2.
Altimeters
— Check QNH and cross-check
3.
Compass
— Check all synchronized
4.
Radios/Navigation
— As required
5.
FUEL
— Check quantity, XFEED closed or as required
6.
PITOT HEATERS (ECDU PITOT page)
— Confirm AUTO selected
7.
AIR COND/HEATER/ VENT FANS
— As required
8.
LD-SHARE switch (MISC PNL)
— As required (TORQUE or TEMP), confirm parameters matched Note
The LD-SHARE switch allows the pilot to maintain engine TQ or ITT matched, as required. Note If fuel consumption is greater than expected see Abnormal Fuel Consumption procedure on page 3-125. 9.
ENG and INTAKE ANTI ICE (MISC PNL)
10. Standby instrument
EASA Approved
— If OAT less than 5 °C and visible moisture select ENG 1 & 2 A/ICE INTAKE switches to FULL and confirm green ‘1-2 ENG A/ICE FULL’ advisory illuminates — Check airspeed, altimeter and artificial horizon against primary flight display
FOR TRAINING ONLY
Issue 1
Page 2A-33 Rev. 3
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
11. CAS
— Check
12. Cruise checks
— Complete
PRE-LANDING CHECKS 1. LDG GEAR
— DOWN; three green lights on LDG control panel Note
For OAT of -30° C and below undercarriage extension time may increase. 2.
LH LDG LT & RH LDG LT
— ON
3.
NOSEWHEEL steering
— Confirm green LOCK light
4.
PARK BRAKE handle
— As required
5.
AEO LIM SEL pushbutton
— As required
6.
DH knob
— As required
7.
AIR COND/HEATER/ VENT FANS
— As required
8.
LD-SHARE switch (MISC PNL)
— As required (TORQUE or TEMP), confirm parameters matched Note
Disregard APU VALVE OPEN and APU TRU FAIL cautions that may momentarily illuminate when APU started. 9.
APU If APU not required (or not available) continue to Item 10.
Page 2A-34 Rev. 3
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— On APU PNL • Confirm green STATUS READY light illuminated • Select SEL MODE rotary selector ON, wait at least 2 seconds and confirm FAIL message does not illuminate • Select SEL MODE rotary selector momentarily to START and release to ON. Confirm green START light illuminates followed by ON light and APU ON advisory when APU running
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Section 2A Normal Procedures
(Time required for APU GEN on-line is approximately 40-45 seconds) 10. Engine and Transmission parame- — Normal, temperatures and presters, temperatures and pressures sures within limits 11. Altimeters
— Check QNH and cross-check
12. Fuel
— Quantity, XFEED closed unless required
13. CAS
— Clear/as required
14. Cabin
— Secure Note
If an ILS approach is required: • confirm heading reference is set to MAG on MCDU, check PFD • select both NAV’s to the same frequency • on ADI STBY instrument select NAV ON and set the course to the final ILS course. Recommended airspeed: Glideslope up to 4 degrees
15. Pre-Landing checks
EASA Approved
120 KIAS
— Complete
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Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
APPROACH AND LANDING CATEGORY B LANDING 1. Pre-landing checks 2.
— Complete
ECDU press MENU (MISC)
— AWG NORMAL — Press 6L MENU Note
When descending below 150 ft AGL vocal message ‘ONE FIFTY FEET’ is activated regardless of the landing gear status. This message is suppressed if AWG is set to REGRADE. 3.
Landing direction
— If possible orientate the aircraft for an approach into the prevailing wind
4.
LDG GEAR
— Check 3 greens
5.
Initial point
— Reduce airspeed gradually to arrive at 200 ft (61 m) above touchdown point with a rate of descent of no more than 500 fpm. Initiate a deceleration to stabilize 40 KIAS at 50 ft (15 m). At 50 ft rotate nose up to obtain an attitude change of 5 deg to decelerate
6.
Landing
— Descent to hover at 7 ft AGL
7.
Touch down
— Maximum nose up attitude at touch down 15°. Apply wheel brakes, as required
8.
NOSE WHEEL lock
— UNLK if ground taxiing is required
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Section 2A Normal Procedures
POST LANDING AND SHUTDOWN PROCEDURES POST LANDING CHECKS 1. LH LDG LT & RH LDG LT 2.
MISC PNL
— OFF and STOWed, if used — EMERG LTG switch OFF — MODE as required
3.
Systems
— OFF/STBY
PRE-SHUTDOWN CHECKS Note If APU not started use Section 2B Supplementary Procedures Shutdown on AC EXT POWER on page 2B-19. 1.
NOSE WHEEL
— Push to LOCK, if required
2.
PARK BRAKE handle
— Pull and turn handle, PARK BRK ON advisory illuminates
3.
Collective lever
— MPOG
4.
Cyclic stick
— Centralized, on PFD, cyclic indicator
5.
Pedals
— Centred
6.
AFCS
— OFF
7.
MISC PNL
— 1 & 2 ENG A/ICE - INTAKE switches select OFF, if used
8.
ECDU press MENU (PITOT)
— Confirm AUTO
9.
ECDU
— Press FUEL
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Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
ENGINES AND ROTOR SHUTDOWN Note If DC External Power required for shutdown go to Engines and Rotor Shutdown (APU + DC EXT power) procedures on page 2B-22. 1.
ENG 1 and 2 MODE switches
— Set to IDLE Note
A period of 2 minutes stabilization at IDLE or with NG less than 90% is mandatory. If this is not carried out, refer to ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN see page 3-95. 2.
MFD
— Select PWR PLANT page
3.
ENG 1 and 2 MODE switches
— OFF
CAUTION During shut down note that: • NG speed decelerates freely without abnormal noise or rapid run down • ITT does not rise abnormally. 4.
Rotor Brake
— Below 40% NR select rotor brake lever to BRAKE position, ROTOR BRK ON advisory illuminates. (Recommended between 20% and 40% NR) Confirm no abnormal pressure messages illuminate on brake monitor panel. When rotor has stopped, move lever to OFF
5.
FUEL XFEED
— CLSD
6.
Fuel PUMP 2
— OFF, 2 FUEL PUMP caution message
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AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
Note Fuel PUMP 1 will not switch OFF when APU is running.
7.
ECDU press LT
— Select A/COLL OFF and POS LT as required — Press 5R, CABIN SIGN select OFF — Press FUEL
8.
Rotor Brake
— If parking with rotor brake required, cycle rotor brake lever from PUMPING LIMIT mark to BRAKE position as necessary to increase pressure to at least 40 bar, on digital readout, and leave in BRAKE detent Note
Up to 8 hours of parking pressure are guaranteed before re-pressurization of the system. 9.
APU
— On APU PNL • Select SEL MODE rotary to OFF • Green STATUS CLDWN caution illuminate during shutdown (approx 70 seconds), APU VALVE OPEN caution illuminates transiently. When shutdown complete READY light illuminates
10. MAIN BATT and BATT AUX (if available) switches
— OFF
11. BATT MASTER
— OFF (when APU READY light ON)
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AW189 - RFM Document N° 189G0290X002
POST SHUTDOWN CHECKS Before leaving the aircraft: — Chock wheels if the helicopter is to be parked for prolonged periods (greater than 1 hour). — Chock wheels as soon as possible if the helicopter is to be parked on sloping ground. — Remove both Main and Auxiliary (if installed) batteries and store in heated room if the helicopter is to remain outside with an OAT at or below -20 °C.
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Section 2A Normal Procedures
FLIGHT HANDLING The rotation of the main rotor is anti-clockwise when viewed from above. Handling is conventional in normal forward, sideways and rearwards flight manoeuvres. Collective lever forces are light, but may be increased by applying friction. AUTOROTATIVE DESCENT 1.
Smoothly reduce collective to enter autorotation.
2.
Maximum NR 110%.
CAUTION Rotor speed is sensitive in low power descent and autorotation and large NR changes are produced by changes in normal acceleration (G). Care is needed to avoid exceeding limits. 3.
Adjust attitude to obtain approximately 80 KIAS.
4.
To recover to powered flight, slowly increase collective pitch until freewheels are joined and at least 15% torque is indicated. Finally, increase power, gently, in not less than 3 seconds, to arrest the rate of descent.
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AW189 - RFM Document N° 189G0290X002
FLIGHT CONTROLS CYCLIC TRIMMING The force trim release button (FTR) on the cyclic stick should be kept depressed during all large stick movements. Upon releasing the trim release button, the attitude hold is restored. For small attitude adjustments in the hover or in forward flight (± 2 to 3 kts), the system beep trim mode (TRIM) can be used. Operation of the cyclic beep trim switch causes the trim system to change the reference at 5 degrees per second in roll and 3°/sec in pitch or 2°/sec in pitch for airspeed above 120 KIAS. When the pitch reference bug is passing the new desired attitude, the switch is released and the aircraft will settle on the new pitch attitude. It is recommended to use the beep trim to change the attitude, however, a combination of trim release and beep trim may also be used. COLLECTIVE TRIMMING The “push and hold” collective lever trim release button (FTR) is depressed to disengage the spring feel mechanism which enables the collective to be moved freely. When the button is released, the spring feel is re-datumed to zero force. YAW TRIMMING Lateral operation of the collective lever CLTV/YAW 4-way trim switch alters the slip or skid command to either offset a small accelerometer misalignment, or to purposely offset the tail alignment. Additionally, at speeds above 40 KIAS the coordinated turn facility enables the aircraft to carry out balanced turns, below 40 KIAS or if the mode HOV is engaged Low Speed Heading hold is active. Feet should not be rested on the pedals if heading hold or turn coordination facilities are required.
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Section 2A Normal Procedures
AFCS GENERAL INFORMATION The AFCS modes provide functions for automatic flight path control around the three axes of the aircraft plus collective. The AFCS modes use the Navigation source and data reference presented on the on-side PFD. The on-side PFD is indicated by the green PFD couple arrow which is controlled by the “FD SEL” button on the DCP Control Panel (See Figure 2). Armed and captured FD modes are displayed with messages along the top line of the PFD: Collective and pitch mode messages on the left of the selected PFD arrow and lateral mode on the right. Armed modes are in white characters and captured or engaged modes are in green characters. When transitioning from no mode to engaged, from armed to captured or changing from one mode to another mode a green box around the mode caption flashes for 5 seconds then extinguishes. When changing from captured to no mode the caption extinguishes and is replaced by a green box which flashes for 5 seconds then extinguishes. Armed lateral modes messages are: VOR, VAPP, LOC, NAV and captured VOR, VAPP, OS, LOC, NAV, HDG, HOV. Armed vertical (collective) modes are: GS, and captured ALT, GS, VS, GA, ALTA, ALVL, RHT. Engaged longitudinal modes are IAS, HOV, GA. A chime sounds whenever either a lateral, longitudinal, or vertical (collective) AFCS mode changes from its previous state, i.e. — a mode changes from engaged to disengaged or vice-versa — a mode changes from arm to captured An aural tone (“bip-bip”) sounds for any change in altitude or radar height mode reference datum or a change in baro setting of the on-side PFD.
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AW189 - RFM Document N° 189G0290X002
The AFCS Upper Modes available are as follows: Mode
Function
Control Axis
PFD Caption Arm (white)
Capture (green)
HDG
Heading select
Roll and Yaw
N/A
HDG
ALT
Altitude Hold
Collective
N/A
ALT
IAS
Indicated Airspeed Hold
Pitch
N/A
IAS
NAV
Lateral Navigation
Roll
NAV/ VOR
NAV/VOR
APP
Lateral Approach
Roll
VAPP LOC
VAPP LOC
Vertical Approach
Collective
GS
GS
BC
Back Course Approach
Roll
BC
BC
ALTA
Altitude Acquire
Collective
N/A
ALTA
VS
Vertical Speed Hold
Collective
N/A
VS
GA
Go-Around/
Pitch/ Collective
N/A
GA
RHT
Radar Height Hold
Collective
N/A
RHT
HOV
Hover/Velocity Hold
Pitch/Roll
N/A
HOV
OS*
Over Station mode
Roll
N/A
OS
ALVL*
Autolevel mode
Pitch/ Collective
N/A
ALVL
* Provided automatically Note Back Course Approach (BC) function is not available Page 2A-44
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Section 2A Normal Procedures
BASIC AFCS ATTITUDE CONTROL — Attitude Hold (ATT) Provides long term attitude retention in pitch, roll and yaw axes. — Wing-Level (WLVL) When activated using the button on the cyclic stick the system automatically resets and holds the pitch and roll attitude datums at 6.5 degrees nose up and 0 degrees respectively. — Stability Augmentation (SAS) - only for degraded operation Provides short term rate damping whenever the pilot is active on the flight controls either in fly-through mode or in trim release mode. BASIC AFCS CONTROL FUNCTIONS — Collective Decoupling (C-DCPL) Provides automatic correction to pitch, roll and yaw axes for collective pitch change cross coupling effects. — Auto-Trim (ATRIM) Provides automatic linear actuator re-centering throught actuation of the lateral and longitudinal cyclic trims and also the yaw trim. — Stability Command Augmentation in Fly-Through (SAF/SCAS) Provides enhanced helicopter response to pilot control inputs by adjusting the amount of attitude damping as a function of the flight control displacement. — Turn-Coordination (TC) Provides automatic ball centering during turns. PRIMARY UPPER MODES — Altitude Hold (ALT) — Altitude Acquire (ALTA) — Heading Hold (HDG) — Indicated Airspeed Hold (IAS) — Radar Height Hold (RHT) — Vertical Speed Hold (VS) — Go Around (GA) — Hover Hold (HOV) EASA Approved
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AW189 - RFM Document N° 189G0290X002
FLIGHT DIRECTOR MODES —
VOR Navigation (VOR)
— Long Range 2D-Navigation (NAV) — VOR Approach (VAPP) — Localizer Lateral Approach (LOC) — Glideslope Vertical Approach (GS) COLLECTIVE SAFETY FUNCTION The AFCS features a Collective Safety Function that constantly monitors engine power levels/MGB TQ and helicopter height above ground. This function is automatically activated whenever a collective upper mode is engaged and provides the following functions: — AFCS Power Limiting: This limits the AFCS collective pitch demand during high power phases of flight to prevent both MGB and engine limits from being exceeded. When the AFCS power limiting is active, the amber caption PWR LIM is displayed on the PFD (see page 3-222). The function activates to limit the maximum PI value in accordance with the following: AEO conditions with IAS less than 90 KIAS: PI maximum 113% AEO conditions with IAS greater than 90 KIAS: PI maximum 97% OEI conditions wih IAS less than 90 KIAS: PI maximum 155% OEI conditions with IAS greater than 90 KIAS: PI maximum 132% — AFCS Autorotation protection: This limits the minimum collective pitch demanded by the AFCS during steep descents to prevent entry into autorotation. The function activates when the engine TQ drops below 15%. — AFCS LOW HEIGHT: This prevents a descent below 15 ft RAD ALT height in hover or 40 ft RAD ALT height in forward flight. If these low height thresholds are inadvertently exceeded the system will automatically increase collective as necessary to take the helicopter back to the threshold values (15 ft hover or 40 ft level flight).
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Section 2A Normal Procedures
FMS (FLIGHT MANAGEMENT SYSTEM) OPERATION GENERAL Normal operating procedures are outlined in the Flight Management System (FMS) Pilots Manual for the AW 189 applicable to the software version installed on the aircraft. DEFINITIONS AND EXPLANATION OF TERMS Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired lateral track within the coverage of ground or spacebased navigation aids or within the limits of the capability of self-contained aids, or a combination of these. Navigation application. The application of a navigation specification and the supporting NAVAID infrastructure, to routes, procedures, and/or defined airspace volume, in accordance with the intended airspace concept. Navigation specification. A set of aircraft and aircrew requirements needed to support Performance-based Navigation operations within a defined airspace. There are two kinds of navigation specification: RNAV specification. A navigation specification based on area navigation that does not include the requirement for on-board performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1. RNP (Required Navigation Performance) specification. A navigation specification based on area navigation that includes the requirement for on-board performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH. Performance-based navigation (PBN). Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. RNAV system. A navigation system (as part of a Flight Management System (FMS)) which permits aircraft operation on any desired lateral track within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. Receiver autonomous integrity monitoring (RAIM). A form of ABAS whereby a GNSS receiver processor determines the integrity of the GNSS navigation signals using only GPS signals. This determination is achieved by a consistency check among redundant pseudo-range measurements. EASA Approved
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AW189 - RFM Document N° 189G0290X002
INTRODUCTION The published navigation chart displays the PBN requirement box, on the plan view of the chart immediately below the chart identifier; the PBN box includes the identification of the navigation specification used in the procedure design, any navigation sensor limitations and any required functionalities. With regards to the navigation specification the chart reports one of the following: RNAV5, RNAV1, RNP 1, Advanced RNP and RNP 0.3. The FMS is capable of operations in airspace designated for Precision RNAV (P-RNAV) or RNAV 1 and Basic RNAV (B-RNAV) or RNAV 5 Navigation Specification providing all Navigation information necessary for the aircraft to permit the navigation along any desired flight path within the coverage of space referenced NAVAIDs (the GNSS system, if available, augmented with SBAS system) and provide, if coupled, Lateral Guidance inputs to the AFCS . BASIC OPERATIONS The FMS is able to keep the aircraft within the accuracy level required for PRNAV/RNAV1 operations better than ±1 NM (for >> 95% of the flight time). The RNAV Navigation Specification of P-RNAV/RNAV1 is applicable for EnRoute Navigation and Terminal airspace including Departures, Arrivals and Approaches up to the point of the Final Approach Waypoint (FAF) and Missed Approach up to MAWP (Missed Approach Waypoint) or MAHWP (Missed Approach Holding Waypoint). P-RNAV/RNAV1 Flight Management System enables the aircraft to be navigated along a path defined by waypoints and procedures held in an on-board Navigation Database, within the RNAV’s required accuracy performance limits. The Vertical Navigation performance is not part of the RNAV capability of the FMS. For the NPA Approach (Non Precision Approach – “Precision-Like” Approach) the FMS enables the loading from NAV DB into the active flight plan (LEGS) of the following approaches as designated under ICAO and part 97: “NDB”, “NDB/DME”, “VOR” and “VOR/DME”. The FMS is able to fly these NPA Approaches with the requested precision based on NDB/VOR/DME. For the ILS and LOC approaches the FMS enables the loading from NAV DB into the active flight plan (LEGS) in order to provide the Lateral guidance up to intercept correctly the Localizer cone of ILS/LOC approach before the FAP for automatic transition from FMS to ILS as navigation source when the LOC preview has been previously activated. With regard to the FAS (Final Approach Segment) from FAP to MAP, the FMS is not authorized to fly the FAS segment with FMS steering (NAV mode coupled only). The FAS segment must be flown with LOC/GS modes. Page 2A-48 Rev. 2
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Approved sensors for each phase of navigation:
Flight Phase
Approved Sensors in Flight Phases(*) GPS
DME/DME
VOR/DME
Enroute
X
N/A
N/A
Departure or Arrival
X
N/A
N/A
VOR/DME or VOR Approach
X
N/A
N/A
NDB Approach
X
N/A
N/A
(*)
The FMS is not Multi-Sensor Approved therefore the DME/DME and VOR/DME as FMS navigation sensors source must not be used for Navigation. In order to be capable of performing P-RNAV/RNAV1 operations the FMS automatically determines aircraft position in the horizontal plane using inputs from two Global Navigation Satellite System (GNSS) receivers TSO’d C145c class Beta-3; both GNSS receivers are able to provide the GPS position with SBAS (Satellite-Based Augmentation System) augmented accuracy if the aircraft is flying within the SBAS coverage area. The FMS provides the following system functions required to conduct P-RNAV/RNAV1 operations: — Continuous indication of aircraft position relative to the active flight plan track — Display of distance and Bearing to the active (TO) waypoint — Display of Ground-Speed and Time to the active (TO) waypoint — Navigation Database (28 day updated) i.a.w. DO-200A specification — Direct-To (DIR direct key on MCDU) function — Capability to define and fly a Holding Procedure at any waypoint of active flight plan supporting the three conventional entry procedures for holding: Direct, Parallel and Teardrop. — Capability to define and fly parallel Offset from the parent track as defined by the waypoints of the active flight plan. — Capability to define and fly an intercept route as Radial OUT/Course in EASA Approved
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Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
between waypoints of active flight plan. — Automatic channel selection of radio navigation aids (Auto-Tuning) — Indication of navigation accuracy (Lateral deviation and XTE) — Indication of Headwind and Crosswind components — Indication of Bearing, Distance, Time-to-Go and Fuel Remaining (Vector Point Information) of any waypoint of Navigation DB. — Automatic switch from FMS to ILS as A/C’s navigation source if an ILS precision approach has been loaded as approach in active flight plan and LOC preview has been activated. — Automatic leg sequencing and associated turn anticipation (Fly-By capability) — Fly-Over capability — P-RAIM (Predicted-RAIM) — TO/FROM point indicator The RNAV, TACAN, LPV, RNP APCH and RNP AR APCH are not loadable into the active Flight Plan by FMS from the NAV DB. PRE-DEPARTURE OPERATIONS At the power-up of the aircraft, the DB IDENT page is presented on MCDU. Pre-flight Planning — For the period of the intended operation, confirm the availability of the other NAVAIDs on-board equipments (VOR, DME and ADF) necessary in case of cross-checking or immediate reversion to non-RNAV navigation in the event of loss of P-RNAV/RNAV1 capability. — Check the NAVIGATION DB in the DB IDENT page as current and appropriate for the region of intended P-RNAV/RNAV1 operations. Planning Basic pre-departure operations are: — Check the aircraft position by pressing the INIT key (6R) and access to INIT page. Insert the TAIL ID address if required. — Press the PERF INIT key (6R), enter the performance data as required in particular the CLIMB SPEED and CLIMB GRADIENT [ft/NM] in accorPage 2A-50 Rev. 2
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Section 2A Normal Procedures
dance with the SID chart, if reported, and confirm the initialization (CONFIRM INIT key 6R is required) — Press the FPLN direct key to select the FMS page. Press the FPL key (1R) to access the flight Plan page. — Select the NEW FPL key (6L) to access the LEGS page and build a new flight plan or select a stored flight plan as required. Activate the Flight Plan for En-Route only. — Select the Origin airport, from NAV DB, the Standard Instrument Departure (SID) procedure, if required. — Select the Destination airport, from NAV DB, the Standard Terminal Arrival (STAR) procedure, if required. — Select the Destination airport, from NAV DB, the Runway and Approach procedure if required. — If required insert an alternate destination airport and relative waypoints of En-Route to alternate destination. — If required on LEGS pages activate a flyover attribute and/or A/B(AT altitude constraints (only for reference in active FPL, VNAV mode not available). — If required on LEGS pages activate the holding procedure on waypoint. — If P-RAIM of destination is required press the GPS (5L) key on FMS page and select the GNSS unit is use. Press the P-RAIM key (6R) to perform the Predictive RAIM function on Destination waypoint. IN-FLIGHT OPERATIONS General The PROGRES (PRG) pages are considered the primary pages of the FMS during flight providing the RNP and EPU (Estimated Position Uncertainty) of aircraft during PBN Navigation. Once activated, the active flight plan may be flown coupled to AFCS through the NAV mode only (Lateral Guidance) once the NAV annunciation is displayed on PF’s PFD. The FMS set automatically the lateral full scale deflection (2 dots) of Lateral deviation on HSI equal to RNP for currently phase of flight: RNP 2 NM in EnRoute, RNP 1 NM in P-RNAV/RNAV1 Terminal procedures and RNP 0.5 in
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AW189 - RFM Document N° 189G0290X002
NPA Approach phase of Flights; both phase of flight provides a full-scale deflection suitable for RNAV 1 operations. Note In case of Manual change of RNP value do not set a value below 1 NM. Departure, Climb — Set altitude selector at the reference altitude cleared by ATC/ACC. — If required, activate the SID procedure of Origin airport from NAV DB. — Arm the AFCS NAV mode with FMS as Primary Navigation source. Cruise — Set altitude selector at the reference altitude cleared by ATC/ACC. — Monitor the leg of active flight plan sequencing on MFD (FPLN pages: Rose, Arc, Plan) and/or on the MCDU display (LEGS pages). — Monitor the Lateral Path Deviation with respect to the DTK of active leg on PF’s PFD HSI and/or the XTE (Cross Track Error) value on MFD. — During the flight, check the Auto-Tuning function in order to have the NAV1 and NAV2 receivers tuned with the appropriate ground NAVAIDs. — During the flight, where feasible, the flight progress should be monitored for navigational reasonableness, by cross-checks with conventional NAVAIDs using the primary displays in conjunction with the RNAV Navigation data on PFD/MFD. — During the flight, where feasible, the cleared active flight plan on LEGS page of MCDU or MAP display of MFD should be cross-checked by comparison with charts or other applicable resources. — If required activate the Airway. Descent — Set altitude selector at the reference altitude cleared by ATC/ACC. — If required, activate the STAR procedure of Destination airport from NAV DB. — If required, activate the NPA approach of Destination airport from NAV DB. Page 2A-52 Rev. 2
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Section 2A Normal Procedures
AUTOPILOT COUPLED RNAV OPERATION WITH FMS To couple the FMS Lateral Guidance function (NAV) to AFCS: — Select, on PFD NAV bezel’s button FMS1 or FMS2 as Primary Navigation source for the aircraft. — Press the NAV key on the AFCS panel. ENGAGING THE NAV MODE TO THE FMS STEERING The Desired Track Pointer within the HSI and the FMS1/2 DTK source indicator on PFD will turn to magenta (from cyan). Active leg on MAP page on MFD will turn in magenta (from cyan). FMS NAVIGATION ANNUNCIATORS 1.
Message (MSG) MSG is an annunciation (amber) displayed on both PFDs and on the MCDU. This annunciation is displayed when a message is available in the MSG page. The annunciation is removed after the message has been acknowledged from the MSG page of MCDU. Messages are displayed in the MCDU MSG page at various times. They inform or alert the pilot as to system status. The Alerting Messages “UNABLE RNP” in conjunction with RNP digital readout value and FMS DGR alerting annunciator on both PFDs in amber colour provide the pilot the information that the FMS is no longer capable of performing the required RNAV Navigation Specification (P-RNAV/RNAV1).
2.
RNP Digital Readout (RNP X.XX NM) The RNP digital readout is displayed on the PFD display whenever the FMS is selected as the Primary Navigation Source. The RNP display indicates to the pilot that 2 dots deflection in Lateral Deviation display within the HSI is equal to the RNP value. Note The pilot must notify ATC when the RNAV performance ceases to meet the requirements for P-RNAV/RNAV1. The communications to ATC must be in accordance with the authorized procedures
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AW189 - RFM Document N° 189G0290X002
3.
OFST (Lateral OFFSET) – OFST is an advisory (cyan/magenta if NAV coupled) annunciation.
4.
TRNS (TRANS) – TRNS is an advisory (green) annunciation.
5.
APPR (APPROACH) – APPR is an advisory (green) annunciation.
For a complete list of FMS messages and description refer FMS AW189 Pilots Guide, 189G4600X005, latest edition.
FMS INCONSISTENCIES
AFCS/DISPLAY INCONSISTENCIES The following characteristic of the AFCS and display system will be observed: — When HOV mode is engaged and the pilot wants to temporarily modify the ground speed by cyclic inputs against the force feel this should be carried out using a series of small inputs and after each input the cyclic should return into the detent position within 3 seconds to avoid a MISTRIM condition. — In Over Station phase (indicated by OS caption on PFD) the VOR mode may disengage with an automatic reversion to HDG mode. The VOR mode should be re-engaged when exiting the Cone of Confusion.
— The airspeed trend vector indication next to the airspeed scale is not reliable and should be disregarded.
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Section 2A Normal Procedures
STANDBY INSTRUMENT OPERATION The Meggitt Avionics Electronic Standby Instrument System operating procedures are outlined in the Pilots Guide, Meggitt Avionics Pilots guide for the Integrated Secondary Flight Display Model EPD40004, latest issue.
29.94
VOR2 358
160
INHG
2300 10
16 500
10
140
163 00
13 4 10
120
4968 M
10
16 000
100
3 34 35
M
N
1
2
BRT
110.00
BRG 006
SET
ALN
ADI STBY ICN-89-A-152000-A-A0126-04132-A-001-01
Figure 2A-2 Meggitt Standby Instrument Note NAV 1 and NAV 2 source can be selected using the SET knob, the relevant indications are always displayed in green
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AW189 - RFM Document N° 189G0290X002
ADVISORY CAPTIONS DEFINITIONS CAS Caption (Green)
System State
AC EXT PWR ON
AC external power ON
AC EXT PWR READY
External AC power connected
AEO TOP LIM
AEO LIM SEL pushbutton selected on collective and AEO limiter ON
AFT VENT ON
Cabin vent fan selected ON
1(2) AMMC DBU READY
AMMC1 and 2 ready to be aligned
APU CRANK
APU CRANK switch selected
APU ON
APU selected ON
AFT AIR COND ON
Cabin air conditioning selected ON
C/Y TRIM OFF
Collective and yaw trim system switched OFF
DC EXT PWR ON
External DC power ON
DC EXT PWR READY
External DC power connected
1(2) ENG A/ICE ON
Associated engine anti ice system selected ON
1(2) ENG A/ICE FULL
Associated engine and intake anti ice system selected ON
EVS NOT INSTALLED
Enhanced Vision System not installed
EXT LTS IR MODE
External lights infra-red mode selected
FUEL XFEED
Fuel cross feed open
FUNCTION UNAVL
An AFCS MODE requested but not available or not installed
FWD AIR COND ON
Cockpit air conditioning selected ON
FWD VENT ON
Cockpit vent fan ON
HEATER ON
Heating system switched ON
ICS BKUP/EMER MODE
Intercom system in backup/emergency mode
LDG EMER DOWN
Landing gear lowered using emergency down system
LH LDG LT ON
Left hand landing light switched ON
Page 2A-56 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
LOW HEIGHT INHIBIT
150 ft low height aural warning inhibited
OEI MCP LIM
OEI SEL pushbutton selected on collective and MCP limiter ON
PARK BRK ON
Park brake ON
1(2) PITOT HEAT ON
Pitot heating ON
P/R TRIM OFF
Cyclic force trim switched OFF
REFUEL SWITCH ON
Pressure refuel switch on operator panel selected ON
RH LDG LT ON
Right hand landing light switched ON
ROTOR BRK ON
Rotor brake selected on and pressurized
SVS NOT INSTALLED
Synthetic Vision System not installed
CAS Caption (White)
System State
BUS TIE CLOSED
BUS TIE closed
ECDU ALERT
ECDU scratch pad has messages
LH LDG LT EXTD
Left hand landing light extended
RH LDG LT EXTD
Right hand landing light extended
MAINTENANCE
(Caption only active on ground) Informs maintenance crew to interrogate maintenance system. No pilot action
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-57 Rev. 2
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
ECDU SCRATCHPAD MESSAGE DEFINITIONS Refer to ECDU User Manual latest issue for further information. NEW ALRT(S) PENDING
One CB has tripped (TRIP) or failed (FAIL).
ALRT PENDING
One or more CB(s) have tripped (TRIP) or failed (FAIL)
CMD NOT EXECUTED
The issued command was not executed due to either: - The command was issued more than once and the first command is still in progress, - The associated REPU is not available due to not being powered. - System failure
CMD NOT ALLOWED
The command issued is not permitted due to a system interlock.
ENG 1(2) SOV FAIL
The system cannot open/close the fuel SOV. Check MFD ENG Synoptic page for fuel SOV position.
XFEED VLV FAIL
The system cannot open/close the fuel XFEED valve. Check PFD for FUEL XFEED advisory.
ENG 1(2) FIRE ARMED
The ENG 1(2) SOV cannot be operated due to the ENG 1(2) FIRE ARMED pushbutton pressed on the FIRE control panel.
NVG MODE
The selected light may not operate as the light are selected to NVG mode.
DC ESS 1(2) OFF
The BTC 1(2) cannot be closed as the DC ESS 1(2) is not powered.
Page 2A-58
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2A Normal Procedures
MCDU ALERT MESSAGE DEFINITIONS The illumination of a amber MSG caption on the PFD (below the PI) indicates there are messages on the MCDU alert page. Refer to FMS Pilots Guide, latest issue, for list of MCDU Alert messages.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2A-59 Rev. 2
Section 2A Normal Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 2A-60 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
SECTION 2B SUPPLEMENTARY PROCEDURES GENERAL The following supplementary procedures are alternative to the normal procedures when the operating situation dictates for convenience or requirements.
ENGINE PRE-START CHECKS (AC EXT POWER) 1.
BATT MASTER
— ON
Note Standby ADI will power-up (if standby ADI auxiliary battery fitted) 2.
MAIN BATT
— ON
3.
BATT AUX (if available)
— ON
4.
LTG (MISC panel)
— DAY/NIGHT/NVG as required
5.
ECDU
— Confirm PBIT IN PROGRESS page displayed. Satisfactory completion of PBIT is indicated by LIGHTS page. If LOCKED CB LIST page is displayed confirm C/B configuration is as required press STAT to continue. (If DF RESULTS page is displayed, maintenance action required before flight)
6.
EXT AC PWR source
— Connected
7.
EXT PWR AC switch on EPGDS PNL
— ON
8.
ECDU LIGHTS page
— POS LT and A/COLL ON
9.
ECDU 5R (CAB LTS)
— CABIN SIGN ON, (if required) CAB DIM select BRT (for night flight) then LIGHTS page.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-1 Rev. 3
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
Note Any time the CABIN SIGN is selected ON the cabin occupants must also be informed using the internal PA system. 10. Clock
— Set
11. ENG FIRE PANEL
— Confirm guards closed and FIRE EXTING switch centred
Note Confirm AMMC 1 and 2 are functioning and all parameters are displayed before carrying out the following on the RCP panel. 12. RCP panel switches
— Confirm all switches selected to NORM
13. AFCS panel
— AP pushbuttons confirm AP1 and AP2 not engaged
14. Display DIM panel
— As required
15. MISC PNL
— LD SHARE as required — Confirm ENG A/ICE - INTAKE 1 & 2 switches OFF — EMERG LTS select ON (check cabin illumination), then ARM. (confirm cabin light OFF)
16. AIR COND/HEATER/ VENT FANS
— As required
17. Cyclic stick
— Centred (PFD cyclic position indicator in the GREEN), check switches
18. Collective lever
— Full down, friction as required, check switches
19. LDG GEAR panel
— Check 3 green lights and EMER DOWN switch secure and guarded.
20. PARK BRAKE
— Pull and turn handle, confirm PARK BRAKE ON advisory illuminates on CAS
Page 2B-2 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
21. ECDU press 6R (TEST)
Section 2B Supplementary Procedures
— Select FIRE and confirm the following sequence: Note Do not press CAS reset or MWL/MCL reset buttons during test. • Audio tone and voice warning “ENGINE 1 FIRE” • ENG 1 FIRE on FIRE EXTING panel • FIRE 1 on ENG CONTROL panel • MWL illuminates • ‘1 ENG FIRE’, CAS warning • Audio tone and voice warning “ENGINE 2 FIRE” • ENG 2 FIRE on FIRE EXTING panel • FIRE on 2 ENG CONTROL panel • MWL illuminates • ‘2 ENG FIRE’ CAS warning • Audio tone and voice warning “APU FIRE” • FIRE on APU CONTROL panel • MWL illuminate • APU FIRE’ CAS warning • Audio tone and voice warning “WARNING WARNING” • MWL illuminate • ‘BAG FIRE’ CAS warning
22. LAMP TEST
— Select LAMP and confirm the following illuminate: • ENG 1 & 2 FIRE/ARM on FIRE EXTING panel • FIRE lights on ENG CONTROL panel
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-3
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
• NOSE/LH/RH amber and green lamps, NOSE WHEEL UNLK/ LOCK, EMERG amber lamps on LDG GEAR panel • All green indications on the AFCS panel steady then blinking • Amber FAIL light on ECDU CONTROL panel • APU panel all lights ON, red, amber and green. Note AIR COND, if fitted, should be selected OFF during ENG INTK TEST. 23. ENG INTK TEST
— If flight in OAT conditions less than 5 °C are envisaged carry out the following: • Confirm 1 & 2 INTAKE FAIL cautions not illuminated • On MISC PNL select 1 & 2 ENG A/ICE-INTAKE switches to FULL. Confirm 1-2 ENG A/ICE FULL advisories illuminate, 1-2 ENG A/ICE ON advisory may illuminate momentarily. • Press ENG INTK TEST and confirm 1-2 ENG A/ICE FULL advisory extinguishes, 1-2 INTAKE FAIL caution illuminates (approx 20 seconds), 1-2 ENG A/ICE ON advisory illuminates, 1-2 ENG A/ICE FULL advisory may illuminate momentarily. • After test completed confirm 1-2 ENG A/ICE FULL advisory illuminates and no INTAKE cautions remain. • On MISC PNL select 1 & 2 A/ICE-INTAKE switches to OFF and confirm 1-2 ENG A/ICE FULL advisory extinguish.
Page 2B-4 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
24. Aural Warning short test
— Select AWG SHORT TEST, Confirm MWL and MCL Illuminate and the AURAL SYSTEM TEST message is heard.
25. Aural Warning long test
— Select AWG LONG TEST and confirm MWL and MCL Illuminate and AURAL SYSTEM TEST message is heard then following aural warnings: • Audio tone and voice warning (”WARNING”) • ROTOR LOW • ENGINE 1 OUT • ENGINE 2 OUT • ENGINE 1 FIRE • ENGINE 2 FIRE • APU FIRE • ROTOR HIGH • ENGINE 1 IDLE • ENGINE 2 IDLE • WARNING • AUTOPILOT • AIRSPEED • LOW SPEED • LANDING GEAR • 150 FEET • ALTITUDE • DECISION HEIGHT • AURAL SYSTEM TEST
26. TRANSMISSION OIL TEST
— Select XMSN OIL LVL and confirm CAS caution: • MGB OIL LOW and MCL illuminates • IGB OIL LOW and MCL illuminates • TGB OIL LOW and MCL illuminates
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-5 Rev. 2
Section 2B Supplemetary Procedures
27. ECDU press 6R (HYD)
AW189 - RFM Document N° 189G0290X002
—
Select ELEC PUMP to ON. Carry out cyclic, collective and yaw pedals full and free check. Utilizing the cyclic position indicator, on PFD, centralize cyclic control to obtain the central circle green. Centralize yaw pedals and move collective to MPOG. ELEC HYD PUMP select OFF
— Confirm HYDRAULIC SOV selected to NORM
CAUTION Full and free check should be carried out with slow displacement of the controls and one control at a time in order not to overload the electric pump. Note When the electric hydraulic pump is running the hydraulic pressure N°1 will correctly indicate in the red zone as the pump can only supply 100 ±10 bar hydraulic pressure. Note Cyclic position indicator is only presented on the PFD when the aircraft is on the ground and the collective is near its down position (MPOG). Note Electric hydraulic pump disengages automatically after 2 minutes. 28. ECDU
— Press 6R (FUEL)
29. Rotor Brake
— OFF, confirm no advisory ROTOR BRAKE ON displayed.
Page 2B-6 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
ENGINE STARTING 1.
MFD
— Confirm PWR PLANT page
Note If ITT is above 150 °C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150 °C. 2.
FUEL PUMP 1 & 2
— ON
3.
FUEL ENG 1 & 2 SOV
— OPEN, 1 & 2 FUEL PUMP cautions not illuminated, check pressure.
4.
FUEL XFEED
— AUTO, XFEED advisory not iluminated
5.
Engine temperature (ITT)
— Confirm less than 150 °C
6.
ENG 1 MODE switch
— IDLE.(when ITT below 150 °C and NG is 0%)
Note It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. . 7.
Gas Producers (NG)
— Note increasing and START legend displayed
8.
Engine temperature (ITT)
— Note increasing and IGN legend displayed
9.
Engine oil pressure
— Confirm rising
10. Engine N°1 starter
— Disengaged by 52% ±2% NG
11. Main hydraulic system
— When the main rotor begins to rotate, confirm rise in main hydraulic pressure — Confirm cyclic control centralized on PFD cyclic indicator
12. N°1 engine power turbine speed (NF) and rotor speed (NR)
EASA Approved
— Confirm stabilized to IDLE speed of 55%±1%.
FOR TRAINING ONLY
Issue 1
Page 2B-7 Rev. 2
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
Note If the engines started directly to FLT the NF will stabilize at 102% with rotor speed (NR). 13. Engine and transmissions oil
— Check pressures and temperatures within limits
Note If ITT is above 150 °C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150 °C. 14. ENG 2 MODE switch
— IDLE. (when ITT below 150 °C and NG is 0%)
Note It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. 15. Gas Producer (NG)
— Note increasing and START legend displayed
16. Engine temperature (ITT)
— Note increasing and IGN legend displayed
17. Engine oil pressure
— Confirm rising
18. Engine N°2 starter
— Disengaged by 52% ±2% NG
19. N°1 & 2 engine power turbine — Confirm stabilized to IDLE speed of speeds (NF) and rotor speed (NR) 73%±1%. 20. HEATER panel (if used)
— Select ENG and set as required
21. EXT PWR AC switch on EPGDS PNL
— OFF, confirm AC EXT PWR READY advisory illuminated.
22. EXT AC PWR source
— Disconnected, check AC EXT PWR DOOR caution extinguished
Note Flight control position digital indications are for maintenance use and should not be considered.
Page 2B-8 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
23. AFCS panel
Section 2B Supplementary Procedures
— Press TEST button and follow instruction on MFD AFCS synoptic page. Confirm test completes successfully and no AP messages and 1(2) AP OFF cautions are displayed on CAS system.
Note For cold starting (down to -40 °C OAT) a prolonged warm up period at GI, of up to 16 minutes, may be required to increase the hydraulic system oil temperature to the minimum of -20 °C required for Take-Off. 24. MFD
— Confirm PWR PLANT page
25. Proceed to AFTER ENGINE START CHECKs procedures on page 2A-22
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-9 Rev. 2
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE PRE-START CHECKS (DC EXT POWER + APU) 1.
BATT MASTER
— ON
Note Standby ADI will power-up (if standby ADI auxiliary battery fitted) 2.
MAIN BATT
— ON
3.
BATT AUX (if available)
— ON
4.
LTG (MISC panel)
— DAY/NIGHT/NVG as required
5.
ECDU
— Confirm PBIT IN PROGRESS page displayed. Satisfactory completion of PBIT is indicated by LIGHTS page. If LOCKED CB LIST page is displayed confirm C/B configuration is as required press STAT to continue. (If DF RESULTS page is displayed, maintenance action required before flight)
6.
EXT DC PWR source
— Connected
7.
EXT PWR DC switch on EPGDS PNL
— Select ON
8.
ECDU LIGHTS page
— POS LT and A/COLL ON
9.
ECDU 5R (CAB LTS)
— CABIN SIGN ON, (if required) CAB DIM select BRT (for night flight) then LIGHTS page.
Note Any time the CABIN SIGN is selected ON the cabin occupants must also be informed using the internal PA system. 10. Clock
— Set
11. ENG FIRE PANEL
— Confirm guards closed and FIRE EXTING switch centred
Note Confirm AMMC 1 and 2 are functioning and all parameters are displayed before carrying out the following on the RCP panel. Page 2B-10 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
12. RCP panel switches — Confirm all switches selected to NORM 13. AFCS panel
— AP pushbuttons confirm AP1 and AP2 not engaged
14. Display DIM panel
— As required
15. MISC PNL
— LD SHARE as required — Confirm ENG A/ICE - INTAKE 1 & 2 switches OFF — EMERG LTS select ON (check cabin illumination), then ARM. (confirm cabin light OFF)
16. AIR COND/HEATER/VENT FANS — As required 17. Cyclic stick
— Centred (PFD cyclic position indicator in the GREEN), check switches
18. Collective lever
— Full down, friction as required, check switches
19. LDG GEAR panel
— Check 3 green lights and EMER DOWN switch secure and guarded.
20. PARK BRAKE
— Pull and turn handle, confirm PARK BRAKE ON advisory illuminates on CAS
21. ECDU press 6R (TEST)
— Select FIRE and confirm the following sequence: Note Do not press CAS reset or MWL/MCL reset buttons during test. • Audio tone and voice warning “ENGINE 1 FIRE” • ENG 1 FIRE on FIRE EXTING panel
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-11 Rev. 2
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
• FIRE 1 on ENG CONTROL panel • MWL illuminates • ‘1 ENG FIRE’, CAS warning • Audio tone and voice warning “ENGINE 2 FIRE” • ENG 2 FIRE on FIRE EXTING panel • FIRE on 2 ENG CONTROL panel • MWL illuminates • ‘2 ENG FIRE’ CAS warning • Audio tone and voice warning “APU FIRE” • FIRE on APU CONTROL panel • MWL illuminate • ‘APU FIRE’ CAS warning • Audio tone and voice warning “WARNING WARNING” • MWL illuminate • ‘BAG FIRE’ CAS warning 22. LAMP TEST
— Select LAMP and confirm the following illuminate: • ENG 1 & 2 FIRE/ARM on FIRE EXTING panel • FIRE lights on ENG CONTROL panel • NOSE/LH/RH amber and green lamps, NOSE WHEEL UNLK/ LOCK, EMERG amber lamps on LDG GEAR panel • All green indications on the AFCS panel steady then blinking • Amber FAIL light on ECDU CONTROL panel • APU panel all lights ON, red, amber and green.
Page 2B-12
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
23. Aural Warning short test
— Select AWG SHORT TEST, Confirm MWL and MCL Illuminate and the AURAL SYSTEM TEST message is heard.
24. Aural Warning long test
— Select AWG LONG TEST and confirm MWL and MCL Illuminate and AURAL SYSTEM TEST message is heard then following aural warnings: • Audio tone and voice warning (”WARNING”) • ROTOR LOW • ENGINE 1 OUT • ENGINE 2 OUT • ENGINE 1 FIRE • ENGINE 2 FIRE • • • • • • • • • • • • •
25. TRANSMISSION OIL TEST
APU FIRE ROTOR HIGH ENGINE 1 IDLE ENGINE 2 IDLE WARNING AUTOPILOT AIRSPEED LOW SPEED LANDING GEAR 150 FEET ALTITUDE DECISION HEIGHT AURAL SYSTEM TEST
— Select XMSN OIL LVL and confirm CAS caution: • MGB OIL LOW and MCL illuminates • IGB OIL LOW and MCL illuminates
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-13 Rev. 2
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
• TGB OIL LOW and MCL illuminates 26. ECDU press 6R (HYD)
—
Select ELEC PUMP to ON. Carry out cyclic, collective and yaw pedals full and free check. Utilizing the cyclic position indicator, on PFD, centralize cyclic control to obtain the central circle green. Centralize yaw pedals and move collective to MPOG. ELEC HYD PUMP select OFF
— Confirm HYDRAULIC SOV selected to NORM
CAUTION Full and free check should be carried out with slow displacement of the controls and one control at a time in order not to overload the electric pump. Note When the electric hydraulic pump is running the hydraulic pressure N°1 will correctly indicate in the red zone as the pump can only supply 110 ±10 bar hydraulic pressure. Note Cyclic position indicator is only presented on the PFD when the aircraft is on the ground and the collective is near its down position (MPOG). Note Electric hydraulic pump disengages automatically after 2 minutes. 27. ECDU
— Press 6L (MENU)
28. ECDU
— Press TEST
Note Disregard APU VALVE OPEN and APU TRU FAIL cautions that may momentarily illuminate when APU started.
Page 2B-14 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
29. APU
Section 2B Supplementary Procedures
— On APU PNL • Confirm green STATUS READY light illuminated • Select SEL MODE rotary selector ON. Wait at least 2 seconds then confirm FAIL message does not illuminate. • Select rotary selector momentarily to START and release to ON. Confirm green START light illuminates followed by ON light and APU ON advisory when APU running. (Time required for APU GEN online is approximately 40-45 seconds)
Note AIR COND, if fitted, should be selected OFF during ENG INTK TEST. 30. ENG INTK TEST
— If flight in OAT conditions less than 5 °C are envisaged carry out the following: • Confirm 1 & 2 INTAKE FAIL cautions not illuminated • On MISC PNL select 1 & 2 ENG A/ICE-INTAKE switches to FULL. Confirm 1-2 ENG A/ICE FULL advisories illuminate, 1-2 ENG A/ICE ON advisory may illuminate momentarily. • Press ENG INTK TEST and confirm 1-2 ENG A/ICE FULL advisory extinguishes, 1-2 INTAKE FAIL caution illuminates (approx 20 seconds), 1-2 ENG A/ICE ON advisory illuminates, 1-2 ENG A/ICE FULL advisory may illuminate momentarily.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-15 Rev. 3
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
• After test completed confirm 1 & 2 ENG A/ICE FULL advisory illuminates and no INTAKE cautions remain. • On MISC PNL select 1 & 2 A/ICE-INTAKE switches to OFF and confirm 1-2 ENG A/ICE FULL advisory extinguish. 31. ECDU
— Press FUEL
32. Rotor Brake
— OFF, confirm no advisory ROTOR BRAKE ON displayed.
ENGINE STARTING 1.
MFD
— Confirm PWR PLANT page
Note If ITT is above 150 °C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150 °C. 2.
FUEL PUMP 1 FUEL PUMP 2
— Confirm ON — ON
3.
FUEL ENG 1 & 2 SOV
— OPEN, 1 & 2 FUEL PUMP cautions not illuminated, check pressure.
4.
FUEL XFEED
— AUTO, XFEED advisory not iluminated
5.
Engine temperature (ITT)
— Confirm less than 150 °C
6.
ENG 1 MODE switch
— IDLE (when ITT below 150 °C and NG is 0%)
Note It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. Note Disregard MGB OIL PRESS warning that may momentarily illuminate during rotor start. 7.
Gas Producers (NG)
Page 2B-16 Rev. 3
Issue 1
— Note increasing and START legend displayed
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
8.
Engine temperature (ITT)
— Note increasing and IGN legend displayed
9.
Engine oil pressure
— Confirm rising
10. Engine N°1 starter
— Disengaged by 52% ±2% NG
11. Main hydraulic system
— When the main rotor begins to rotate, confirm rise in main hydraulic pressure — Confirm cyclic control centralized on PFD cyclic indicator
12. N°1 engine power turbine speed (NF) and rotor speed (NR)
— Confirm stabilized to IDLE speed of 55%±1%.
Note If the engines started directly to FLT the NF will stabilize at 102% with rotor speed (NR). 13. Engine and transmissions oil
— Check pressures and temperatures within limits
Note If ITT is above 150 °C motor engine, using the Dry Motoring Procedure on page 2A-12, to reduce ITT to below 150 °C. 14. ENG 2 MODE switch
— IDLE. (when ITT below 150 °C and NG is 0%)
Note It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLT by setting the ENG MODE switch directly to FLT, however the HOT START preventor is deactivated. 15. Gas Producer (NG)
— Note increasing and START legend displayed
16. Engine temperature (ITT)
— Note increasing and IGN legend displayed
17. Engine oil pressure
— Confirm rising
18. Engine N°2 starter
— Disengaged by 52% ±2% NG
— Confirm stabilized to IDLE speed of 19. N°1 & 2 engine power turbine speeds (NF) and rotor speed (NR) 73%±1%. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-17
Section 2B Supplemetary Procedures
20. HEATER panel (if used)
AW189 - RFM Document N° 189G0290X002
— Select ENG and set as required
Note Disregard APU GEN FAIL or APU TRU FAIL cautions that may momentarily illuminate when EXT PWR DC is selected OFF. 21. EXT PWR DC switch on EPGDS PNL
— OFF, confirm DC EXT PWR READY advisory displayed.
22. EXT DC PWR source
— Disconnected, check DC PWR DOOR not displayed
EXT
Note Flight control position digital indications are for maintenance use and should not be considered. 23. AFCS panel
— Press TEST button and follow instruction on MFD AFCS synoptic page. Confirm test completes successfully and no AP messages apart from 1(2) AP OFF cautions displayed on CAS system
Note For cold starting (down to -40 °C OAT) a prolonged warm up period at GI, of up to 16 minutes, may be required to increase the hydraulic system oil temperature to the minimum of -20 °C required for Take-Off. Note Disregard APU GEN FAIL caution that may momentarily illuminate when APU selected OFF. 24. APU
— On APU PNL • SEL MODE rotary select to OFF. • Green STATUS CLDWN caution illuminates during shutdown (approx 70 seconds), APU VALVE OPEN caution illuminates transiently
25. MFD
— Confirm PWR PLANT page
26. Proceed to AFTER ENGINE START CHECKS on page 2A-22 Page 2B-18 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 2B Supplementary Procedures
SHUTDOWN PROCEDURES (AC EXT POWER) PRE-SHUTDOWN CHECKS 1.
NOSE WHEEL
— Push to LOCK, if required
2.
PARK BRAKE handle
— Pull and turn handle, PARK BRK ON advisory illuminates
3.
Collective lever
— MPOG
4.
Cyclic stick
— Centralized, on PFD, cyclic indicator
5.
Pedals
— Centred
6.
AFCS
— OFF
7.
MISC PNL
— 1 & 2 ENG A/ICE - INTAKE switches select OFF, if used
8.
ECDU press MENU (PITOT)
— Confirm AUTO
9.
ECDU
— Press FUEL
10. EXT AC PWR source connected
— Connect and confirm AC EXT PWR DOOR caution displayed on CAS and AC EXT PWR READY advisory illuminated
11. EXT PWR AC switch on EPGDS PNL
— ON, confirm AC EXT PWR ON advisory displayed on CAS.
Note Prior to shutting down the engines AC power must be available in case an engine CRANK procedure is necessary.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 2B-19 Rev. 2
Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
ENGINES AND ROTOR SHUTDOWN 1.
ENG 1 and 2 MODE switches
— Set to IDLE
Note A period of 2 minutes stabilization at IDLE or with NG less than 90% is mandatory. If this is not carried out, refer to ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN see page 3-95. 2.
Fuel PUMP 1 & 2
— OFF, 1 & 2 FUEL PUMP caution message
3.
MFD
— Select PWR PLANT page
4.
ENG 1 and 2 MODE switches
— OFF
CAUTION During shut down note that: • NG speed decelerates freely without abnormal noise or rapid run down • ITT does not rise abnormally. 5.
Rotor Brake
— Below 40% NR select rotor brake lever to BRAKE position, ROTOR BRK ON advisory illuminates. (Recommended between 20% and 40% NR) Confirm no abnormal pressure messages illuminate on brake monitor panel. When rotor has stopped, move lever to OFF.
6.
ECDU press LT
— Select A/COLL OFF and POS LT as required. — Press 5R, CABIN SIGN select OFF — Press FUEL
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7.
Rotor Brake
Section 2B Supplementary Procedures
— If parking with rotor brake required, cycle rotor brake lever from PUMPING LIMIT mark to BRAKE position as necessary to increase pressure to at least 40 BAR, on digital readout, and leave in BRAKE detent.
Note Up to 8 hours of parking pressure are guaranteed before repressurization of the system. 8.
EXT PWR AC
— OFF and disconnect
9.
MAIN BATT and BATT AUX (if available) switches
— OFF
10. BATT MASTER
— OFF
11. Proceed to Post Shut Down Checks on page 2A-40
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Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
ENGINES AND ROTOR SHUTDOWN (APU + DC EXT POWER) 1.
EXT DC PWR source connect
— Confirm DC EXT PWR READY advisory displayed on CAS
2.
EXT PWR DC switch on EPGDS— Confirm DC EXT PWR ON advisory PNL displayed on CAS Note Disregard 1(2) TRU FAIL caution that may momentarily illuminate when DC EXT PWR comes on line.
3.
ENG 1 and 2 MODE switches
— Set to IDLE
Note A period of 2 minutes stabilization at IDLE or with NG less than 90% is mandatory. If this is not carried out, refer to ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN see page 3-95. 4.
MFD
— Select PWR PLANT page
5.
ENG 1 and 2 MODE switches
— OFF
CAUTION During shut down note that: • NG speed decelerates freely without abnormal noise or rapid run down • ITT does not rise abnormally. 6.
Rotor Brake
— Below 40% NR select rotor brake lever to BRAKE position, ROTOR BRK ON advisory illuminates. (Recommended between 20% and 40% NR) Confirm no abnormal pressure messages illuminate on brake monitor panel. When rotor has stopped, move lever to OFF.
7.
FUEL XFEED
— CLSD
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8.
Fuel PUMP 2
Section 2B Supplementary Procedures
— OFF, 2 FUEL PUMP caution message.
Note Fuel PUMP 1 will not switch OFF when APU is running.
9.
ECDU press LT
— Select A/COLL OFF and POS LT as required. — Press 5R, CABIN SIGN select OFF — Press FUEL
10. Rotor Brake
— If parking with rotor brake required, cycle rotor brake lever from PUMPING LIMIT mark to BRAKE position as necessary to increase pressure to at least 40 bar, on digital readout, and leave in BRAKE detent.
Note Up to 8 hours of parking pressure are guaranteed before repressurization of the system. Note Disregard APU GEN FAIL cautions that may momentarily illuminate when APU selected OFF. 11. APU (when engine ITT is under control)
— On APU PNL
12. EXT PWR DC
— OFF and disconnect
13. MAIN BATT and BATT AUX (if available) switches
— OFF
14. BATT MASTER
— OFF (when APU READY light ON).
• Select SEL MODE rotary to OFF • Green STATUS CLDWN caution illuminate during shutdown (approx 70 seconds), APU VALVE OPEN caution illuminates transiently. When shutdown complete READY light illuminates.
15. Proceed to Post Shut Down Checks on page 2A-40 EASA Approved
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Section 2B Supplemetary Procedures
AW189 - RFM Document N° 189G0290X002
SLOPING GROUND OPERATION TAKE-OFF PROCEDURE 1.
PARK BRAKE applied.
2.
Increase collective and move cyclic in a coordinated manner to achieve a lift off.
3.
Establish hover above Take-Off surface.
4.
Take-Off as required.
5.
Release PARK BRAKE as necessary.
LANDING PROCEDURE 1.
Establish hover above landing area.
2.
PARK BRAKE applied, (PARK BRAKE ON advisory message on CAS).
3.
Lower collective to commence vertical descent.
When the wheels contact the ground: 4.
Move cyclic and collective in a coordinated manner to achieve the cyclic centralized as the collective reaches MPOG.
5.
If taxiing required release PARK BRAKE.
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Section 2B Supplementary Procedures
FLIGHT IN SEVERE TURBULENCE 1.
All occupants must be seated with seat belts fastened.
2.
Disengage AFCS upper modes, if engaged
3.
Slow the aircraft to a recommended speed between 80 and 100 KIAS.
4.
Fly a constant attitude. Do not attempt to correct rapidly changing airspeed indications.
5.
Do not make large, rapid collective pitch adjustments.
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Section 3 Table of contents
SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES TABLE OF CONTENTS Page
INTRODUCTION...................................................................................................... 3-1 PROCEDURES LOGIC ....................................................................................................3-1 SAFE OEI FLIGHT............................................................................................................3-2 EMERGENCY LANDING GUIDANCE..............................................................................3-2 USING THE CAS WARNING AND CAUTION SYSTEM ..................................................3-5 MESSAGE FORMAT ........................................................................................................3-6
EMERGENCY PROCEDURES GENERAL................................................................................................................ 3-9 CAS WARNING MESSAGES .................................................................................. 3-9 WARNING PRIORITIES LOGIC .......................................................................................3-9 AURAL WARNING GENERATOR (AWG) TEST PROCEDURE....................................3-10 VOICE MESSAGES........................................................................................................3-10 TABLE OF CAS WARNING MESSAGES.......................................................................3-11
ROTOR UNDER-SPEED ....................................................................................... 3-13 ROTOR-OVERSPEED........................................................................................... 3-14 ENGINE OUT ......................................................................................................... 3-15 ENGINE DRIVE SHAFT FAILURE......................................................................... 3-16 ENGINE IDLE ........................................................................................................ 3-17 ENGINE FAILURE ................................................................................................. 3-18 GENERAL.......................................................................................................................3-18 ENGINE FAILURE RECOGNITION................................................................................3-18 SINGLE ENGINE FAILURE............................................................................................3-18 SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT)....................................................3-19 SINGLE ENGINE FAILURE ON TAKE OFF CATEGORY B ..........................................3-19 SINGLE ENGINE FAILURE DURING CRUISE ..............................................................3-20
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Page SINGLE ENGINE LANDING CATEGORY B.................................................................. 3-20 SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT PROCEDURE ................................................................................................. 3-21 SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE ..................... 3-22 DOUBLE ENGINE FAILURE ......................................................................................... 3-23 ENTRY IN AUTOROTATION......................................................................................... 3-23 AUTOROTATIVE LANDING PROCEDURE ON LAND ................................................. 3-23 AUTOROTATIVE LANDING PROCEDURE ON WATER.............................................. 3-25
ENGINE SHUTDOWN IN EMERGENCY .............................................................. 3-27 APU SHUTDOWN IN EMERGENCY (GROUND/FLIGHT) ................................... 3-28 EMERGENCY GROUND EGRESS....................................................................... 3-29 FIRE....................................................................................................................... 3-30 APU BAY FIRE (GROUND) ........................................................................................... 3-30 APU BAY FIRE (FLIGHT) .............................................................................................. 3-31 ENGINE BAY FIRE (GROUND)) ................................................................................... 3-32 ENGINE BAY FIRE (FLIGHT)........................................................................................ 3-34 BAGGAGE BAY FIRE (FLIGHT).................................................................................... 3-36 BAGGAGE BAY FIRE (GROUND) ................................................................................ 3-37 COCKPIT / CABIN FIRE (GROUND)............................................................................. 3-37 COCKPIT / CABIN FIRE (FLIGHT)................................................................................ 3-38 ENGINE EXHAUST FIRE AFTER SHUTDOWN ........................................................... 3-39 APU EXHAUST FIRE AFTER SHUTDOWN.................................................................. 3-39 ELECTRICAL FIRE/SMOKE (GROUND) ...................................................................... 3-40 ELECTRICAL FIRE/SMOKE (FLIGHT).......................................................................... 3-40 WHEEL BRAKE FIRE .................................................................................................... 3-43
ENGINE SYSTEMS ............................................................................................... 3-44 ENGINE OIL PRESSURE LOW..................................................................................... 3-44 ENGINE EEC FAIL ........................................................................................................ 3-45
TRANSMISSION SYSTEM FAILURES................................................................. 3-46 MAIN GEARBOX................................................................................................... 3-47 MGB OIL PRESSURE LOW .......................................................................................... 3-47 MAIN GEARBOX INPUT OIL PRESSURE .................................................................... 3-48 MGB OIL TEMPERATURE HIGH .................................................................................. 3-48 MAIN ROTOR CONTROLS BINDING ........................................................................... 3-49
TAIL ROTOR SYSTEM FAILURES....................................................................... 3-50 Page 3-ii
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Section 3 Table of contents
Page YAW CONTROL DIAGNOSTICS ..................................................................................3-50 TAIL ROTOR DRIVE FAILURE ......................................................................................3-50 TAIL ROTOR CONTROL SYSTEM FAILURE................................................................3-52 TAIL ROTOR CONTROL BINDING................................................................................3-54
ELECTRICAL SYSTEM......................................................................................... 3-56 TRIPLE AC GENERATOR FAILURE .............................................................................3-56 SERVICES AVAILABLE ON SW BATT BUS 1 AND EMER BUS 1 AND 2....................3-57
LANDING GEAR.................................................................................................... 3-60 LANDING GEAR FAILS TO EXTEND OR FAILS TO LOCK DOWN..............................3-60 EMERGENCY BRAKING................................................................................................3-61
LIGHTNING STRIKE ............................................................................................. 3-62 STATIC PORT OBSTRUCTION ............................................................................ 3-62 EMERGENCY EXITS............................................................................................. 3-63
MALFUNCTION PROCEDURES CAUTION SYSTEM ............................................................................................... 3-67 GENERAL.......................................................................................................................3-67 CAUTIONS WITH VOICE MESSAGES..........................................................................3-67 TABLE OF CAS CAUTION MESSAGGES .....................................................................3-67 TABLE OF PFD AND MFD MESSAGES........................................................................3-74
ENGINE MALFUNCTIONS.................................................................................... 3-78 COMPRESSOR STALL ..................................................................................................3-78 COMPRESSOR STALL PROCEDURE ..........................................................................3-79 UNUSUAL ENGINE NOISE............................................................................................3-80 ENGINE LIMIT EXCEEDANCE ......................................................................................3-80 ENGINE OIL FILTER ......................................................................................................3-81 ENGINE OIL TEMPERATURE .......................................................................................3-82 ENGINE OIL PRESSURE HIGH.....................................................................................3-83 ENGINE OIL CHIP DETECTOR .....................................................................................3-84 ENGINE FIRE DETECTOR SYSTEM ............................................................................3-85 ENGINE FIRE BOTTLE LOW PRESSURE ....................................................................3-85 ENGINE POWER LIMITED ............................................................................................3-86 ENGINE SLOW RESPONSE.........................................................................................3-86 ENGINE PANEL FAILURE .............................................................................................3-87 ENGINE POWER TURBINE OVERSPEED ...................................................................3-88
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Page ENGINE ELECTRONIC CONTROL UNIT OVERHEAT ................................................ 3-89 EECU LOSS OF REDUNDANCY .................................................................................. 3-89 DEGRADATION OF ENGINE CONTROL FUNCTIONS ............................................... 3-90 ENGINE ELECTRONIC CONTROL UNIT DEGRADED................................................ 3-90 ENGINE HOT START .................................................................................................... 3-91 ENGINE POWER TURBINE OVERSPEED SYSTEM FAILURE................................... 3-92 ENGINE FUEL FILTER BY-PASS ................................................................................. 3-93 ENGINE ANTI ICING CAUTION .................................................................................... 3-93 AIR INTAKE HEATER FAILURE ................................................................................... 3-94 ENGINE ANTI ICING SELECTED OFF ......................................................................... 3-94
ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN ............ 3-95 ON GROUND................................................................................................................. 3-95
SINGLE ENGINE PROCEDURE .......................................................................... 3-97 ENGINE RESTART IN FLIGHT PROCEDURE ..................................................... 3-99 ENGINE NG MISCOMPARE ...................................................................................... 3-102 ENGINE ANALOGUE SENSOR FAILURE .................................................................. 3-103
APU MALFUNCTIONS........................................................................................ 3-104 APU RESET PROCEDURE......................................................................................... 3-104 APU FAIL MESSAGE ON APU PANEL....................................................................... 3-104 APU FAILURE.............................................................................................................. 3-105 APU OIL CHIP DETECTOR......................................................................................... 3-106 APU DEGRADED ........................................................................................................ 3-107 APU FIRE BOTTLE PRESSURE LOW........................................................................ 3-107 APU FIRE DETECTOR SYSTEM FAILURE................................................................ 3-108 APU FUEL FILTER BLOCKED .................................................................................... 3-108 APU OIL LEVEL LOW.................................................................................................. 3-109 APU OIL PRESSURE LOW ......................................................................................... 3-109 APU FUEL VALVE OPEN............................................................................................ 3-110
DRIVE SYSTEM ...................................................................................................3-111 MAIN GEARBOX OVERTORQUE............................................................................... 3-111 TRANSMISSION CHIP DETECTOR ........................................................................... 3-112 MAIN GEARBOX OIL LOW ......................................................................................... 3-113 MAIN GEARBOX INPUT BEARING TEMPERATURE ................................................ 3-113 MAIN GEARBOX INPUT OIL PRESSURE .................................................................. 3-114 REMOVED ................................................................................................................... 3-116 INTERMEDIATE OR TAIL GEARBOX OIL LOW......................................................... 3-117 INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH........................................... 3-117 TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH................................................ 3-118 Page 3-iv
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Section 3 Table of contents
Page GEARBOX CHIP DETECT UNIT MALFUNCTION.......................................................3-118 TRANSMISSION CHIP DETECTOR SENSOR FAILURE............................................3-119
FUEL SYSTEM .................................................................................................... 3-121 FUEL LOW....................................................................................................................3-121 FUEL PRESSURE 1 LOW...........................................................................................3-122 FUEL PRESSURE 2 LOW...........................................................................................3-123 DOUBLE FUEL PUMP FAILURE .................................................................................3-124 ABNORMAL FUEL CONSUMPTION............................................................................3-125 FUEL LOW SENSOR FAILURE ...................................................................................3-125 PRESSURE REFUELLING VALVE OPEN...................................................................3-125 FUEL PROBE FAILURE ...............................................................................................3-126
HYDRAULIC SYSTEM ........................................................................................ 3-127 HYDRAULIC PRESSURE LOW ...................................................................................3-127 NORMAL LANDING GEAR PRESSURE LOW ...........................................................3-128 EMERGENCY LANDING GEAR PRESSURE LOW.....................................................3-128 HYDRAULIC FLUID OVERHEATING...........................................................................3-129 HYDRAULIC FLUID LEVEL LOW ................................................................................3-131 HYDRAULIC PUMP 1, 2 OR 4 FAILURE .....................................................................3-132 MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO.......................................3-133 LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS) .........................................3-134 LANDING GEAR FAILS TO RETRACT (GREEN LIGHTS)..........................................3-136 NOSE WHEEL UNLOCKED (IN FLIGHT) ....................................................................3-137 PARK BRAKE MALFUNCTION ....................................................................................3-138 PARK BRAKE ON.........................................................................................................3-138 ROTOR BRAKE FAIL ...................................................................................................3-139 ROTOR BRAKE PRESSURE LIGHTS ON ROTOR BRAKE MONITOR PANEL.........3-140
ELECTRICAL....................................................................................................... 3-141 ECDU CIRCUIT BREAKER RESET PROCEDURE .....................................................3-141 DOUBLE AC GENERATOR FAILURE .........................................................................3-142 SINGLE AC GENERATOR FAILURE...........................................................................3-143 AC GENERATOR OVERHEAT ....................................................................................3-144 AC GENERATOR GCU FAILURE ................................................................................3-145 TRANSFORMER RECTIFIER UNIT 1 AND/OR DC POWER DISTRIBUTION PANEL 1 FAILURE .......................................................................................................3-146 TRANSFORMER RECTIFIER UNIT 2 AND/OR DC POWER DISTRIBUTION PANEL 2 FAILURE .......................................................................................................3-148 SINGLE TRU OVERHEAT............................................................................................3-150 SERVICES LOST FOR EMER BUS 1 AND 2 FAILURES............................................3-151 SERVICES LOST FOR DC ESS BUS 1 & 2 FAILURE ................................................3-152
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Page SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1, 2,3,4 FAILURE ......................................................................................................... 3-153 MAIN BATTERY OFF ................................................................................................. 3-154 AUXILIARY BATTERY (IF INSTALLED)...................................................................... 3-154 APU GENERATOR FAILURE ..................................................................................... 3-155 EMERGENCY BUS 1 FAILURE .................................................................................. 3-155 EMERGENCY BUS 2 FAILURE .................................................................................. 3-156 APU TRU CAUTION .................................................................................................... 3-156 APU GENERATOR OVERLOAD ................................................................................. 3-157 APU TRANSFORMER RECTIFIER UNIT HOT ........................................................... 3-157 MAIN BATTERY OVERHEAT...................................................................................... 3-158 AUXILIARY BATTERY OVERHEAT (IF INSTALLED)................................................. 3-158 ELECTRICAL CONTROL DISPLAY UNIT DEGRADED ............................................. 3-159 ELECTRICAL CONTROL DISPLAY UNIT FAILURE................................................... 3-160
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) .......................................... 3-161 GENERAL .................................................................................................................... 3-161 AUTOPILOT FAIL ........................................................................................................ 3-162 AUTOPILOT OFF......................................................................................................... 3-163 PITCH AUTOPILOT FAILURE..................................................................................... 3-164 ROLL AUTOPILOT FAILURE ...................................................................................... 3-164 YAW AUTOPILOT FAILURE ....................................................................................... 3-165 ATTITUDE SYSTEM OFF............................................................................................ 3-165 PITCH TRIM FAILURE ................................................................................................ 3-166 ROLL TRIM FAILURE.................................................................................................. 3-167 YAW TRIM FAILURE ................................................................................................... 3-168 COLLECTIVE TRIM FAILURE..................................................................................... 3-169 TRIM FAIL.................................................................................................................... 3-170 MISTRIM ...................................................................................................................... 3-171 AFCS DEGRADED ...................................................................................................... 3-171 AFCS TEST FAILURE ................................................................................................. 3-172 AFCS TEST PARTIALLY COMPLETED...................................................................... 3-172 AUTOPILOT CHANNEL FAILURE .............................................................................. 3-173 AUTOPILOT CAS FAILURE ........................................................................................ 3-173 AUTOPILOT-AHRS FAILURE ..................................................................................... 3-174 AUTOPILOT HOT ........................................................................................................ 3-174 AFCS PANEL FAILURE............................................................................................... 3-175 AFCS OSCILLATORY MALFUNCTION ...................................................................... 3-175 CYCLIC FORCE TRIM FAIL OR OFF ......................................................................... 3-176 CYCLIC FORCE TRIM RELEASE FAILURE............................................................... 3-176 COLLECTIVE FORCE TRIM FAIL OR OFF ................................................................ 3-176 COLLECTIVE FORCE TRIM RELEASE FAILURE...................................................... 3-176 Page 3-vi
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Section 3 Table of contents
Page PEDALS FORCE TRIM FAIL OR OFF .........................................................................3-177 PEDALS FORCE TRIM RELEASE FAILURE...............................................................3-177 AFCS COMBINED FAILURES .....................................................................................3-177
DISPLAY UNIT MALFUNCTIONS....................................................................... 3-178 PRIMARY AND MULTIFUNCTIONAL FLIGHT DISPLAY UNIT FAILURE...................3-178
ICE PROTECTION............................................................................................... 3-180 PITOT HEATER OFF....................................................................................................3-180
ENVIRONMENTAL CONTROL SYSTEM............................................................ 3-181 VENT FAN FAILURE ....................................................................................................3-181 HEATER SYSTEM FAILURE ......................................................................................3-182 NOSE AVIONIC FAN FAILURE....................................................................................3-182
AVIONICS ............................................................................................................ 3-183 AHRS FAILURE............................................................................................................3-183 ADS FAILURE ..............................................................................................................3-184 AURAL WARNING SYSTEM FAILURE........................................................................3-185 AVIONIC FAULT...........................................................................................................3-186 AMMC DEGRADED......................................................................................................3-186 AMMC FAILURE...........................................................................................................3-187 AMMS CONFIGURATION FAILURE............................................................................3-188 FLIGHT DATA RECORDER FAILURE.........................................................................3-188 COCKPIT VOICE RECORDER FAILURE ....................................................................3-189 GPS FAIL .....................................................................................................................3-190 DOUBLE GPS FAIL ......................................................................................................3-190 FMS/GPS MISCOMPARE ............................................................................................3-191 FMS/GPS MISCOMPARE UNAVAILABLE...................................................................3-192
MISCELLANEOUS .............................................................................................. 3-193 WEIGHT ON WHEELS SWITCH FAILURE..................................................................3-193 AUDIO SYSTEM FAILURE...........................................................................................3-194 SENSOR DORMANT FAILURE ...................................................................................3-195 COCKPIT DOOR OPEN ...............................................................................................3-195 CABIN DOOR OPEN ....................................................................................................3-196 BAGGAGE BAY DOOR OPEN.....................................................................................3-196 NOSE DOOR OPEN.....................................................................................................3-197 DC EXTERNAL POWER SOCKET DOOR OPEN .......................................................3-197 AC EXTERNAL POWER SOCKET DOOR OPEN........................................................3-198 LANDING GEAR RETRACTED....................................................................................3-198 AIRCRAFT NEVER EXCEED SPEED..........................................................................3-199
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Page
PFD AND MFD MESSAGES............................................................................... 3-201 CAS WARNING MESSAGE LIST DISCREPANCY ..................................................... 3-201 ATTITUDE DISPLAY FAILURE ................................................................................... 3-202 HEADING DISPLAY FAILURE .................................................................................... 3-203 DOUBLE RAD ALT FAILURE ...................................................................................... 3-204 SINGLE RAD ALT FAILURE........................................................................................ 3-205 ADS FAILURE.............................................................................................................. 3-206 MAGNETIC VARIATION INVALID............................................................................... 3-207 OAT SENSOR FAILURE ............................................................................................. 3-207 CH NC MESSAGE ON PI INDICATOR ....................................................................... 3-207 DU MON MESSAGE ON PFD ONLY .......................................................................... 3-208 DU MON MESSAGE ON PFD AND MFD ................................................................... 3-209 DISPLAY UNIT MESSAGES ‘CHECK PFD’ ................................................................ 3-210 DISPLAY UNIT MESSAGES “REV” AND “DU FAN” ................................................... 3-211 5 MINUTE MESSAGE FOR AEO CONDITIONS......................................................... 3-212 2.5 MINUTE MESSAGE FOR OEI CONDITIONS ....................................................... 3-213 30 SECOND COUNTDOWN OEI TORQUE ............................................................... 3-214 ENGINE STATE INDICATION ON PFD AND MFD ..................................................... 3-215 FAILURE OF NF DISPLAY .......................................................................................... 3-215 NR MISCOMPARE MESSAGE.................................................................................... 3-216 AHRS MISCOMPARE.................................................................................................. 3-217 ADS MISCOMPARE .................................................................................................... 3-217 RAD ALT MISCOMPARE ............................................................................................ 3-218 DECISION HEIGHT CAPTION .................................................................................... 3-218 LOW HEIGHT PROTECTION...................................................................................... 3-219 HEIGHT LOSS ............................................................................................................. 3-219 POWER LIMIT ............................................................................................................ 3-220 POWER LOSS ............................................................................................................. 3-220 FLIGHT CONTROL SYSTEM LINK FAILURE............................................................. 3-221 OAT SENSOR MISCOMPARE .................................................................................... 3-221 DISPLAY CONTROL PANEL FAILURE ...................................................................... 3-222 CAS CAUTION MESSAGE LIST DISCREPANCY ...................................................... 3-223 LOC/GS MISCOMPARE .............................................................................................. 3-224 LG/VG MISCOMPARE................................................................................................. 3-224 LOSS OF GLIDESLOPE OR VOR DATA .................................................................... 3-225 FMS MESSAGES ON PFD.......................................................................................... 3-226
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Section 3 Table of contents
LIST OF FIGURES Figure Figure 3-1 Figure 3-2 Figure 3-3 Figure 3-4
Page Crew Alerting System Layout (PFD Page) ......................................................3-3 Crew Alerting System MWL and MCL Location, Display Unit Numbering.......3-4 External Markings and Placards ...................................................................3-63 Internal Markings and Placards ....................................................................3-64
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Section 3 Emergency and Malfunction Procedures
SECTION 3 EMERGENCY AND MALFUNCTION PROCEDURES INTRODUCTION This section contains the procedures that must be performed in the event of an emergency or malfunction. These procedures are based on experience acquired in the operation of helicopters, in general, and on flight tests conducted on this particular helicopter type. The procedures used in each actual emergency or malfunction must result from consideration of the complete situation. In the case of multiple emergencies/malfunctions or in the unlikely event of a double system failure then the pilot must first consult the procedures for the failured systems and then, taking into consideration the overall aircraft situation, the resolution of the malfunctions must be decided by the pilot and may require a departure from normal corrective procedures detailed in this section. All corrective action procedures listed herein assume the pilot gives first priority to aircraft control and safe flight path. PROCEDURES LOGIC The majority of the Emergency and Malfunction procedures that follow are presented in the form of logic trees (flow charts). These flow charts have been formulated based on analysis and test of the cockpit indications that would be available to the flight crew following the failures/malfunctions that are included in this section. For complex failures/malfunctions, cockpit indications coupled with the answers to “Yes/No“ type questions (as indicated on the charts utilizing a decision symbol
) should enable the flight crew to analyse the type
of failure/malfunction that has occurred, the branch of the ”tree” that should be followed and the corrective action that should be taken. In order to analyse some types of failures/malfunctions, answers to “+“, “IF“, “AND“ and “OR“ statements may be required. In these cases, the statements are presented in italic text (“+“, “IF“, “AND“, “OR“), as an attention getting device. It is stressed that attention should be paid to this symbology to avoid a mistake in the emergency/malfunction analysis and subsequent incorrect crew action. Required flow chart crew actions are proceeded by “-”.
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AW189 - RFM Document N° 189G0290X002
SAFE OEI FLIGHT In general safe OEI flight is defined to mean (1) a sustainable airspeed of not less than 50 KIAS, (2) the ability to obtain a positive rate of climb at acceptable power levels and (3) an altitude which provides sufficient clearance from the ground/obstacles so that required manoeuvring can be reasonably achieved. At crew discretion, other procedural checks/actions may be carried out while these conditions are being established. EMERGENCY LANDING GUIDANCE Throughout this Section, three terms are used to indicate the degree of urgency with which a landing must be effected. In cases where extremely hazardous landing conditions exist such as dense bush, heavy seas or mountainous terrain, the final decision as to the urgency of landing must be made by the pilot. Land immediately:
Land at once, even if for example this means ditching or landing in trees. The consequences of continued flight are likely to be more hazardous than those of landing at a site normally considered unsuitable.
Land as soon as possible:
Do not continue flight for longer than is necessary to achieve a safe and unhurried landing at the nearest site.
Land as soon as practicable:
Land at the nearest aviation location or, if there is none reasonably close, at a safe landing site selected for subsequent convenience.
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
(MGB OIL PRESSURE warning, 1 ENG OIL TEMP caution not acknowledged, 1 FUEL LOW FAIL caution, FUEL XFEED advisory active in CAS window) ICN-89-A-153000-A-A0126-04117-A-001-01
Figure 3-1 Crew Alerting System Layout (PFD Page) EASA Approved
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AW189 - RFM Document N° 189G0290X002
COPILOT MWL and MCL
DISPLAY UNIT 1
PILOT MWL and MCL
DISPLAY UNIT 2
DISPLAY UNIT 3
DISPLAY UNIT 4
ICN-89-A-153000-A-A0126-04118-A-001-01
Figure 3-2 Crew Alerting System MWL and MCL Location, Display Unit Numbering Page 3-4 Rev. 1
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Section 3 Emergency and Malfunction Procedures
CREW ALERTING SYSTEM (CAS) The CAS is a dedicated window on the Primary Flight Display (PFD). Many of the emergencies described in this section are indicated by the illumination of red CAS warnings with the red Master Warning Light (MWL), while the malfunctions are indicated by an amber CAS cautions with the amber Master Caution Light (MCL). The red warnings are accompanied by a voice warning and in some cases an audio tone and can be acknowledged by pressing the MWL or the CAS RST button on the collective grip. The amber Master Caution Light can be acknowledged by pressing the MCL or the CAS RST button on the collective grip. Green advisory and white status messages are also presented on the CAS system but the display of the messages uses the following prioritization: Priority 1: Warnings (red) Priority 2: Cautions (amber) Priority 3: Advisories (green) Priority 4: Status messages (white) USING THE CAS WARNING AND CAUTION SYSTEM Whenever a warning or caution illuminates, appropriate actions should be taken to deal with the indicated emergency or malfunction. The MWL and/or the MCL must be cancelled when convenient, to reset the light for possible future warnings or cautions. In this section, the following convention is used:
A WARNING
—A CAS RED WARNING
A CAUTION
—A CAS AMBER CAUTION
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
MESSAGE FORMAT Similar Caution/Warning messages seen on the CAS are combined within a single message. For example “1-2” is embedded in the same line of message without the need to have two separate messages as shown below: 1-2 PITOT HEAT OFF
represents the combined CAS caution displayed when 1 PITOT HEAT OFF and 2 PITOT HEAT OFF cautions are present consecutively.
For this manual, use of the caption notation 1(2) 1(2) PITOT HEAT OFF PITOT HEAT OFF (for example) is to indicate captions that can apply to more than one component. 1 PITOT HEAT OFF
This notation therefore indicates that a failure involving No. 1 pitot heat system would be displayed as 1 PITOT HEAT OFF and a failure
2 PITOT HEAT OFF
involving No. 2 pitot heat system would be displayed as 2 PITOT HEAT OFF. Note
In the event of a ‘1-2 XXXXXX’ caution the ‘1(2) XXXXXX’ page in this section of the RFM should be consulted and after consideration of the type of failure, the procedures indicated and aircraft conditions the pilot action must be decided.
Page 3-6
Issue 1
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
EMERGENCY PROCEDURES
EASA Approved
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Issue 1
Page 3-7
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 3-8
Issue 1
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
GENERAL The following Emergency Procedures are concerned with forseeable but unusual situations in which immediate and precise crew actions, as indicated by the actions in bold and boxed, will substantially reduce the risk to the helicopter and personnel.
CAS WARNING MESSAGES An active Warning message is displayed as white text on red background at the top of the CAS list, until it is acknowledged with the MWL or the CAS RST button on the collective grip. Then it changes to red text on a black background and the MWL is disactivated. Warning messages cannot be scrolled off the CAS display area. The Warning message remains until the cause of the warning is corrected. The “Table of CAS Warning Messages” on page 11, gives the Master Warning captions, the voice warnings and the corresponding failure. WARNING PRIORITIES LOGIC The audio tone and voice warning system priorities are as follows: 1.
“ROTOR LOW“
2.
“ENGINE OUT“
3.
“ENGINE FIRE”
4.
“APU FIRE”
5.
“ROTOR HIGH”
6.
“ENGINE IDLE”
7.
“WARNING“
8.
“AUTOPILOT”
9.
“AIRSPEED“
10. “LOW SPEED” 11. “LANDING GEAR“ 12. “150 FEET“ 13. “ALTITUDE” 14. “DECISION HEIGHT” EASA Approved
FOR TRAINING ONLY
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Page 3-9 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
The system logic will cause a high priority message to interleave with a lower priority message. AURAL WARNING GENERATOR (AWG) TEST PROCEDURE Select ECDU TEST page and select one of the following — AWG SHORT TEST button - “AURAL SYSTEM TEST” aural message is generated —
AWG LONG TEST button, all messages and tones are generated in specific priority order
VOICE MESSAGES 1.
“AUTOPILOT”
— Associated with AP caution messages for the loss of an AP channel.
2.
“AIRSPEED, AIRSPEED“
— Vne speed exceeded.
3.
“LOW SPEED, LOW SPEED”
— AFCS upper modes automatic dis-engagement due to airspeed reducing to below 38 KIAS
4.
“150 FEET”
— Aircraft at less than 150 ft RAD ALT height
5.
“ALTITUDE, ALTITUDE”
— Altitude deviation in ALT or RHT mode exceeded: ALT Mode RHT Mode 20 ft 50 ft 100 ft 150 ft 200 ft 250 ft 500 ft 1500 ft 2000 ft
Page 3-10 Rev. 2
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FOR TRAINING ONLY
± 150 ft Error ± 10 ft ± 15 ft ± 23 ft ± 30 ft ± 34 ft ± 37 ft ± 55 ft ± 125 ft ± 160 ft
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
TABLE OF CAS WARNING MESSAGES CAS Caption ROTOR LOW
Voice Warning ROTOR LOW
Audio Tone Tone
Page 3-13 (Message not presented on ground with both engines OFF or at IDLE) 1(2) ENG OUT
ENGINE 1(2) OUT
Tone
Page 3-15/3-27
Failure/System State Rotor speed below 98% (Power ON AEO), Rotor speed below 90% (Power ON OEI), Rotor speed below 95% (Power OFF). Engine NG below 50% or NG rate of change outside predetermined limits.
(Message not presented on ground with both engines OFF or during start) 1(2) ENG FIRE
ENGINE 1(2) FIRE
Tone
Engine bay high temperature, fire or hot gas leak
ROTOR HIGH
Tone
Rotor speed above 105% (Power ON AEO and OEI) Rotor speed above 110% (Power OFF)
ENGINE
None
Associated engine at IDLE and collective being raised (Triggered on ground only)
WARNING
None
Automatic reversion of associated engine to fixed engine power
WARNING
None
Low pressure in MGB lubricating systems (less than 3.1 bar)
Page 3-32 ROTOR HIGH Page 3-14 1(2) ENG IDLE
1(2) IDLE
Page 3-17 1(2) ENG GOV LOSS
Page 3-45 MGB OIL PRESS Page 3-47 (Message not presented on ground with both engines OFF or with NR less than 75% and oil pressure greater than 2.2 bar) MGB OIL TEMP
WARNING
None
Page 3-48
EASA Approved
FOR TRAINING ONLY
Overheating MGB lubricating system (greater than 114 °C)
Issue 1
Page 3-11 Rev. 2
Section 3 Emergency and Malfunction Procedures
CAS Caption 1(2) ENG OIL P LOW
AW189 - RFM Document N° 189G0290X002
Voice Warning WARNING
Audio Tone None
Page 3-44
Failure/System State Low oil pressure in associated engine (less than 1.4 bar)
(Message not presented on ground with both engines OFF, during start or when ENG OUT) ELEC FAIL
WARNING
None
Failure of both generators and APU generator
WARNING
None
APU Bay high temperature, fire or hot gas leak
WARNING
None
Smoke detected in baggage bay
Page 3-56 APU FIRE Page 3-30/3-31 BAG FIRE Page 3-36
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ROTOR UNDER-SPEED
ROTOR LOW
+ Audio Tone and Voice Warning ‘ROTOR LOW’
Rotor RPM below limit
1.
Collective
— Lower to increase rotor speed
Tone and ROTOR LOW below 98% Power ON below 90% Power ON below 95% Power OFF
Refer to engine Emergency and Malfunction drills if relevant
EASA Approved
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Page 3-13 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ROTOR-OVERSPEED
ROTOR HIGH
+ Audio Tone and Voice Warning ‘ROTOR HIGH’
Rotor RPM above limit
1.
Collective
— Raise to decrease rotor speed
Tone and ROTOR HIGH above 105% Power ON or OEI above 110% Power OFF
Refer to engine Emergency and Malfunction drills if relevant
Page 3-14 Rev. 2
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FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE OUT 1(2) ENG OUT
+ Audio Tone and Voice Warning ‘ENGINE 1(2) OUT’
Affected eng NG less than 50% or rate of change outside predetermined limits
1.
Flight condition
— Safe OEI
2.
APU
— Start
3.
Land as soon as practicable
4.
Refer to Single Engine Procedure page 3-97
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Page 3-15 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE DRIVE SHAFT FAILURE Rapid decrease in affected TQ to 0% with affected NF above NR possible
1(2) ENG OVSPD
1.
Flight condition
— Safe OEI
2.
APU
— Start
3.
Land as soon as practicable
4.
Carry out ENGINE SHUTDOWN IN EMERGENCY procedure page 3-27
5.
Refer to Single Engine Procedure page 3-97
Note Following engine drive shaft failure, NF may overspeed and reach the NF overspeed trip point (119%).
Page 3-16 Rev. 2
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE IDLE 1(2) ENG IDLE
+ Voice Warning ‘ENGINE 1(2) IDLE’
(Warning triggered only with aircraft on ground)
Take Off commenced with associated engine at IDLE or Associated engine MODE switch at IDLE and collective not fully down
1.
Reduce collective to MPOG
2.
Select enge MODE switch to FLT before Take-Off
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Page 3-17 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE FAILURE GENERAL In the event of partial or complete power failure, establishing a safe flight condition is the prime consideration, until the cause of the failure can be analysed. Care should be taken in confirming the failed engine prior to commencing engine shutdown as given in the ENGINE SHUTDOWN IN EMERGENCY procedure Page 3-27. ENGINE FAILURE RECOGNITION The following cues will be available to the crew following a single or multiple engine failure: — Noticeable right sideslip (helicopter nose swinging to the left) — Illumination of the CAS Warning 1(2) ENG OUT caption. — An audible tone and an ”ENGINE 1(2) OUT” voice warning. — The failed engine PI/TQ will split significantly from the operational engine. — Dependent on collective position at the time of the failure, a drop in rotor speed (NR) may occur. SINGLE ENGINE FAILURE A single engine failure will result in an increase in PI/TQ on the live engine. Depending on collective position and airspeed at the time of the failure, a drop in rotor speed (NR) may occur requiring a collective adjustment in order to maintain rotor speed within the Power On range. If the execution of the ENGINE FAILURE procedure has resulted in shutting down the engine, consider analyzing the cause of the failure with a view toward re-starting the engine. Refer to Single Engine Procedure on page 3-97. OEI MCP LIM Function During single engine flight the OEI LIM SEL pushbutton, on the collective, when pressed (green advisory OEI MCP LIM on CAS) will assist the pilot to not exceed the engine/transmission continous OEI rating (135%) unless the Rotor Droop threshold is encountered first.
Page 3-18 Rev. 2
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT) 1.
Collective
— Maintain collective setting or lower collective slightly if required to establish descent.
2.
Touchdown
— Increase collective to cushion landing as touchdown becomes imminent
3.
Landing
— After touchdown, centralize cyclic and simultaneously reduce collective to minimum. Apply wheel brakes as required.
SINGLE ENGINE FAILURE ON TAKE OFF CATEGORY B If gross weight and flight path permit, takeoff and climb out may be continued. For a rejected take off carry out the following: 1.
Collective
— Reduce as necessary to maintain rotor RPM if altitude permits.
2.
Cyclic
— Make a partial flare to reduce ground speed. Limit flare to 15° when close to the ground.
3.
Collective
— Apply to cushion touchdown.
4.
Landing
— After touchdown centralize cyclic and simultaneously reduce collective to minimum.
5.
Brakes
— Apply wheel brakes to minimize ground roll.
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Page 3-19
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
SINGLE ENGINE FAILURE DURING CRUISE 1.
Collective
— Adjust as necessary to maintain rotor RPM and PI within limits.
2.
Cyclic
— Establish Safe OEI flight.
3.
Collective
— Re-adjust collective to minimize altitude loss.
4.
APU
— Start APU
5.
Engine
— Carry out ENGINE SHUTDOWN IN EMERGENCY procedure page 3-27.
6.
Refer to SINGLE ENGINE PROCEDURE page 3-97.
SINGLE ENGINE LANDING CATEGORY B 1.
Landing direction
— Orientate the aircraft for an approach into the prevailing wind
2.
Initial point
— During the approach, reduce airspeed gradually to arrive at a point 200 ft above touchdown point with a rate of descent of no more than 500 fpm. Initiate a deceleration to achieve 40 KIAS at 50 ft. At 50 ft rotate nose up to a maximum of 20° to decelerate.
3.
Collective
— Continue deceleration to running touchdown or hover. Use collective to cushion touchdown. Maximum nose up attitude on touchdown 15°.
4.
Landing
— After touchdown, centralize cyclic and reduce collective to minimum.
5.
Braking
— Apply wheel brakes, as required.
Page 3-20
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT PROCEDURE A safe vertical reject is assured if the maximum gross weight is at or below that defined in the WAT Safe Vertical Reject charts Figure 4-19 to Figure 422 for the ambient conditions. The procedure for the vertical reject is the following: 1.
Collective
— On engine failure recognition adjust collective setting to initiate descent and to achieve a minimum NR of 100%.
2.
Descent
— Descend vertically with a minimum NR of 100%.
3.
Touchdown
— Increase collective to cushion landing as touchdown becomes imminent allowing the rotor to droop to a minimum of 85% NR
4.
Landing
— After touchdown, centralize cyclic and simultaneously reduce collective to minimum. Apply wheel brakes as required.
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Page 3-21 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY PROCEDURE The hover flyaway height loss defined in Section 4 Figure 4-23 to Figure 4-25 and Tables Figure 4-26 to Figure 4-33 assume the following flyaway procedure is followed: 1.
Collective/Cyclic control
— Rotate nose down to an attitude of -12°. Adjust collective to droop the NR to a minimum of 90% NR to accelerate to 20 kts groundspeed.
2.
Acceleration
— On achieving 20 kts raise nose to an attitude of 5° nose up and accelerate to VFASS (50 KIAS). Recover NR to 102% using up to 2.5 min power range as required.
3.
At VFASS
— When the aircraft has achieved VFASS (50 KIAS) continue climb accelerating to Vy.
Note The height loss indicated on chart Figure 4-23 to Figure 4-33, for ambient condition and aircraft weight, guarantees that VFASS (50 KIAS) will be achieved and a subsequent minimum Rate Of Climb of 150 fpm at Vy is assured.
Page 3-22 Rev. 1
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
DOUBLE ENGINE FAILURE A sequential or simultaneous failure of both engines will require entry into autorotation. ENTRY IN AUTOROTATION Depending on collective and airspeed at the time, a simultaneous engine failure will result in a large and very rapid drop in rotor speed (NR) requiring a large and rapid collective adjustment in order to recover and maintain rotor speed within the Power Off range. It is imperative that these adjustment be made quickly and decisively. If the failure occurs at considerable height above ground level (AGL), it is possible that sufficient time will be available for attempting an engine re-start (assuming that the cause of the failure can be rapidly analysed). Assuming an average autorotative sink rate of 3000 ft per minute, a minimum AGL height of 5000 to 6000 ft would be required to provide sufficient time to complete APU and engine procedures. If time and conditions permits and no attempt to restart is made, carry out the ENGINE SHUTDOWN IN EMERGENCY procedure Page 3-27 while the helicopter is manoeuvred toward the landing area. If sufficient additional time is available to make an engine re-start feasible, use the ENGINE RESTART IN FLIGHT procedure Page 3-99. AUTOROTATIVE LANDING PROCEDURE ON LAND The procedure which follows outlines the steps required to execute a successful autorotation landing, time permitting, consult the appropriate Emergency Procedure for the additional steps required to deal with a specific type failure. 1.
Collective
— Reduce to enter autorotation.
2.
Cyclic
— Adjust to obtain autorotation at between 70 KIAS and 100 KIAS (Best Glide speed).
3.
Collective
— Adjust to obtain up to110% NR.
4.
APU
— Start
5.
Landing gear
— Extend.
6.
Landing site
— Select and manoeuvre into wind.
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
7.
Briefing
— Cabin crew and occupants.
8.
Radar altimeter
— Verify working.
9.
Distress procedure
— Broadcast Mayday (time permitting).
10. Flare
— At approximately 200 ft AGL, initiate a cyclic flare with an attitude change of 15° nose-up.
11. Cyclic /Collective
— At approximately 35 ft AGL, reduce pitch attitude to 10° noseu p a nd apply collective, as required, to achieve touchdown a t a ppro x imatel y 300 ft per minute or less.
12. Wheel brakes
— Apply as required. Note
When on ground consider using the nose wheel steering and/or differential braking. 13. Shutdown
Page 3-24
Issue 1
— Execute the EMERGENCY GROUND EGRESS procedure page 3-29.
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AUTOROTATIVE LANDING PROCEDURE ON WATER The procedure which follows outlines the fundamental steps required to execute a successful emergency water landing. Time permitting, consult the appropriate Emergency procedure for the additional steps required to deal with the specific type failure that prompted the decision to proceed with the emergency water landing process.
WARNING As considerable error can result from estimation of height over water, the radar altimeter should be used for height cues during descent.
CAUTION At high touchdown speeds, the rotorcraft may roll and turn to the left after touchdown due to gyroscopic effects if the aircraft is allowed to pitch down rapidly. This will require pilot corrective action. 1.
Collective
— Reduce to enter autorotation.
2.
Cyclic
— Adjust to obtain autorotation speed between 70 KIAS and 100 KIAS (Best Glide speed).
3.
Collective
— Adjust to obtain up to110% NR.
4.
APU
— Start
5.
Landing gear
— Confirm UP.
CAUTION If the landing gear cannot be retracted, landing on the water with minimum forward speed is recommended. 6.
Landing direction
— Select and manoeuvre into wind.
7.
Briefing
— Cabin crew and occupants.
8.
Radar altimeter
— Verify working.
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Issue 1
Page 3-25
Section 3 Emergency and Malfunction Procedures
9.
Windscreen wipers
AW189 - RFM Document N° 189G0290X002
— Select FAST.
10. Distress procedure
— Broadcast Mayday (time permitting).
11. Flare
— At approximately 200 ft AGL, initiate a cyclic flare with an attitude change of 15° nose-up.
12. Cyclic/Collective
— At approximately 35 ft AGL, reduce pitch attitude to 10° noseu p a nd apply collective, as required, to achieve touchdown a t a ppro x imatel y 300 ft per minute (fpm) or less.
13. Landing
— Dependent on sea state, prevailing winds and current, approach into oncoming waves, or at 45° offset.
14. Evacuation
— Evacuate the aircraft, with survival equipment.
Page 3-26
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE SHUTDOWN IN EMERGENCY On the affected engine, carry out the following shut down procedures: 1.
ENG FIRE EXT guard
— Confirm, lift and press
2.
ENG MODE switch
— Confirm and OFF
3.
FUEL ENG SOV (ECDU)
— Confirm and CLSD
4.
XFEED (ECDU)
— CLSD, unless required for crossfeed
5.
FUEL PUMP (ECDU)
— OFF, unless required for crossfeed Note
1 FUEL PUMP will not select OFF, if APU running, or will be automatically selected ON if APU started.
6.
Fuel contents
— Monitor, required
use
crossfeed
7.
HEATER
— Select as required
as
Note If there is evidence of combustion after engine shutdown carry out a dry motoring procedure Page 2A-12, as required to extinguish any possible fire.
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Page 3-27 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
APU SHUTDOWN IN EMERGENCY (GROUND/FLIGHT) If it is necessary to shut down the APU in emergency, without the automatic 1 minute cooling period, carry out the following procedure: 1.
APU FIRE EXT guard
— Lift and press
2.
APU SEL MODE
— OFF
3.
BATT MASTER switch
— OFF
Page 3-28 Rev. 2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
EMERGENCY GROUND EGRESS In the event of an emergency egress or emergency/crash landing, priority must be given to ensuring that personnel are evacuated safely at the most appropriate time. The following procedure must be initiated for a condition potentially endangering life or physical injury of passengers and crew: 1.
PARK BRAKE
— Set
2.
Evacuation
— Command (prepare to evacuate)
3.
ENG MODE 1 & 2 switches
— OFF.
4.
APU SEL MODE
— OFF (if selected ON)
5.
ENG 1 & 2 FIRE ARM pushbuttons
— Lift guard and press
6.
Rotor brake
— Select BRAKE Note
If the undercarriage is not extended the Rotor Brake will not function. In this case use collective to slow rotor, being aware the aircraft may yaw left. 7.
APU FIRE EXT pushbutton (If APU used)
— Press
8.
ATC
— Notify (condition and intention to evacuate)
9.
LTG EMER lights
— Select ON
10. Evacuation
— Initiate using PA
11. Emergency Exits
— OPEN/EJECT
12. When rotor stopped.
— Passenger evacuation, away from helicopter
13. BATT MASTER switch
— OFF
14. Helicopter
— Abandon
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assist
Page 3-29
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
FIRE In the event of smoke or fire, prepare to land the aircraft without delay while completing the applicable emergency procedures. APU BAY FIRE (GROUND)
APU FIRE
+ Voice Warning
Confirm on APU panel FIRE light ON
1.
APU FIRE EXT guard
— Lift and press
2.
BTL switch
— Select to BTL
3.
APU SEL MODE
— OFF
4.
Carry out EMERGENCY GROUND EGRESS procedure page 3-29
Note If PFD not available monitor APU panel FIRE warning light.
Page 3-30 Rev. 2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU BAY FIRE (FLIGHT)
APU FIRE
+ Voice Warning
Confirm on APU panel FIRE light ON 1.
Airspeed
— Less than 150 KIAS
2.
APU FIRE EXT guard
— Lift and press
3.
BTL switch
— Select to BTL
4.
APU SEL MODE
— OFF
If
APU FIRE
If
APU FIRE
warning clears
warning remains
Land as soon as possible
Land Immediately When on ground: Carry out EMERGENCY GROUND EGRESS procedure page 3-29
Note Fin Camera (ECDU-MENU-MISC) may be helpful in determining the severity of the fire.
EASA Approved
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Page 3-31 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE BAY FIRE (GROUND))
1(2) ENG FIRE
+ Audio Tone and Voice Warning ‘ENGINE 1(2) FIRE’
Confirm on engine control panel FIRE light ON
1.
PARK BRAKE
— PULL
2.
ENG 1 & 2 MODE
— OFF
3.
APU FIRE EXT guard
— Lift and press
4.
Affected ENG FIRE EXT guard — Confirm, lift and press
5.
Affected eng NG less than 20% — FIRE EXTING switch to BTL1 1 FIRE BTL LOW P caution illuminates after bottle discharged
If 1(2) ENG FIRE warning clears
If 1(2) ENG FIRE warning remains - Set FIRE EXTING switch to BTL2 2 FIRE BTL LOW P caution illuminates after bottle has discharged
Carry out EMERGENCY GROUND EGRESS procedure Page 3-29
CAUTION In case of a subsequent fire in the other engine bay the initial ARM 1(2) pushbutton must be deselected to allow operation of the ARM 2(1) pushbutton.
Page 3-32 Rev. 2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE BAY FIRE (GROUND) CONTINUED Note 1 FUEL PUMP will not select OFF, if APU running, or will be automatically selected ON if APU started.
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Page 3-33 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE BAY FIRE (FLIGHT)
1(2) ENG FIRE
+ Audio Tone and Voice Warning ‘ENGINE 1(2) FIRE’
Confirm on engine control panel FIRE light ON 1.
Airspeed
— Between 70 - 80 KIAS
2.
AIR COND/HEATER
— OFF
3.
HEATER PNL ENG 1 & 2 SOV
— NORMAL
4.
Affected ENG MODE
— Confirm and IDLE
Confirm engine FIRE 5.
Affected ENG MODE
— Confirm and OFF
6.
Affected ENG FIRE EXT guard — Confirm, lift and press
7.
Affected eng NG less than 20% — FIRE EXTING switch to BTL1 1 FIRE BTL LOW P caution illuminates after bottle discharged
If 1(2) ENG FIRE warning clears - Deselect FIRE/ARM pushbutton - Start APU Land as soon as possible Refer to Single Engine Procedure page 3-97
Page 3-34 Rev. 2
Issue 1
If 1(2) ENG FIRE warning remains - Set FIRE EXTING switch to BTL2 2 FIRE BTL LOW P caution illuminates after bottle has discharged If
1(2) ENG FIRE
warning clears - Start APU Land as soon as possible Refer to Single Engine Procedure page 3-97
If
1(2) ENG FIRE warning remains
LAND IMMEDIATELY Refer to Single Engine Procedure page 3-97 When on ground: Carry out EMERGENCY GROUND EGRESS procedure Page 3-29
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE BAY FIRE (FLIGHT) CONTINUED
CAUTION In case of a subsequent fire in the other engine bay the initial ARM 1(2) pushbutton must be deselected to allow operation of the ARM 2(1) pushbutton Note 1 FUEL PUMP will not select OFF, if APU running, or will be automatically selected ON if APU started.
Note Fin Camera (ECDU-MENU-MISC) may be helpful in determining the severity of the fire.
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Page 3-35 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
BAGGAGE BAY FIRE (FLIGHT)
BAG FIRE + Voice Warning
1.
AIR COND/HEATER
— OFF
2.
HEATER PNL ENG 1 & 2 SOV
— NORMAL
3.
VENT CREW FAN
— HIGH
4.
VENT PAX FAN
— HIGH
SMOKE IN CABIN? YES
- Reduce airspeed to below 50 KIAS - OPEN storm window(s) - Cabin emergency windows, left side only, PUSH to release if possible
NO Land as soon as possible
LAND IMMEDIATELY Carry out EMERGENCY GROUND EGRESS procedure page 3-29
Note Fin Camera (ECDU-MENU-MISC) may be helpful in determining the severity of the fire.
Page 3-36 Rev. 2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
BAGGAGE BAY FIRE (GROUND)
BAG FIRE + Voice Warning
On Ground Carry out EMERGENCY GROUND EGRESS procedure page 3-29
COCKPIT / CABIN FIRE (GROUND) No single set of detailed procedures can address all the fire scenarios that are possible. The most urgent action is to get the aircraft shut down and evacuated immediately.
FIRE in cockpit or cabin
Carry out EMERGENCY GROUND EGRESS procedure page 3-29
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-37 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
COCKPIT / CABIN FIRE (FLIGHT) An in-flight fire has no single set of detailed procedures that can address all the fire scenarios that are possible in flight. The most urgent action is to get the aircraft on the ground as soon as possible with a reasonable degree of safety..
1.
AIR COND/HEATER
— OFF
2.
HEATER PNL ENG 1 & 2 SOV
— Confirm NORMAL
3.
VENT CREW FAN
— OFF
4.
VENT PAX FAN
— OFF
FIRE SOURCE DETERMINED? YES Use on board hand held extinguisher to fight fire
NO
LAND IMMEDIATELY When on ground: Carry out EMERGENCY GROUND EGRESS procedure page 3-29
Fire is extinguished
Fire persists LAND IMMEDIATELY
Increase ventilation Land as soon as possible
When on ground: Carry out EMERGENCY GROUND EGRESS procedure page 3-29
CAUTION If the fire is not completely extinguished, increased ventilation may aggravate the problem. Page 3-38 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE EXHAUST FIRE AFTER SHUTDOWN If there are visible signs of fire in the engine exhaust, possibly accompanied by a rising ITT after shutdown, personnel should not be allowed to exit until the following actions have been carried out: Note Ensure an AC power source is supplied to the helicopter before proceeding. 1.
Fire warnings
— Confirm not illuminated.
2.
ENG PNL MODE switch
— Select CRANK engine and hold.
3.
Gas generator (NG)
— Note increasing.
4.
CRANK
— Release switch to stop when ITT decrease is noted (not more than 45 seconds, Starter Duty Cycle must be respected).
on
affected
APU EXHAUST FIRE AFTER SHUTDOWN If there are visible signs of fire in the APU exhaust, personnel should not be allowed to exit until the following actions have been carried out: 1.
EPGDS panel
— Confirm BATT MASTER ON
2.
APU Fire warning
— Confirm not illuminated.
3.
APU SEL MODE switch
— Select CRANK and hold
4.
CRANK switch
— Release switch to stop when necessary. Cranking automatically stops after 15 seconds.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-39
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ELECTRICAL FIRE/SMOKE (GROUND) An electrical fire is indicated by a smell of burning insulation and/or acrid smoke. If fire occurs: Carry out EMERGENCY GROUND EGRESS procedure page 3-29 ELECTRICAL FIRE/SMOKE (FLIGHT) Electrical fires are often indicated by a smell of burning insulation and/or acrid smoke. The most important consideration is to maintain safe flight conditions while investigating the cause. Unnecessary electrical equipment must be switched off while detecting the source of an electrical fire. Unless the source of the smoke or fire can be positively identified (CAS display or C/B panel or ECDU display) and the equipment electrically isolated, carry out procedure detailed on next page.
Page 3-40
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) 1.
Airspeed
— 50 KIAS
2.
VENT FAN
— OFF
3.
Storm window(s)
— OPEN to ventilate cockpit
4.
APU
— ON
5.
Right MCDU TUNE page
— Select COM/NAV on side 2
6.
PILOT UTILITY LIGHT
— ON
7.
Land as soon as possible Note If operational conditions permit consider releasing cabin left side windows.
If conditions permit - Switch GEN 1 & 2 OFF (Loss of NON-ESS BUS 1,2,3 & 4) Does smoke clear? Yes No NON-ESS BUS 1,2,3 & 4 not available - Select BTC 1 to AUTO (MAIN BUS 1 & 3 Lost) Does smoke clear? Yes No
NON-ESS BUS 1,2,3 & 4 and MAIN BUS 1 & 3 not available
- Select BTC 2 to AUTO (MAIN BUS 2 & 4 Lost) Procedure continues on next page
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-41 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) CONTINUED Continues from previous page
Does smoke clear ? Yes No
NON-ESS BUS 1,2,3 & 4 and MAIN BUS 1,2,3 & 4 not available
- Select APU OFF (ESS Bus 1 & 2 Lost) If smoke clears Land as soon as possible within 15 minutes (30 mins if AUX BATT installed)
If smoke and/or fire severe LAND IMMEDIATELY When on ground: Carry out EMERGENCY GROUND EGRESS procedure page 3-29 Note If operational conditions permit consider releasing cabin left side windows.
Page 3-42 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
WHEEL BRAKE FIRE On Ground When aircraft is stationary: 1.
Shutdown
— Carry out EMERGENCY GROUND EGRESS procedure page 3-29.
In Flight 1.
Landing gear
— Extend.
2.
Aircraft
— Land as soon as possible.
When aircraft is stationary on the ground: 3.
Shutdown
— Carry out EMERGENCY GROUND EGRESS procedure page 3-29.
CAUTION Use of pedal brakes or parking brake may aggravate the fire. Note Consider using one of the cabin hand fire extinguishers or other available extinguishers to extinguish the fire.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-43
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE SYSTEMS ENGINE OIL PRESSURE LOW
1(2) ENG OIL P LOW
+ Voice Warning
Associated engine oil pressure below limit (less than 1.4 bar) 1.
Affected engine
— Check oil pressure & temperature on PFD
OIL PRESSURE LOW OR INVALID? YES - Achieve safe OEI flight NO
On affected engine - Select ENG MODE to IDLE
Land as soon as practicable
If warningextinguishes
If warning remains
On affected engine - Select ENG MODE to FLT - Start APU Continue flight
If warning illuminates On affected engine - Select ENG MODE to IDLE
Page 3-44 Rev. 2
Issue 1
On affected engine Carry out ENGINE SHUT DOWN IN EMERGENCY procedure page 3-27 Land as soon as practicable Refer to Single Engine Procedure page 3-97
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE EEC FAIL
1(2) ENG GOV LOSS + Voice Warning Engine failed at fixed or partially fixed engine power due to loss of FADEC control NF governing on affected engine and load share does not function
1.
Collective
— Do not move or avoid abrupt and large movements
2.
Affected ENG FIRE EXT guard
— Confirm, lift and press
3.
Affected ENG MODE
— Confirm and OFF
4.
Affected FUEL ENG SOV (ECDU)
— Confirm and CLSD
5.
APU
— ON
6.
Land as soon as practicable using Single Engine Procedure page 3-97
Note Due to loss of load sharing function the caution will 2(1) ENG SLOW RESP
illuminate and must be disregarded
and will extinguish when the engine has been shut down. Note Care should be taken when moving collective because this may cause unexpected NF/NR run up or run down depending on the engine power when the failure occured. Note Selecting the affected ENG MODE switch to IDLE will have no effect.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-45 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TRANSMISSION SYSTEM FAILURES The most common transmission system (main, intermediate, tailrotor gearbox) failures are of three general types: — Lubrication system failure (oil pump, ducts, nozzles etc) — Transmission component failure (gears, bearings, etc) — Accessory component failure (hydraulic pumps, electrical generators, coolers etc) The transmissions are monitored with chip detectors, oil pressure and/or oil temperature indicators as well as CAS Warning and Caution messages to inform the pilot of the operating condition of the system. It is probable that one or more of these indications will be present if a mechanical transmission failure is imminent. However, whether these indications are present or not, crew sensory perceptions such as: — abnormal mechanical noise and/or — heavy vibration levels and/or — the odour of hot metal fumes all play an important part in diagnosis of impending transmission system failures and assist the pilot in determining what actions are required. In general a single failure indication dictates that the helicopter Land as soon as practicable while a double failure dictates Land as soon as possible. If multiple failure indication, including abnormal noise and/or vibration are present LAND IMMEDIATELY
Page 3-46
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAIN GEARBOX MGB OIL PRESSURE LOW
MGB OIL PRESS + Voice Warning Oil pressure below limit at one or both engine MGB inputs and the MGB oil system (less than 3.1 bar) 1.
TQ 1 & 2
— MAX 65%
2.
Clock
— START
3.
MGB Oil Pressure
— Check on PFD
OIL PRESSURE LOW OR INVALID? YES - Reduce power as operational conditions permit
NO - Land as soon as practicable monitoring MGB oil pressure and temperatures. Do not activate chip burner Note TQ values maybe resumed to previous setting.
If associated oil pressure permanently above 1.5 bar
If
1(2) BRG TEMP
caution illuminates Land as soon as possible See Note 2 on page 3-48
EASA Approved
FOR TRAINING ONLY
Land as soon as possible See Note 1 on page 3-48
Issue 1
Page 3-47 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
MAIN GEARBOX INPUT OIL PRESSURE (CONT) Note 1 Landing or Ditching should be made within 50 minutes at torque not exceeding 65/65%. Note 2 This condition could be induced by the failure of one of the dual pumps of the MGB lubrication system. Landing or Ditching should be made within 3 hours at torque not exceeding 65/65%. MGB OIL TEMPERATURE HIGH
MGB OIL TEMP
+ Voice Warning
MGB oil temperature above limit (greater than 114 °C) 1.
TQ 1 & 2
— MAX 65%
2.
MGB Oil Temperature
— Check on PFD
OIL TEMP HIGH OR INVALID? YES
NO Continue flight monitoring MGB oil temperature and pressure.
Page 3-48 Rev. 2
Issue 1
Land as soon as possible
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAIN ROTOR CONTROLS BINDING
WARNING If a binding occurs in the aircraft main rotor control circuit, depending on the severity of the binding, greater forces will be required to operate the controls. DO NOT ATTEMPT TO APPLY MAXIMUM EFFORT, since a more serious malfunction could result. A reduction in the available control ranges may result and, in this situation, the low speed flight envelope may be restricted. If the airspeed is more than 25 KIAS, the aircraft should be landed into the wind as soon as possible using a running landing procedure and a touchdown speed of 25 KIAS. If the airspeed is less than 25 KIAS, carry out a running landing at the speed at which the binding occurs. If the aircraft is in a hover, land vertically.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-49
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TAIL ROTOR SYSTEM FAILURES YAW CONTROL DIAGNOSTICS PEDAL CHARACTERISTICS Free But Ineffective
POSSIBLE CAUSE
AIRCRAFT MOTION
TAIL ROTOR DRIVE FAILURE
Rapid yaw to the right
TAIL ROTOR CONTROL CIRCUIT FAILURE
Direction of Yaw depends on airspeed / torque
Disconnect between pedals and tail rotor servo Partially Effective (Perhaps effective in one direction only or with considerable backlash) Seized (Excessive force required to move pedals)
TAIL ROTOR CONTROL CIRCUIT FAILURE
Direction of Yaw depends on airspeed / torque
Disconnect between tail rotor servo output and tail rotor. TAIL ROTOR CONTROL BINDING
Aircraft yaws right when raising collective. Aircraft yaws left when lowering collective
TAIL ROTOR DRIVE FAILURE A tail rotor drive failure will result in a rapid yaw to the right and a loss of yaw control, possibly accompanied by noise or vibration in the tail section. The severity of the initial yaw rate will be determined by the airspeed, altitude, gross weight, center of gravity and torque settings at the time that the failure occurs. The effectiveness of the vertical fin in limiting the yaw rate and yaw angle will depend on the airspeed at the time of the failure, fin effectiveness increasing at higher airspeeds. The following cues will be present: — Aircraft yaws rapidly to the right — Loss of yaw control, pedals free but ineffective Page 3-50
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
— Possible noise and vibration from the aft fuselage area Severe yaw rates will result in large yaw angles within a very short period of time and, depending on the flight conditions at the time of failure, it is possible that yaw angles in excess of 30° will be experienced. Additionally, very high yaw rates will produce aircraft pitching and rolling making retention of control difficult without the use of large cyclic inputs, which are structurally undesirable. Finally, very high yaw rates will produce disorienting effects on the pilots. Therefore, it is vital that corrective action, as outlined in the following procedures, be taken quickly to prevent post-failure yaw rates from reaching unacceptably high levels. Failure Cues: In Hover — Lower collective to LAND IMMEDIATELY while maintaining attitude and minimizing lateral translation with the cyclic control. — Select ENG MODE switches to OFF if time available. In Forward Flight — Lower collective immediately to minimize yaw right — Establish an airspeed/power/roll angle sufficient to reach a suitable landing site. — At landing site assess running landing capability. — If a running landing cannot be carried out with a suitable power and speed, shutdown engines. — Carry Out Engine Off Landing Note - Land into wind - Raising or Lowering the collective while maintaining NR within limits may be effective in helping control sideslip. (Increasing collective, nose left)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-51
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TAIL ROTOR CONTROL SYSTEM FAILURE In the event of mechanical failure between tail rotor pedals and tail rotor servo or failure between the tail rotor servo output and the tail rotor, natural aerodynamic forces will cause the tail rotor blades to “float” to a pitch angle of approximately zero thrust, depending on the flight condition at time of failure. Failure Cues: — Aircraft Yaws Left or Right — Loss of Yaw Control, pedals free but ineffective or free and partially effective In Low Hover — Lower collective to LAND IMMEDIATELY while maintaining attitude and minimizing lateral translation with the cyclic control. If rapid yaw right develops — Retard ENG MODE switches to OFF (or IDLE’s) if time available. In Forward Flight / High Hover — Attempt to determine a combination of speed and power to minimize the yaw — Carry out the following to diagnose the failure: •
Gently and progressively apply left pedal to assess whether the aircraft responds in that direction. Pedal needs to be pushed until a positive response is obtained (it may be necessary to reach full displacement if no response is obtained).
If aircraft does not respond to the left, consideration should be given before assessing controllability to the right as this may worsen the situation. Gently and progressively apply right pedal to assess whether the aircraft responds in that direction. Pedal needs to be pushed until a positive response is obtained (it may be necessary to reach full displacement if no response is obtained)
Page 3-52
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
If the aircraft does not respond OR responds to right pedal but not to left pedal
If the aircraft does respond to both pedal inputs but is slow to respond, with noticeable backlash
Tail Rotor Pitch set to zero thrust
Mechanical disconnect of the yaw control.
- Set up a rate of descent to align th1e aircraft nose to the flight path. - Reduce speed approaching the touchdown point; a yaw to the right may start to develop. In this case a low speed rotating landing will be required.
The remaining tail rotor pitch available is such that an IGE hover could be possible. However, depending upon the weight, altitude and wind, a power on running landing may be carried out.
- When the aircraft is rotating at low level, select ENG MODE switches to OFF and cushion the final touch down. Note Wind from the front Left quadrant of the a/c may be beneficial.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-53
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TAIL ROTOR CONTROL BINDING A tail rotor pitch control system binding may be due to a binding in the control linkage to the tail rotor. Tail rotor pitch control binding is characterized either by a lack of directional response, when a pedal is pushed, or by a locked pedal. If pedals cannot be moved with a moderate amount of force, DO NOT ATTEMPT TO APPLY MAXIMUM EFFORT, since a more serious malfunction could result. The resultant fixed tail rotor pitch will require the selection of a combination of power, airspeed and sideslip in order to maintain controlled, fixed heading flight. Failure Cues: — Pedals seized or require excessive force — Aircraft yaws Left or Right in response to collective changes. In Low Hover — Lower collective to LAND IMMEDIATELY while maintaining attitude and minimizing lateral translation with the cyclic control. Note - Do not shut down engines unless a severe right yaw occurs. If tail rotor control binds while hovering, landing can be accomplished with greater safety under controlled, powered flight rather than by shutting down engines and entering autorotation.
Page 3-54
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
In Forward Flight / High Hover If power is increased from the power level at the time of failure, the aircraft will yaw to the right. If power is decreased, the aircraft will yaw to the left. — Attempt to determine a combination of speed and power to minimize the yaw. If binding occurred in high power climb or high hover (High Tail Rotor Thrust)
If binding occurred in high power cruise (Moderate Tail Rotor Thrust)
If binding occurred in descent or low power cruise. (Low Tail Rotor Thrust)
-
Carry out a high power, low speed approach, keeping the nose to the left.
- During the approach keep the nose to the left.
- Set up a rate of descent to align the aircraft nose to the flight path.
- Carry out a power-on landing using a speed / power combination which will keep the aircraft nose aligned.
- Carry out running landing at an airspeed of approximately 20 knots, raising the collective to straighten the nose.
-
-
On touch down, reduce collective and ENG MODE switches to OFF.
-
As aircraft touches down, ENG MODE switches to OFF while slowly lowering the collective.
Reduce speed approaching the touchdown point; a yaw to the right may start to develop. In this case a low speed yawing landing will be required.
- When the aircraft is yawing at low level, ENG MODE switches to OFF and cushion the final touch down.
Note
Note
Wind from the front Right quadrant of the a/c will be beneficial.
Wind from the front Left quadrant of the a/c will be beneficial.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-55
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ELECTRICAL SYSTEM TRIPLE AC GENERATOR FAILURE
ELEC FAIL
BUS BUS TIE TIE CLOSED + Voice Warning
+
Triple AC Generator failure and TRU not powered 1.
APU
— Confirm ON
2.
ECDU
— Select ELEC page
3.
GEN 1 & 2
— Select OFF
4.
GEN 1
— Select ON
ELEC FAIL
ELEC FAIL
clears
1(2) AC GEN APU GEN FAIL captions illuminate
remains
GEN 1 failed - GEN 1 OFF - GEN 2 ON
GEN 1(2) back on line, Assume GEN 2(1) failed leave OFF ELEC FAIL caption remains - When 1 AMMC DBU READY advisory illuminated reset AMMC 1 - GEN 2 failed, (on MCDU MENU/AMMC/DBU - EXEC) - GEN 2 OFF - TCAS select TA/RA - XFEED on ECDU select Triple AC generator/TRU not powered OPEN then AUTO - Select APU SEL MODE OFF DC NON ESS BUS 1 & 2 lost See Note page 3-59 Land as soon as practicable
Page 3-56 Rev. 2
Issue 1
Land as soon as possible (within 15 min) (30 min if Aux Bat installed) Loss of - ESS BUS 1 & 2 - DC MAIN BUS 1 & 2 - DC NON ESS BUS 1 & 2 Main and Aux (if installed) battery will supply EMER BUS 1 & 2
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SERVICES AVAILABLE ON SW BATT BUS 1 AND EMER BUS 1 AND 2 (Circuit Breakers on Pilot and Copilot Overhead Panel)
SW BATT BUS 1 APU ECU APU FIRE DET APU PNL LT APU FUEL SOV
APU FMP APU FIRE EXT APU GCU
DC EMER BUS 1
DC EMER BUS 2
ADI STBY AFCS ACT CPLT PITCH AFCS ACT CPLT ROLL AFCS FCC 2 PRI AFCS FORCE TRIM PRI AHRS 1 PRI ECDU DU PLT PRI ECDU IOM 1 PRI ELT EPGDS BUS 1 CTL EPGDS SGCU 1 EPGDS SW BATT BUS 1 EPGDS AC EXT PWR EPGDS MAIN BATT FADEC 1 CH A FIRE ENG 1 DET FIRE ENG 1 EXTG ICS PRI LIGHTING EMERG LDG GEAR EMERG LDG GEAR CONTR PRI NAV/COMM AMU EMERG NAV/COMM MCDU PLT NAV/COMM VHF2 PITOT HTR PLT RTR BRK CONTR (if installed) RTR BRK PWR (if installed)
EASA Approved
ADU 2 AFCS ACT PLT PITCH AFCS ACT PLT ROLL AFCS FCC 2 SEC AHRS 2 PRI AMMC 2 PRI CLOCK PLT DISPLAY CCD PLT DISPLAY DCP PLT DISPLAY PFD PLT DISPLAY SW B AFDX NAV/COMM GPS 2 NAV/COMM NAV 2 NAV/COMM XPDR RAD ALT 2 ECDU IOM 2 PRI EPGDS BUS 2 CTL EPGDS SGCU 2 EPGDS SW BATT BUS 2 FADEC 2 CH A EPGDS AUX BATT (if installed) FIRE ENG 2 DET FIRE ENG 2 EXTG LIGHTING LDG PWR PLT LIGHTING CKPT PLT MWL & MCL PLT
FOR TRAINING ONLY
Issue 1
Page 3-57
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
Note Services lost for DC ESS BUS 1 & 2 failure ESS BUS 1
ESS BUS 2
AFDX SW A AMMC 1 PRI AMMC 1 DISC AMU NORM CVFDR ECDU DU CPLT SEC ECDU IOM 1 SEC ENG CTL PNL ENG 1 INTK FADEC 1 CH B FIRE BAG DET FUEL LLS 1 FUEL SYS PUMP 1 FUEL SYS VALVE 1 CLOSE FUEL SYS VALVE 1 OPEN HYD SOV 1 HYD SYS EMER SOV LIGHTING INST PNL LDG GEAR NLG NOSE FAN 1 PFD CPLT PFD CPLT AUX TRANS CHIP BURN VHF 1
AFCS CP PRI ECDU DU CPLT PRI ECDU DU PLT SEC ECDU IOM 2 SEC ENG 2 INTK FADEC 2 CH B FUEL LLS2 FUEL SYS PUMP 2 FUEL SYS VALVE 2 CLOSE FUEL SYS VALVE 2 OPEN FUEL SYS XFEED CLOSE FUEL SYS XFEED OPEN HYD SOV 2 HYD SYS TAIL SOV HYD SYS UTIL SOV LIGHTING POSN MFD PLT MFD PLT AUX
C/B Panel (Overhead) VENT OPEN CKPT FAN 1 VENT/HTR
Page 3-58
Issue 1
VENT OPEN CKPT FAN 2 VENT/HTR
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
Note Services lost for DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1, 2,3,4 failure DC MAIN BUS 1
DC MAIN BUS 2
ADU 1 AFCS CP SEC AFCS FCC1 PRI AHRS 1 SEC AMMC 1 SEC CCD CPLT CLOCK CPLT DCP 1 LIGHTING LDG CONTR CPLT LIGHTING LDG PWR CPLT LIGHTING CKPT CPLT MCDU CPLT
AFCS DTS AFCS FCC 1 SEC AFCS TRIM AHRS 2 SEC AMMC 2 SEC DME DTD HUMS NOSE FAN 2 LDG GEAR CONTR SEC LIGHTING CSL LIGHTING CSL 28V AUX LIGHTING DOME LIGHTING OVHD LIGHTING STORM WHEEL BRAKE CONTR WHEEL BRAKE PWR WIPER PLT
MFD CPLT MFD CPLT AUX NAV 1 PITOT HTR CPLT WIPER CPLT
DC MAIN BUS 3 EXTERNAL CAMERA FLOOD LT WHITE GPS 1 LIGHTING ANTI COLL LIGHTING BAG COMP LIGHTING CAB LIGHTING CAB CONTR LIGHTING FLOOD IR PA PIA AFT PIA FWD PSU RAD ALT 1 STROBE LT TRANS OIL LOW
DC MAIN BUS 4 SEATBELT ON DF
UTIL PWR
DC NON ESS BUS 1 _
DC NON ESS BUS 2 _
DC NON ESS BUS 3 _
DC NON ESS BUS 4 _
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-59
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
LANDING GEAR LANDING GEAR FAILS TO EXTEND OR FAILS TO LOCK DOWN If, after selecting the landing gear lever DOWN any indicators remain blank or amber, carry out the following: - Press LAMP TEST, confirm indicator lights functioning - Maximum airspeed 150 KIAS - Check UTIL pressure (MFD Hydraulic synoptic page) If pressure normal (green box) - Carry out the following actions, confirming landing gear indicatons, after each action: • Check LDG GEAR circuit breakers IN • Cycle LDG GEAR lever, (max 3 times), leave down. • EMER DWN pushbutton lift guard and press
If pressure low (amber box)
- EMER DWN pushbutton lift guard and press
If all indicators illuminate green (down and locked)
If any indicators remain blank or amber - Attempt to confirm if landing gear is down
Continue to land
If all indicators illuminate green (down and locked) Continue to land
Land on suitable soft surface Note When the undercarriage has been extended using the EMER DWN then subsequent retraction is not possible Note For OAT of -30 °C and below the undercarriage extension time may increase. Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the undercarriage down lights illuminate green. Page 3-60
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
EMERGENCY BRAKING Emergency symmetric braking is possible using the PARK BRAKE handle, by modulating the handle displacement. Care should be taken to avoid ‘locking’ the wheels with possible damage to the tyres. During this procedure the PARK BRK ON caution will be displayed.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-61
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
LIGHTNING STRIKE If it is suspected that the rotorcraft has been struck by lightning LAND AS SOON AS POSSIBLE, verifying the state of the following systems for unintended change and confirm their functionality: — barometric setting and displayed altitude — selected altitude — selected navigational aid — selected course — selected heading — selected decision height — selected radio frequencies (including radio comms transmission check)
STATIC PORT OBSTRUCTION If erratic readings from the altimeter indicator occur, with the STATIC source switch in NORMAL position, proceed as follows: 1.
Storm window(s) and vents
— Closed
2.
AIR COND/HEATER
— OFF
3.
STATIC source switch
— Remove the guard and select ALTERNATE
4.
Proceed with flight
This procedure selects an alternate static source utilizing cabin air.
CAUTION When utilizing the alternate static source, decrease the altimeter reading by 250 ft.
Page 3-62
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
EMERGENCY EXITS Figure 3-3 and Figure 3-4 show the positions of the aircraft emergency exits.
EMERGENCY EXIT 1 PULL RED STRAP TO REMOVE CORD 2 PUSH IN WINDOW
ICN-89-A-153000-A-A0126-04119-A-002-01
Figure 3-3 External Markings and Placards EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-63 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
EXIT
1 PULL RED STRAP TO REMOVE CORD 2 PUSH OUT WINDOW
ICN-89-A-153000-A-A0126-04120-A-003-01
Figure 3-4 Internal Markings and Placards Page 3-64 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MALFUNCTION PROCEDURES
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-65
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 3-66
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
CAUTION SYSTEM GENERAL The following Malfunction Procedures address forseeable situations, usually involving a failure condition in which use of the normal or alternate systems by crew actions (indicated by a dash ‘-’ infront of the action) will maintain an acceptable level of helicopter operation. Many of the malfunctions described in this section are indicated by the illumination of the amber caution captions on the CAS window and the flashing amber Master Caution Light (MCL). When active the caution is displayed as black text on an amber background. The caution can be acknowledged by pressing the MCL or CAS RST button on the collective grip. It then changes to amber text on a black background and the MCL is deactivated. The Caution message remains until the cause of the warning is corrected. CAUTIONS WITH VOICE MESSAGES — ‘LANDING GEAR’ voice message, associated with LANDING GEAR amber caution, is active when the radio altimeter height is less than 150 ft and undercarriage is retracted. — ‘AUTOPILOT’ voice message, associated with any AP amber caution. TABLE OF CAS CAUTION MESSAGGES CAS Caption
Page
Failure/System State
AC EXT PWR DOOR
3-198
AC external power door open
1(2) AC GEN FAIL
3-143
Associated generator failed
1(2) AC GEN HOT
3-144
Associated generator overheating
1(2) ADS FAIL
3-184
Associated ADS failed
1(2) AHRS FAIL
3-183
Associated AHRS failed
1(2) AMMC DEGR
3-186
Associated AMMC degraded
1(2) AMMC FAIL
3-187
Associated AMMC failed
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Page 3-67 Rev. 2
Section 3 Emergency and Malfunction Procedures
CAS Caption
AW189 - RFM Document N° 189G0290X002
Page
Failure/System State
AMMS CONFIG FAIL
3-188
AMMC option configuration discrepancy
AP AHRS 1(2) FAIL
3-174
Associated AFCS not receiving data from AHRS
AP-CAS FAIL
3-173
AFCS CAS and audio messages not available
AP DEGR
3-171
AFCS not receiving ADI Stby data
1(2) AP FAIL
3-162
Associated autopilot failed
1(2) AP HOT
3-174
Associated FCC temperature above limit
1(2) AP MAINT
3-173
Associated AP channel has a failure (only displayed on ground)
AFCS PNL FAIL
3-175
Failure of upper modes and FD mode pushbuttons
1(2) AP OFF
3-163
Associated autopilot switched OFF
1(2) AP P FAIL
3-164
Associated pitch axis single series actuator failure
1(2) AP R FAIL
3-164
Associated roll axis single series actuator failure
1(2) AP TEST FAIL
3-172
Associated AP channel PFT failed
1(2) AP TEST DEGR
3-172
Associated AP channel unable to carry out pre flight test
1(2) AP Y FAIL
3-168
Associated yaw axis single series actuator failure
APU CHIP
3-106
APU oil chip detected
APU DEGR
3-107
APU control system degraded
APU FAIL
3-105
APU failed
APU FIRE BTL LOW P
3-107
APU fire bottle pressure low
APU FIRE DET
3-108
APU fire detect system failure
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AW189 - RFM Document N° 189G0290X002
CAS Caption
Page
Section 3 Emergency and Malfunction Procedures
Failure/System State
APU FUEL FILTER
3-108
APU fuel filter blocked and in bypass
APU GEN FAIL
3-155
APU generator failure
APU GEN OVERLOAD
3-157
APU generator overload (Not presented during ENG START phase)
APU OIL LEVEL
3-109
APU oil level low
APU OIL LOW PRESS
3-109
APU oil pressure below limit
APU TRU FAIL
3-156
APU TRU contactor open when APU generator operating
APU TRU HOT
3-157
APU AC generator TRU overheat
APU VALVE OPEN
3-110
APU fuel valve open when engine shut down
ATT OFF
3-165
AFCS attitude mode OFF or failed
AUX BATT HOT
3-158
Auxiliary battery over temperature (if installed)
AUX BATT OFF
3-154
Auxiliary battery off line (If installed)
AVIONIC FAULT
3-186
Avionic fault
1(2) AWG FAIL
3-185
Associated aural warning generator failed
BAG DOOR
3-196
Baggage door open
1(2) BRG TEMP
3-113
Associated ENG-MGB input bearing over heating
CABIN DOOR
3-196
Cabin door open
CHIP DET UNIT
3-118
Drive system chip detect system malfunction
COCKPIT DOOR
3-195
Cockpit door open
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Section 3 Emergency and Malfunction Procedures
CAS Caption
AW189 - RFM Document N° 189G0290X002
Page
Failure/System State
C TRIM FAIL
3-169
Collective trim actuator drive failure
CVR FAIL
3-189
Cockpit voice recorder failed (Not presented with both engines OFF or during ENG START)
DC EXT PWR DOOR
3-197
DC external Power door open
ECDU DEGR
3-159
ECDU degraded
ECDU FAIL
3-160
ECDU failure
1(2) EECU DATA
3-90
Associated engine data not being received by AMMC
1(2) EECU DEGR
3-90
Associated engine control degraded
1(2) EECU MAINT
3-89
Associated engine control unit internal fault
1(2) EECU OVERHEAT
3-89
Associated engine control unit overheating
1 EMER BUS FAIL
3-155
Emergency BUS 1 failure
2 EMER BUS FAIL
3-156
Emergency BUS 2 failure
EMER LDG PRESS
3-128
Emergency landing gear deployment system pressure low (Not presented with NR less than 30%)
1(2) ENG A/ICE FAIL
3-93
Associated engine anti ice bleed valve closed with anti ice selected ON
ENG ANALOG FAILURE 3-103
Engine analogue monitoring systems failed (On ground only)
ENG A/ICE OFF
3-94
OAT less than 5 °C and engine anti icing not selected ON
1(2) ENG LIM EXPIRE
3-80
Associated engine exceeded 2.5 min OEI rating.
1(2) ENG OIL CHIP
3-84
Associated engine chip detected
1(2) ENG OIL FILTER
3-81
Engine Filter in bypass condition
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AW189 - RFM Document N° 189G0290X002
CAS Caption
Page
Section 3 Emergency and Malfunction Procedures
Failure/System State
1(2) ENG OIL P HIGH
3-83
Engine oil pressure above limit
1(2) ENG OIL TEMP
3-82
Associated engine oil overtemp (greater than 132 °C). (Not presented with both engines OFF, during ENG START or when ENG OUT warning active)
1(2) ENG OVSPD
3-88
Associated engine NF overspeed triggered
ENG PANEL FAIL
3-87
Engine control panel failed
1(2) ENG PWR LIM
3-86
Associated engine operation degraded and possible limited power
1(2) ENG SLOW RESP
3-86
Associated engine operation degraded and possible slow response
FDR FAIL
3-188
Flight data recorder partial or total failure (Not presented with both engines OFF or during ENG START)
1(2) FIRE BTL LOW P
3-85
Associated fire bottle low pressure
1(2) FIRE DET
3-85
Associated fire detect system failed
FMS/GPS MSCP
3-191
Miscompare between FMS and GPS position data
FMS/GPS MSCP UNAVL 3-192
FMS/GPS position data checking function not available
1(2) FUEL FILTER
3-93
Associated fuel filter blocked and impending bypass condition
1(2) FUEL LOW
3-121
Associated fuel level less that 58 kg
1(2) FUEL LOW FAIL
3-125
Associated fuel low sensor failed
1(2) FUEL PROBE
3-126
Associated fuel contents probe failed
1(2) FUEL PUMP
3-122 3-123 3-124
Associated fuel pump pressure low (less than 0.3 bar)
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Section 3 Emergency and Malfunction Procedures
CAS Caption
AW189 - RFM Document N° 189G0290X002
Page
Failure/System State
FUEL VENT VLV OPEN
3-125
Pressue refuel valve open with pressure refueling selected OFF
1(2) GCU FAIL
3-145
Generator control unit failed
1(2) GPS FAIL
3-190
Associated GPS failed
HEATER FAIL
3-182
Heater system failure
1(2) HOT START
3-91
Associated engine ITT limits exceeded on engine starting
1(2) HYD MIN
3-131
Associated hydraulic system fluid level low
1(2) HYD OIL PRESS
3-127
Associated hydraulic system pressure low (less than 163 bar). (Not presented with NR less than 30%)
1(2) HYD OIL TEMP
3-129
Associated hydraulic system overtemp (greater than 134 °C)
1(2)(4) HYD PUMP
3-132
Associated hydraulic pump failed. (Not presented with NR less than 30%)
1(2) HYD SERVO
3-133
Associated hydraulic servo actuator in bypass, (Not presented with NR less than 30%)
HYD UTIL PRESS
3-128
Utility hydraulic pressure low, less than 163 bar. (Not presented with NR less than 30%)
IGB OIL LOW
3-117
Intermediate gearbox oil level low (only active on ground)
IGB OIL TEMP
3-117
Intermediate gearbox oil overtemp (greater than 119 °C)
1(2) INTAKE FAIL
3-94
Associated heated air intake failure
LANDING GEAR
3-198
Landing gear retracted and aircraft below 200 ft AGL
MAIN BATT HOT
3-158
Main battery over temperature
Page 3-72 Rev. 2
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AW189 - RFM Document N° 189G0290X002
CAS Caption
Page
Section 3 Emergency and Malfunction Procedures
Failure/System State
MAIN BATT OFF
3-154
Main battery off line
MGB OIL LOW
3-113
Main gearbox oil level low (only active on ground)
1(2) MGB OIL PRESS
3-114
Associated MGB engine input oil pressure low (less than 3.1 bar). (Not presented on ground with both engines OFF or with NR less than 75%.
MISTRIM
3-171
Linear actuators not re-centered by trim
1(2) NG MISCOMPARE
3-102
Discrepancy between EEC and analog value of NG
NOSE DOOR
3-197
Nose door open
1(2) NOSE FAN FAIL
3-182
Associated nose bay fan failure
NOSE WHL UNLK
3-137
Nose wheel unlocked
1(2) OVSPD TEST FAIL
3-92
Associated engine NF overspeed system self test failed
PARK BRK ON
3-138
Park brake on
PARK BRK PRESS
3-138
Park brake system low pressure
1(2) PITOT HEAT OFF
3-180
Associated pitot heating system OFF or failed and OAT less than 4 °C.
P TRIM FAIL
3-166
Pitch trim actuator failed
ROTOR BRK FAIL
3-139
Rotor brake failure
R TRIM FAIL
3-167
Roll trim actuator failed
SNSR DORMANT FAIL
3-195
Transmission and/or hydraulic system sensor failure (Only displayed on ground with both engines OFF)
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Section 3 Emergency and Malfunction Procedures
CAS Caption
AW189 - RFM Document N° 189G0290X002
Page
Failure/System State
TGB OIL LOW
3-117
Tail gearbox oil low (only active on ground)
TGB OIL TEMP
3-118
Tail gearbox oil overtemp (greater than 114 °C)
TRIM FAIL
3-170
AP Trim system failed
1 TRU FAIL
3-147
Transformer rectifier unit 1 failed. (Message not presented if 1 AC GEN FAIL caution illuminted)
2 TRU FAIL
3-149
Transformer rectifier unit 2 failed. (Message not presented if 2 AC GEN FAIL caution illuminted)
1(2) TRU HOT
3-150
Transformer rectifier unit 1(2) overheat
VENT FAIL
3-181
Failure of crew and/or pax vent fan
1(2) WOW FAIL
3-193
Associated Weight On Wheels (WOW) switch failed
XMSN CHIP
3-112
Transmission chip detected
XMSN CHIP FAIL
3-119
Transmission chip system failure
XMSN OVTQ
3-111
Main gearbox overtorque
Y TRIM FAIL
3-168
Yaw trim actuator failed
TABLE OF PFD AND MFD MESSAGES Page
Messages
Failure/System State
RED ‘ATT FAIL’
3-202
Failure of attitude information (on associated side)
‘1(2) CASMSCP’ on PFD
3-201
AMMC 1(2) CAS WARNING message list discrepancy.
Page 3-74 Rev. 2
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AW189 - RFM Document N° 189G0290X002
Page
Messages
Section 3 Emergency and Malfunction Procedures
Failure/System State
‘HDG FAIL’
3-203
Failure of heading information (on associated side)
‘RA’
3-204
Double Rad Alt failure
Airspeed display tape crossed
3-206
Failure of airspeed information (on associated side)
Vertical crossed
speed
tape
3-202
Failure of vertical speed information (on associated side)
Altitude display crossed
tape
3-202
Failure of altitude information (on associated side)
‘DU FAN’ on left of altitude indicator
3-211
Display unit cooling fan failed
‘5m’ on side of PI and between NG and ITT indications
3-212
Associated side engine in 5 minute AEO engine rating or final 5 minutes of AEO 30 minute transmission rating. Message will flash 10 sec before limit expires.
‘2.5m’ on side of PI and between NG and ITT indications
3-213
Associated side engine in OEI 2.5 minute rating. Message will flash 10”sec before limit expires.
‘30s’ countdown timer on side of PI scale
3-214
Associated side engine in 30 second transmission rating.
‘ADS’ on attitude indicator
3-206
Pilot and Copilot ADS information from the same source. (1-Copilot side 2-Pilot side)
‘AHRS’ on attitude indicator
3-202
Pilot and Copilot attitude information from the same source. (1-Copilot side 2-Pilot side)
‘ALT’ on altitude display tape
3-217
Miscompare between ADS 1 & 2 for altitude information (±150ft)
3-223
AMMC 1 (2) CAS CAUTION message list discrepancy.
AMBER
‘1(2)CASMSCP’ PFD
EASA Approved
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Page 3-75 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
Page
Messages
Failure/System State
‘CHECK PFD’ on display
3-210
Display parameter miscompare
CH NC on PI scale
3-207
Associated engine PI display using data from EEC channel which is not not in control
‘DH’ on attitude indicator
3-218
Altitude equal or less than decision height (DH)
‘DU MON’ on PFD
3-208
Parameter sensor cross checking not available
‘DU MON’ on PFD and MFD
3-209
Parameter critical cross checking not available
‘FAIL’ on NF indication
3-215
Failure of NF information
Glideslope vertical display crossed
3-225
Loss of valid glideslope data
‘FCS LINK FAIL’ on PFD
3-221
Loss of AFCS communication to PFD
GPS POS
3-225
GPS degraded
‘HDG’ on attitude indicator
3-217
Miscompare between AHRS 1 & 2 for Heading information (±10° heading)
‘HT LOSS’ on PFD
3-219
AFCS Low height protection system not functioning
‘IAS’ on airspeed tape
3-217
Miscompare between ADS 1 & 2 airspeed information.(±20 kts)
LOC lateral deviation scale crossed
3-225
Loss of valid LOC lateral deviation data
‘LOC/GS’ on PFD
3-224
Miscompare between navigation LOC/GS information from FMS sources (LOC 0.75 dot, GS 1.0 dot)
‘LG/VG’ on PFD
3-224
Miscompare between navigation Lateral Guidance and Vertical Guidance information from FMS sources (LOC 0.75 dot, GS 1.0 dot)
Page 3-76 Rev. 2
Issue 1
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Page
Messages
Section 3 Emergency and Malfunction Procedures
Failure/System State
MAG
3-207
TRU selected on MCDU and MAGnetic VARiation from AMMC invalid
‘NR’ on NR scale
3-216
NR miscompare between EECU 1 & 2
‘OAT ###’ on PFD
3-207
Amber text = OAT sensor failure
3-221
Black text = OAT sensor miscompare
‘OEI’ on side of PI, TQ, ITT, NG indications
3-215
Associated engine failed
‘PITCH’ on attitude indicator
3-217
Miscompare between AHRS 1 & 2 for Pitch information (±5° in pitch)
‘PWR LIM’ on PFD
3-220
AFCS collective safety function (power/autorotation) protection system active
‘PWR LOSS’ on PFD
3-220
AFCS collective safety function (power/autorotation) protection system not functioning
RA on RAD ALT display
3-218
Miscompare between RAD ALT 1 & 2 altitude information (10ft+0.625x(rad alt 1+ rad alt 2)
RA 1(2) on RAD ALT display
3-205
RAD ALT faiure, reconfiguration to functioning system
‘REV’ on display
3-211
Display unit in reversion
‘ROLL’ on attitude indicator
3-217
Miscompare between AHRS 1 & 2 for Roll information ( ±6° in roll)
‘VNE’ on airspeed tape
3-217
Miscompare between ADS 1 & 2 VNE information.(±5 kts)
‘VS’ on vertical speed tape
3-217
Miscompare between AHRS 1 & 2 vertical speed information.(±200 ft/ min)
3-222
Display Control Panel failure
or
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE MALFUNCTIONS COMPRESSOR STALL A compressor stall is normally recognized by an abnormal increase of ITT (or abnormal increase in PI indication with ITT as limiting parameter) and may be accompanied by an audible bang or pop and fluctuating NG and TQ (monitored on MFD PWR PLANT page). The compressor stall may be transient or steady. The degree of compressor stall may be indicated by one or all of the following: — A rapid increase in PI with ITT as limiting parameter. — Fluctuating NG speed coupled with failure to respond to power demand. — Loud banging or popping noises. — A reduction in torque. If compressor stall occurs, carry out Compressor Stall Procedure on following page:
Page 3-78
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
COMPRESSOR STALL PROCEDURE - Lower collective if possible - Achieve safe OEI flight
- Monitor engine parameters on MFD for abnormal indications
If indications still abnormal
If parameters within limits and engine responds normally
- ENG MODE switch, on stalled engine, select IDLE
Continue flight
If ITT decreases, NG stabilizes and other abnormal indications clear
If stall does not clear and ITT continues to rise
- ENG MODE switch select FLT
On affected engine - Carry out ENGINE SHUT DOWN IN EMERGENCY procedure Page 3-27 - Start APU
If engine responds abnormally
If engine responds normally Continue flight
On affected engine - Carry out ENGINE SHUT DOWN IN EMERGENCY procedure page 3-27
Land as soon as practicable Refer to Single Engine Procedure page 3-97
- Start APU Land as soon as practicable Refer to Single Engine Procedure page 3-97
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
UNUSUAL ENGINE NOISE Compressor damage as a result of FOD may increase the engine noise level and is detectable by a high-pitched whining sound. The noise level of the high pitched whine should vary with NG (monitored on MFD PWR PLANT page) and should be significantly higher than the usual engine noise. If an unusual noise is detected and FOD damage suspected: 1.
Switch ENG MODE to IDLE sequentially to determine the affected engine
2.
Shutdown as soon as practicable to avoid possible secondary compressor damage
3.
Land as soon as practicable see Single Engine Procedure page 3-97.
ENGINE LIMIT EXCEEDANCE
1(2) ENG LIM EXPIRE
Associated engine is within 10 seconds of exceeded the OEI 2.5 minute time rating
- Reduce power to below the OEI 2.5 minute rating (135%PI on PFD) (968 °C ITT, 102.7%NG on MFD) to extinguish caution
- Select OEI LIM SEL pushbutton on collective, if required
Page 3-80 Rev. 2
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE OIL FILTER
1(2) ENG OIL FILTER
Associated engine oil filter clogged and in bypass
- Check oil temperature and pressure
If oil temperature and pressure indications normal or appears during cold engine start until engine warms
If oil temperature and pressure changes or ENG OIL CHIP caution illuminates
- Achieve safe OEI flight - Start APU - Shut down engine using ENGINE SHUT DOWN IN EMERGENCY procedure Page 3-27
Land as soon as practicable Refer to Single Engine Procedure page 3-97
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Continue flight Note When flight conditions permit cycling the associated ENG MODE switch from FLIGHT IDLE - FLIGHT may have the effect of clearing the caution.
FOR TRAINING ONLY
Issue 1
Page 3-81
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE OIL TEMPERATURE
1(2) ENG OIL TEMP Associated engine oil temperature high (greater than 132 °C) On affected engine - Confirm oil temperature
If oil temperature greater than 150 °C
If oil temperature below 150 °C
- Achieve safe OEI flight - Start APU
- Continue flight monitoring engine oil pressure and temperature
On affected engine - Select ENG MODE to IDLE - Monitor temperature and pressure and ENG OIL CHIP indications
If engine oil Temp indications high but other engine parameters normal the engine may be selected to FLT for landing
If engine indications abnormal - Shut down engine using ENGINE SHUT DOWN IN EMERGENCY procedure Page 3-27
Land as soon as practicable Refer to Single Engine Procedure page 3-97
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE OIL PRESSURE HIGH
1(2) ENG OIL P HIGH
Engine oil pressure above limit
On affected engine - Monitor engine parameters
If oil pressure remains in amber during cold start leave at IDLE to warm oil
If oil pressure remains above 6.0 Bar, engine parameters erratic, or chip detect caution illuminates - Achieve safe OEI flight
Continue flight On affected engine - Select ENG MODE to IDLE
If caution extinguishes
If caution remains
On affected engine - Select ENG MODE to FLT - Start APU Continue flight
If caution iluminates On affected engine - Select ENG MODE to IDLE
On affected engine Carry out ENGINE SHUT DOWN IN EMERGENCY procedure page 3-27 Land as soon as practicable Refer to Single Engine Procedure page 3-97
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE OIL CHIP DETECTOR
1(2) ENG OIL CHIP - Achieve safe OEI flight
On affected engine - Select ENG MODE to IDLE - Start APU
If engine indications stable at IDLE
Land as soon as practicable If required, and ENG oil pressure and temperatures normal ENG MODE may be selected to FLT for landing
If any of the following occur: • engine speed starts to decrease • engine vibration increases • engine oil pressure/temperature changes significantly On affected engine - Carry out ENGINE SHUTDOWN IN EMERGENCY procedure Page 3-27
- Land as soon as practicable Refer to Single Engine Procedure page 3-97
Page 3-84
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE FIRE DETECTOR SYSTEM
1(2) FIRE DET Associated engine fire detect system not operational On affected engine: - Monitor engine parameters for abnormalities and check for signs of fire (Fin Camera, ECDU-MENUMISC, may be helpful in determining if fire present)
If fire suspected
If all parameters normal and no signs of fire
Refer to ENGINE BAY FIRE (FLIGHT) page 3-34 Land as soon as practicable
ENGINE FIRE BOTTLE LOW PRESSURE
1(2) FIRE BTL LOW P Associated engine fire bottle pressure low
On Ground
In Flight
- Shut down for maintenance action
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Land As Soon As Practicable
Issue 1
Page 3-85
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE POWER LIMITED
1(2) ENG PWR LIM Associated engine operation degraded, possible limited power
Land as soon as practicable Be aware that maximum power may be limited on affected engine
ENGINE SLOW RESPONSE
1(2) ENG SLOW RESP Associated engine operation degraded. Possible slow engine response
Land as soon as practicable Be aware that engine acceleration may be reduced. Engine torque sharing may not be functional. Avoid rapid collective changes
Page 3-86 Rev. 2
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE PANEL FAILURE
ENG PANEL FAIL
Engine mode select panel failure. Continue flight
Do not use ENG TRG pushbuttons or LOAD SHARE switch
When on ground carry out normal shut down If ENG MODE switches do not shut down engines use ENG FIRE PANEL FIRE/ARM pushbutton or FUEL ENG SOV CLSD on ECDU panel
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Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE POWER TURBINE OVERSPEED
1(2) ENG OVSPD
Associated engine in overspeed condition
- Check PI and NF
If NF approx 119% and/or TQ 0% the drive shaft has failed on affected engine
If PI on both engines fluctuating and NF approx 119% on affected engine probable ‘run up’ has occured. Engine run down and relight with possible engine power cycling occuring
- Achieve safe OEI flight
- Achieve safe OEI flight - Identify engine in overspeed condition (CAS caution message)
On affected engine: - Carry out ENGINE SHUTDOWN IN EMERGENCY procedure page 3-27 - Start APU
- Land as soon as practicable Refer to Single Engine Procedure page 3-97 Note Following engine drive shaft failure, NF may overspeed and reach the NF overspeed trip point (119%).
Page 3-88
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE ELECTRONIC CONTROL UNIT OVERHEAT
1(2) EECU OVERHEAT
Associated engine internal EECU temperature limit exceeded, possible EECU failure may occur Continue flight Monitor associated engine parameters
If engine control problems encountered or 1(2) ENG GOV LOSS warning illuminates
If engine operates satisfactorily
Continue flight - Refer to Engine EEC Fail Procedure page 3-45
EECU LOSS OF REDUNDANCY
1(2) EECU MAINT Associated engine control unit internal fault
On ground
- Shutdown aircraft for maintenance action EASA Approved
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In flight
Land as soon as practicable Issue 1
Page 3-89 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DEGRADATION OF ENGINE CONTROL FUNCTIONS
1(2) EECU DATA
EECU data not being received by display
- Check engine parameter display for missing data. If NG and/or NF data invalid select ANALOGUE parameters from MFD PWR PLANT page
If parameter display unsatisfactory
If parameter display satisfactory Continue flight
Land as soon as practicable
ENGINE ELECTRONIC CONTROL UNIT DEGRADED
1(2) EECU DEGR Associated engine control loss of redundancy Engine parameter display may be lost.
On ground
- Shutdown aircraft for maintenance action
Page 3-90 Rev. 2
Issue 1
In flight
Land as soon as practicable
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE HOT START
1(2) HOT START
Associated engine ITT start limit reached during start
On ground
In flight
Engine automatically shuts down On affected engine: - ENG MODE select OFF - Fuel ENG SOV select CLSD - FUEL PUMP select OFF - Shut down aircraft
- Maintain safe OEI flight - A maximum of 2 engine starts may be attempted If restart not successful On affected engine: - ENG MODE select OFF - Fuel ENG SOV select CLSD - FUEL PUMP select OFF
Note Land as soon as practicable Refer to Single Engine Procedure page 3-97
1 FUEL PUMP will not select OFF, if APU running, or will be automatically selected ON if APU started.
CAUTION When the engine is started to IDLE mode on the ground a hot start preventor automatically limits the ITT to 953 °C, however, when started to FLT or the aircraft is in flight this preventor is deactivated. For this situation a HOT START caution indicates the ITT start limit has been exceeded and the engine start must be aborted by the pilot. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-91 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE POWER TURBINE OVERSPEED SYSTEM FAILURE
1(2) OVSPD TEST FAIL
Associated engine NF overspeed protection system failed self test during start or shutdown
- Shut down affected engine - A maximum of 2 engine starts may be attempted to clear caution
If caution remains - Shut down for maintenance action
Page 3-92 Rev. 2
Issue 1
If caution extinguished Continue flight
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE FUEL FILTER BY-PASS
1(2) FUEL FILTER
Fuel filter blockage, impending bypass condition
Affected engine - Monitor engine parameters for possible reduction in power available or potential flameout - Consider starting APU
Land as soon as practicable
ENGINE ANTI ICING CAUTION
1(2) ENG A/ICE FAIL
Associated engine anti ice bleed valve closed with ENG ANTI ICE switch selected to A/ICE or FULL
Continue flight, Avoid flight in visible moisture with OAT 5 °C or below
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-93 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AIR INTAKE HEATER FAILURE
1(2) INTAKE FAIL Associated engine heated air intake failure Continue flight, Avoid flight in visible moisture with OAT 5 °C or below Note When convenient select associated ENG A/ICE-INTAKE switch to A/ICE only. Note An INTAKE FAIL caution will illuminate if the system is selected ON and the engine NG is below 79%. ENGINE ANTI ICING SELECTED OFF
ENG A/ICE OFF OAT equal or less than 5 °C and either one or both engine ANTI ICE- INTAKE switches selected OFF
- Select ENG A/ICE-INTAKE switches to FULL for flight in visible moisture
Continue flight Note This caution will also display if the ENG A/ICE - INTAKE switches are set to A/ICE and not to FULL. Page 3-94 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE RESTART PROCEDURE AFTER EMERGENCY SHUTDOWN ON GROUND Whenever the engine is shut down without a 2 minute cooling period at GI, or 2 minutes with NG below 90%, this is considered an emergency shut down and one of the following procedures must be followed: A. If an engine restart is required, restart the engine using the normal start procedure below within 5 minutes of the shut down (provided the reason for the emergency shutdown is known and restart will not cause engine damage) On associated engine: 1.
ENG FIRE EXT guard
— Confirm not pressed and not illuminated.
2.
FUEL PUMP switch
— ON - No FUEL PUMP caution displayed, check pressure.
3.
FUEL ENG SOV
— OPEN - Fuel valve indicator bar vertical.
4.
Engine temperature (ITT)
— Confirm less than 150 °C Note
If ITT is above 150 °C motor engine, using the CRANK switch, to reduce ITT to below 150 °C 5.
ENG MODE switch
— IDLE.(when ITT below 150 °C and NG less than 15%)
6.
Gas Producer (NG)
— Note increasing and START legend displayed.
7.
Engine temperature (ITT)
— Note increasing and IGN legend displayed. (in flight the IGN legend is obscured by the OEI legend)
8.
Engine oil pressure
— Confirm rising.
9.
Engine starter
— Disengaged by 52% NG.
After a successful start the engine should carry out a normal engine shut down with a 2 minute cooling period with the ENG MODE switch selected to IDLE or 2 minutes with the NG less than 90%. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-95 Rev. 3
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
B. If an engine restart is required but cannot be made within 5 minutes of the emergency shut down the engine must be allowed to cool for at least 4 hours before starting.
Page 3-96
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SINGLE ENGINE PROCEDURE The following procedure intends to indicate the procedures to follow, in OEI conditions, following a emergeny or malfunction procedure which has caused an engine failure or an intentional shutdown: When conditions permit confirm the following: 1.
APU
— START/ON
2.
Affected ENG MODE switch
— OFF
3.
Affected ENG FUEL SOV
— CLSD
4.
XFEED
— CLSD, unless required,
5.
Affected FUEL PUMP
— OFF, unless required for crossfeed Note
1 FUEL PUMP will not select OFF, if APU running, or will be automatically selected ON if APU started.
IS ENGINE DAMAGE SUSPECTED? NO
See page 3-99
YES DO NOT attempt engine re-light continue as follows: Single Engine Descent Checks 1.
Landing elevation
— Check and set
2.
Fuel quantity
— Monitor
3.
XFEED
— As required
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-97 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
4.
HTAWS (if fitted)
— Check
5.
Weather radar (if fitted)
— Check and set
6.
NAV AIDS
— Set
7.
RAD ALT/DH
— Set as reqiured
8.
CAS
— Review
Single Engine Approach and Landing 1.
Fuel quantity
— Monitor
2.
XFEED
— As required/CLSD
3.
Electrical loads
— Monitor and shed
4.
AIR COND/HEATER
— APU/OFF
Single Engine Before Landing Checks 1.
Landing gear
— DOWN; three green lights on LDG control panel
2.
LH LDG LT & RH LDG LT
— ON
3.
NOSEWHEEL steering
— LOCK
4.
PARK BRAKE handle
— As required, check CAS
5.
OEI LIM SEL pushbutton
— OFF, check CAS
6.
AIR COND/HEATER
— OFF
7.
ENG and INTAKE ANTI ICE (MISC PNL)
— As required
8.
EMER LTS
— ON
9.
ECDU (MENU/PITOT)
— As reqiured
10. ECDU (LIGHTS/CAB LTS)
— Cabin sign as required
11. CAS
— Check
12. Cabin
— Secure
Carry out OEI landing in accordance with the appropriate procedures.
Page 3-98 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE RESTART IN FLIGHT PROCEDURE GENERAL If an engine flames out/or is shutdown during flight and if there is no indication of a mechanical malfunction or engine fire, the engine may be restarted. If restart procedure fails go to Single Engine Procedure page 3-97. STARTING MALFUNCTIONS AND ASSOCIATED ABORT ACTIONS Monitor engine start and, if any of the following occur: — light up is not within 18 seconds of NG initial indication — abnormal noise heard — ITT increases beyond engine limits (HOT START caution illuminated) Note. Hot Start Preventor is deactivated in flight. — engine hangs (stagnation in NG below idle value) — engine starter fails to disengage by 52% NG — no oil pressure indications after 30 seconds from engine starter activation Shut down engine by: 1.
ENG MODE switch
— OFF
2.
FUEL ENG SOV
— CLSD
3.
FUEL PUMP
— OFF
CAUTION Failure to follow the appropriate Abort Procedure may cause damage to the engine. Note Observe the starter generator duty cycle limitations.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-99 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
RESTARTING PROCEDURE 1.
APU
— Start APU (if OFF) Note
FUEL PUMP 1 selected ON automatically when APU started. 2.
Airspeed
— Less than 120 KIAS.
3.
ENG FIRE EXT guard
— Confirm not pressed and not illuminated.
4.
FUEL PUMP
— ON
5.
Fuel ENG SOV
— OPEN - FUEL PUMP caution not illuminated, check pressure.
6.
ENG MODE switch
— Select IDLE when ITT is less than 150 °C and NG indicates 15%. Note
It is recommended to start the engine to IDLE, if necessary, it is possible to start to FLIGHT by setting the ENG MODE switch directly to FLT. The ITT hot start preventor is deactivated for ENG MODE selection to IDLE or FLT when the aircraft is in flight. 7.
Gas Producer (NG)
— Note increasing and START legend displayed.
8.
Engine temperature (ITT)
— Note increasing (the IGN legend will not be visible as it is obscured by the OEI legend).
9.
Engine oil pressure
— Confirm rising.
10. Engine starter
— Disengaged by 52% NG.
11. Engine power turbine speed (NF)
— Confirm stabilized to IDLE speed below 100%.
Page 3-100 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
Note If the engine was started directly to FLT the NF will stabilize at 102% with rotor speed. 12. ENG MODE switch
— FLT or as required.
13. Engine parameters
— Confirm within limits and matched with other engine.
14. APU
— As required.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-101 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ENGINE NG MISCOMPARE
1(2) NG MISCOMPARE
Associated NG parameter EECU and analogue backup data comparison discrepancy (3% NG)
Continue flight
- Confirm correct value with analogue backup parameter Note The NG analogue sensor is selected from MFD PWR PLANT page, menu selection using Cursor Control Device.
Page 3-102
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE ANALOGUE SENSOR FAILURE
ENG ANALOG FAILURE
Failure of an analogue parameter
Continue flight
- Select MFD PWR PLANT page menu, select ANALOG - Note which analogue parameters have failed. - Deselect ANALOG sensors to return display to digital values Note Affected NG MISCOMPARE caution inoperative
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-103
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
APU MALFUNCTIONS If, after carrying out the APU start procedure, the ON message does not illuminate and the READY message remains illuminated carry out the following APU reset procedure: APU RESET PROCEDURE 1.
BATT MASTER switch
— Select OFF
2.
APU SEL MODE switch
— Select OFF
3.
BATT MASTER switch
— Wait a minimum of 30 seconds then select ON
4.
Carry out normal APU start procedure.
APU FAIL MESSAGE ON APU PANEL If APU FAIL message illuminates on the APU PNL, during start on ground with battery power, carry out APU reset procedure as detailed above.
Page 3-104 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU FAILURE FAIL message on + APU PNL
APU FAIL
APU failure and possible automatic shut down
If APU does not shut down
If APU shuts down
Leave APU ON
When APU RPM less than 6% (ENGINE SYSTEM synoptic page)
Note Carry out APU Reset procedure on page 3-104
APU re-start may not be possible once the APU has been shutdown
If FAIL message extinguishes - Select APU SEL ON - Ensure APU FUEL pressure positive (If FUEL PUMP 1 in FAIL select FUEL PUMP 2 ON and XFEED OPEN
- Attempt normal start procedure If message remains or start fails: APU not available On ground Maintenance action
EASA Approved
FOR TRAINING ONLY
In flight Land as soon as practicable
Issue 1
Page 3-105 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
APU OIL CHIP DETECTOR
APU CHIP APU chip detected
On Ground Automatic APU shutdown
Maintenance action
In Flight - Continue, monitor for APU OIL LOW PRESS caution - Shut down APU at the earliest opportunity. If APU OIL LOW PRESS caution illuminates shut down APU immediately
Land as soon as practicable
Page 3-106
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU DEGRADED
APU DEGR APU operating in a degraded mode
On Ground
In Flight
- APU OFF Land as soon as practicable
- APU OFF Maintenance action
APU FIRE BOTTLE PRESSURE LOW
APU FIRE BTL LOW P APU fire bottle pressure low extinguishing capability not guaranteed
On Ground
In Flight
- Shut down for maintenance action
Land as soon as practicable
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-107
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
APU FIRE DETECTOR SYSTEM FAILURE
APU FIRE DET APU fire detector system failure
On Ground
In Flight
- Shut down for maintenance action
Land as soon as practicable
APU FUEL FILTER BLOCKED
APU FUEL FILTER APU fuel filter blocked and impending bypass condition
On Ground
In Flight
- Shut down for maintenance action
Continue flight Note
Be aware APU may not give maximum power or may fail
Page 3-108
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU OIL LEVEL LOW
APU OIL LEVEL APU oil level low (displayed on ground only)
APU start inhibited, maintenance action
APU OIL PRESSURE LOW
APU OIL LOW PRESS APU oil pressure low
On Ground
In Flight
- APU OFF
EASA Approved
- APU OFF Land as soon as practicable
FOR TRAINING ONLY
Issue 1
Page 3-109
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
APU FUEL VALVE OPEN
APU VALVE OPEN APU fuel valve open with APU OFF
On Ground
In Flight
- Shut down for maintenance action
Continue flight.
Page 3-110
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
DRIVE SYSTEM MAIN GEARBOX OVERTORQUE
XMSN OVTQ
Transmission TQ limit exceeded, Either engine in AEO: above 112% at IAS greater than 90 KIAS or above 116% at IAS less than 90 KIAS or In OEI above 164%
- Confirm torque values - Confirm LD-SH switch selected to TORQUE
If due to excessive power demand - Reduce collective until torque within limits, as soon as operational conditions permit
EASA Approved
If one engine in overtorque condition
- Reduce power until caption extinguishes
FOR TRAINING ONLY
Issue 1
Page 3-111
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TRANSMISSION CHIP DETECTOR
XMSN CHIP
- Transmission chip detected in MBG and/or IGB and/or TGB (Select XMSN synoptic page to identify chip position)
- Activate CHIP BURNER (ECDU XMSN page) It is permitted to activate the CHIP BURNER up to 3 times to clear a chip for each gearbox
If CHIP caution clears
If CHIP caution remains
Continue flight
- Reduce power as soon as conditions permit
Land as soon as practicable
CAUTION A maximum of 3 chips can be cleared in one flight on each gearbox. On the 4th CHIP caution Land as soon as practicable Note If an MGB CHIP is present, on the XMSN Synoptic page, when MGB OIL PRESS warning is illuminated the CHIP BURNER must not be activated.
Page 3-112 Rev. 4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAIN GEARBOX OIL LOW
MGB OIL LOW Main gearbox oil level low (caution only active with aircraft shut down and NR below 5%)
Replenish MGB oil before flight
MAIN GEARBOX INPUT BEARING TEMPERATURE
1(2) BRG TEMP
Associated MGB engine input bearing over temperature - Reduce speed to safe OEI flight
Land as soon as practicable
1(2) MGB OIL PRESS
If
caution illuminates with reducing oil pressure indications - Reduce power as operational conditions permit Land as soon as possible See Note 1 on page 3-115 monitoring pressure and temperatures on other system
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-113
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
MAIN GEARBOX INPUT OIL PRESSURE
1(2) MGB OIL PRESS
Associated engine - MGB input oil pressure low, possible blockage in oil duct to engine - MGB input (pressure below 3.1 bar)
- Reduce speed to safe OEI flight - Check MGB oil pressure on PFD
If MGB pressure low or invalid
If MGB pressure normal
Land as soon as practicable monitoring MGB oil pressure and temperatures. Do not activate chip burner
If associated oil pressure permanently above approx 1.5 bar
- Reduce power as operational conditions permit
If
caution illuminates
Land as soon as possible See Note 2 on page 3-115
Page 3-114
Issue 1
1(2) BRG TEMP
FOR TRAINING ONLY
Land as soon as possible See Note 1 on page 3-115 monitoring pressure and temperatures on other system
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAIN GEARBOX INPUT OIL PRESSURE (CONTINUED) Note 1 Landing should be made within 50 minutes of level flight at torque not exceeding 65/65%. Note 2 This condition could be induced by the failure of one of the dual pumps of the MGB lubrication system. Landing should be made within 3 hours of level flight at torque not exceeding 65/65%.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-115
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
REMOVED
Page 3-116 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
INTERMEDIATE OR TAIL GEARBOX OIL LOW
IGB OIL LOW or
TGB OIL LOW
Associated gearbox oil level low. (caution only active with aircraft shut down and NR below 5%)
Replenish oil before flight
INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH
IGB OIL TEMP
IGB oil temperature above limit (greater than 120 °C)
- Reduce power as soon as operational conditions permit
If oil temperature reduces and caution extinguishes
Land as soon as posible
Continue flight monitoring oil temperature
EASA Approved
If caution remains
FOR TRAINING ONLY
Issue 1
Page 3-117
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH
TGB OIL TEMP IGB oil temperature above limit (greater than 115 °C) - Reduce power as soon as operational conditions permit
If oil temperature reduces and caution extinguishes
If caution remains
Land as soon as possible
Continue flight monitoring oil temperature
GEARBOX CHIP DETECT UNIT MALFUNCTION
CHIP DET UNIT Chip detect system malfunction
On ground - Shut down aircraft
In flight - Monitor transmission system parameters Land as soon as practicable
Page 3-118
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
TRANSMISSION CHIP DETECTOR SENSOR FAILURE
XMSN CHIP FAIL
Transmission chip sensor failed (Select XMSN synoptic page to identify chip sensor failed)
On ground - Shut down aircraft
In flight - Monitor MGB, IGB and TGB parameters Land as soon as practicable
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-119 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 3-120
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
FUEL SYSTEM FUEL LOW
1(2) FUEL LOW On affected tank fuel contents below approximately 58 kg
- Check fuel contents and XFEED if required (see Note)
Land as soon as practicable (within 20 minutes)
Note When cross feeding, the tank with pump off, NOT supplying the engines, will have a level of unusable fuel of 283 kg. This unusable fuel level value will change to grey to indicate the tank can no longer supply fuel.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-121
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
FUEL PRESSURE 1 LOW
1 FUEL PUMP 1 Fuel pressure low (less than 0.3 bar) - Confirm XFEED opens automatically (FUEL XFEED advisory displayed) - Select APU MODE switch to ON (APU VALVE OPEN caution illuminates)
If fuel pressure not recovered.
Possible fuel leak, - Close FUEL XFEED - Select PUMP 1 OFF - Select APU MODE to OFF
If fuel pressure recovered and caution extinguishes
If fuel pressure recovered and caution does not extinguish
- Continue flight
- Select PUMP 1 OFF - Select APU MODE to OFF
Continue flight Continue flight See NOTE on page 3-123
- Be attentive for signs of fuel leak or engine loss of power. Note
Operation of the APU with 1 FUEL PUMP failure will require the cross feed to be OPEN to supply fuel pressure to the APU from 2 FUEL PUMP. The APU does not function in suction mode.
Page 3-122 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
FUEL PRESSURE 2 LOW
2 FUEL PUMP 2 Fuel pressure low (less than 0.3 bar) - Confirm XFEED opens automatically (FUEL XFEED advisory displayed) - Select PUMP 2 OFF - Select APU MODE to ON (APU VALVE OPEN caution illuminates)
If fuel pressure not recovered.
If fuel pressure recovered.
Continue flight Possible fuel leak, - Close FUEL XFEED Continue flight - Be attentive for signs of fuel leak or engine loss of power.
Note When cross feeding, the tank with pump off, NOT supplying the engines, will have a maximum quantity of unusable fuel of 283 kg. This unusable fuel quantity value will change to grey to indicate the tank can no longer supply fuel. Close X-FEED to restore the availability of up to 283 kg of fuel (fuel level value returns to green). Engine operation, in suction mode, is assured and FUEL pressure is invalid displaying 0 or amber dashed. Avoid abrupt aircraft manoeuvres. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-123 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DOUBLE FUEL PUMP FAILURE
1-2 FUEL PUMP Fuel pressure low (less than 0.3 bar) in both fuel systems
- Select APU MODE to ON (APU VALVE OPEN caution illuminates)
If
2 FUEL PUMP
If caution remains
caution remains illuminated (Fuel pump 1 supplied by DC EMER bus)
- Select XFEED CLSD - Select PUMP 1 & 2 OFF - Select APU MODE OFF
- Confirm XFEED opens automatically (XFEED advisory illuminated) - Select PUMP 2 OFF
Land as soon as practicable
Continue flight
CAUTION The APU is not available after a double FUEL PUMP failure. Note Engine operation, in suction mode, is assured and FUEL pressure is invalid displaying amber ‘0’ or dashed. Avoid abrupt aircraft manoeuvres.
Page 3-124 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ABNORMAL FUEL CONSUMPTION Monitor fuel quantity frequently. If an abnormal fuel consumption is confirmed, a fuel leakage may be present. Therefore, depending on remaining fuel quantity: Land as soon as possible or Land as soon as practicable
FUEL LOW SENSOR FAILURE
1(2) FUEL LOW FAIL
Associated fuel low sensor failure Continue flight
On affected system - Monitor fuel quantity, low level caution inoperative PRESSURE REFUELLING VALVE OPEN
FUEL VENT VLV OPEN Pressure refueling valve open with pressure refueling selected OFF
In flight
On ground Maintenance action EASA Approved
FOR TRAINING ONLY
No pilot action Issue 1
Page 3-125 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
FUEL PROBE FAILURE
1(2) FUEL PROBE
Associated main tank fuel probe failure with possible degradation or erratic fuel contents indication
Continue flight
If 1 FUEL PROBE
If FUEL 2 below 283 kg - Monitor for 1 FUEL LOW caution when remaining fuel will be 58 kg
If
2 FUEL PROBE
If FUEL 2 above 283 kg - FUEL 1 level can be taken as equal to FUEL 2 level
If FUEL 1 above 283 kg
If FUEL 1 below 283 kg - Monitor for 2 FUEL LOW
FUEL 2 level can be taken as equal to FUEL 1 level
caution when remaining fuel will be 58 kg Note Be aware that aircraft fuel quantity roll angle compensation will not be functioning.
Page 3-126
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
HYDRAULIC SYSTEM HYDRAULIC PRESSURE LOW 1 HYD OIL PRESS + 1 HYD PUMP + 1 HYD SERVO + EMERG LDG PRESS or 2 HYD OIL PRESS + 2-4 HYD PUMP + 2 HYD SERVO + HYD UTIL PRESS Loss of pressure in associated hydraulic system (less than 163 bar) - Confirm hydraulic pressure low
If HYD 1 OIL PRESS illuminated
If HYD 2 OIL PRESS illuminated YAW AP channel not functional 1-2 AP Y FAIL illuminates
- When convenient LDG GEAR LEVER down,
- Reduce speed to 110 KIAS - When convenient LDG GEAR LEVER down, - EMER DWN pushbutton, lift guard and press
Land as soon as practicable
Land as soon as practicable Note With one hydraulic system operation taxiing manoeuvres must be carried out at 5 kts or less and turns should be carried out carefully. Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the landing gear down lights are green. Note Fuel consumption will be increased with landing gear down.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-127
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
NORMAL LANDING GEAR PRESSURE LOW
HYD UTIL PRESS Low pressure in landing gear NORM hydraulic system - Select LDG GEAR down
If after 15 sec LDG GEAR not down and locked
- EMER DWN pushbutton, lift guard and press
Continue flight Note Fuel consumption will be increased with landing gear down. Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the landing gear down lights are green. EMERGENCY LANDING GEAR PRESSURE LOW
EMER LDG PRESS Low pressure in landing gear EMERG hydraulic system - Lower landing gear using normal procedure Continue flight Note Fuel consumption will be increased with landing gear down.
Page 3-128
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AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
HYDRAULIC FLUID OVERHEATING
1(2) HYD OIL TEMP Associated hydraulic system overheat (greater than 134 °C) Confirm hydraulic temperature
- When convenient LDG GEAR LEVER down
WARNING - Lower undercarriage If a 1 (2) HYD SERVO caution has illuminated previously do NOT switch SOV to CLOSE on the 2(1) Hydraulic system since this will cause loss of control in the affected servo jack.
- Switch off affected system by selecting SOV to CLSD on ECDU hydraulic page 1(2) HYD OIL PRESS and
1(2)SERVO
cautions illuminate
Land as soon as practicable, Note With one hydraulic system SOV shut off, a subsequent drop of pressure in the other system will over-ride the SOV selection and reinstate pressure to the servo’s. In these conditions the SOV switch will not be automatically reset. Note With HYD 2 OFF the YAW AP does not function, reduce speed to 110 KIAS.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-129
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
HYDRAULIC FLUID OVERHEATING CONTINUED Note With one hydraulic system operation taxiing manoeuvres must be carried out at 5 kts or less and turns should be carried out carefully. Note Fuel consumption will be increased with landing gear down.
Page 3-130
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
HYDRAULIC FLUID LEVEL LOW
1(2) HYD MIN Associated system low hydraulic fluid level
If EMER LDG PRESS
If HYD UTIL PRESS
caution illuminated
caution illuminated
- LDG GEAR LEVER down, - EMER DWN pushbutton, lift guard and press
- LDG GEAR LEVER down,
Land as soon as practicable, Note Loss of hydraulic fluid in system No2 will automatically close the Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a 2 HYD SERVO caution on the CAS and a TRSOV closed indication on the hydraulic synoptic page. Once the TRSOV has operated the SOV No1 is inhibited. YAW AP channel does not function. Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the undercarriege down lights are green. Note Fuel consumption will be increased with landing gear down.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-131
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
HYDRAULIC PUMP 1, 2 OR 4 FAILURE
1(2)(4) HYD PUMP
Low pressure at pump outlet
If 2 HYD PUMP low or 4 HYD PUMP low
If 1 HYD PUMP low
- LDG GEAR LEVER down Continue flight Monitoring hydraulic pressure
Land as soon as practicable
Note With one hydraulic system operation taxiing manoeuvres must be carried out at 5 kts or less and turns should be carried out carefully. Note Fuel consumption will be increased with landing gear down.
Page 3-132
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO
1(2) HYD SERVO
Main control valve seizure in one (or more) servo jacks
- LDG GEAR LEVER down
Land as soon as practicable
WARNING Do NOT switch SOV to CLOSE on the UNAFFECTED system since this will cause loss of control in the affected servo jack. Note Loss of hydraulic fluid in system No2 will automatically close the Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a 2 HYD SERVO caution on the CAS and a TRSOV closed indication on the hydraulic synoptic page. Once the TRSOV has operated the SOV No1 is inhibited. YAW AP channel does not function. Note Fuel consumption will be increased with landing gear down.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-133
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS) Landing gear lever in UP position but one or more Amber lights illuminated - Confirm landing gear circuit breakers in (overhead panel) Is DOWN EMERG button on LDG PNL illuminated? YES NO - Cycle landing gear lever DOWN then select UP (allow sufficient time for the landing gear to lock DOWN before selecting UP)
- Select landing gear lever DOWN, Is landing gear down and locked? YES
One or more amber lights remain illuminated?
NO
YES
- EMER DWN pushbutton, lift guard and press See NOTES on page 3-136
NO Continue flight
- Select landing gear lever DOWN Is landing gear down and locked?
Continue flight
YES NO Refer to page 3-60
Page 3-134 Rev. 2
Issue 1
Continue flight
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
LANDING GEAR FAILS TO RETRACT (AMBER LIGHTS) CONTINUED Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the undercarriege down lights are green. Note Fuel consumption will be increased with landing gear down.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-135
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
LANDING GEAR FAILS TO RETRACT (GREEN LIGHTS) Landing gear lever in UP position but one or more Green lights illuminated
- Confirm landing gear circuit breakers in (overhead panel) - Cycle landing gear lever DOWN then select UP (allow sufficient time for the landing gear to lock DOWN before selecting UP) Green lights still illuminated? YES NO - Select landing gear lever DOWN, - EMER DWN pushbutton, lift guard and press
Continue flight Note If undercarriage has been extended using the EMER DWN then subsequent retraction is not possible. Note When using the EMER DWN pushbutton if the hydraulic oil temperature is below -20 °C the button must be held depressed until the undercarriege down lights are green. Note Fuel consumption will be increased with landing gear down. Page 3-136 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
NOSE WHEEL UNLOCKED (IN FLIGHT)
NOSE WHL UNLK Nose wheel not locked in fore and aft direction
- Cycle NOSE WHEEL switch on LDG GEAR panel
If caution remains: - Do not raise landing gear
Continue flight Note Landing gear retraction is inhibited with NOSE WHL UNLK caution illuminated. Note Avoid run on landing Note Fuel consumption will be increased with landing gear down.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-137
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
PARK BRAKE MALFUNCTION
PARK BRK PRESS No pressure in park brake system with PARK BRAKE handle in ON position
- Confirm PARK BRAKE handle fully up and turned If caution still remains Continue flight Note Park brake may not hold aircraft when on ground. Note Differential toe braking may not be available PARK BRAKE ON
PARK BRK ON Park brake system pressurised
- Confirm PARK BRAKE handle in fully down position If caution still remains Continue flight
CAUTION Do not carry out run on landing or taxi
Page 3-138 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ROTOR BRAKE FAIL
ROTOR BRK FAIL Rotor brake system failure
- On ROTOR BRAKE panel confirm pressure and status of the brake caliper
On ground
In flight
- Shut down aircraft
If caliper UP Land as soon as practicable
EASA Approved
FOR TRAINING ONLY
If caliper DOWN Continue Flight
Issue 1
Page 3-139
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ROTOR BRAKE PRESSURE LIGHTS ON ROTOR BRAKE MONITOR PANEL ‘LOW PRESS’ message on rotor brake monitor panel
Low pressure in rotor brake system
When rotor brake off
During rotor braking, rotor stopping slow
Helicopter parked with rotor brake ON
Normal situation
When stationary Carry out maintenance action - Increase pressure to greater than 40 bar by pumping brake lever.
‘HIGH PRESS’ message on rotor brake monitor panel High pressure in rotor brake system during rotor brake application
Carry out maintenance action after rotor braking completed
Page 3-140 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ELECTRICAL ECDU CIRCUIT BREAKER RESET PROCEDURE The tripping (TRIP) of an ECDU managed Circuit Breaker (CB) or a failure to recognise the CB status (FAIL) will be indicated by a ‘NEW ALERT PENDING’ for a single failure or ‘# ALERT PENDING’ for multiple failure message on the ECDU Scratch pad. To reset a tripped CB carry out the following procedure: 1.
Press the ALRT button on the ECDU keypad to display the ALERT page.
2.
Press button on the RH side of the relevant tripped CB.
3.
Confirm the CB goes to OUT status.
4.
Press button on the RH side of the relevant OUT CB.
5.
Confirm the CB is removed from the page.
6.
If the CB is not removed from the ALERT page then repeat step 3 to 5 again, if required.
7.
If CB is not removed from the ALERT page then confirm that the CB goes to FAIL status. Further action for this CB is not possible. Note CB’s can be reset a maximum of 2 times. Note A failed (FAIL) CB status, whether illuminated after a reset procedure or if causing the original ALERT message, cannot be reset.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-141
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DOUBLE AC GENERATOR FAILURE
1-2 AC GEN
+ BUS TIE CLOSED
Aircraft supplied by battery power only Double ENG AC Generator failure (TRU 1-2 not supplied) - Start APU When APU STATUS light ON - When 1 AMMC DBU READY advisory illuminated reset AMMC 1 (on MCDU MENU/AMMC/DBU - EXEC) - TCAS select TA/RA - XFEED on ECDU select OPEN then AUTO - Land as soon as practicable All DC NON ESS BUSes lost If convenient and conditions permit: - Select ELEC page on ECDU - Select GEN 1 & 2 to OFF - Select one AC GEN ON at a time caption illuminates AC generator back on line, Assume other AC Generator has failed, leave OFF
Cautions remain
1(2) AC GEN
- Selected both AC GEN OFF Double ENG AC GEN/TRU failure confirmed Loss of: DC NON ESS BUS 1 & 2 See Note page 3-153 If DC NON ESS 1 and/or 2 required, on ECDU ELEC page select NON ESS 1 and/or 2 to OVRD.
DC NON ESS BUS 1 & 2 lost See Note page 3-153 If DC NON ESS 1 and/or 2 required, on ECDU ELEC page select NON ESS 1 and/or 2 to OVRD.
Note Disregard 1(2) TRU FAIL caution that may momentarily illuminate when AC GEN comes on line. Page 3-142
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
DOUBLE AC GENERATOR FAILURE CONTINUED Note TRU loads should be monitored and equipment selected OFF to maintain load under 100%. SINGLE AC GENERATOR FAILURE
1(2) AC GEN FAIL
+
BUS TIE CLOSED
Associated AC generator failure and BUS TIE closed automatically - Select ELEC page on ECDU On failed generator - Select OFF then ON If cautions remains - Select OFF associated generator - Start APU Continue flight Note Disregard 1(2) TRU FAIL caution that may momentarily illuminate when AC GEN comes on line. Note When AC power has been restored, if 1(2) INTAKE FAIL caution is illuminated select associated ENG A/ICE-INTAKE switch to OFF then back to FULL to re-activate intake anti icing.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-143 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AC GENERATOR OVERHEAT
1(2) AC GEN HOT Associated AC generator overheat - Select ELEC page on ECDU On affected AC generator - Select OFF - Start APU Continue flight
Page 3-144
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AC GENERATOR GCU FAILURE
1(2) GCU FAIL Associated AC generator control unit failure - Select ELEC page on ECDU On failed GCU generator - Select OFF then ON If cautions remains - Select OFF associated generator - Start APU
Continue flight
CAUTION Subsequent engine cross start not permitted
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-145
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TRANSFORMER RECTIFIER UNIT 1 AND/OR DC POWER DISTRIBUTION PANEL 1 FAILURE
1 TRU FAIL
If
MAIN BATT OFF
If BUS TIE CLOSED status message illuminated BUS TIE closed automatically
+
1 EMER BUS FAIL caution messages illuminated
Associated transformer rectifier unit failure
DC PDU 1 fault detected
- Select ELEC page on ECDU
- Select ELEC page on ECDU
- Select 1 TRU OFF then ON
- Select BUS TIE reset
If cautions remains - Select 1 TRU OFF - START APU
If all cautions remain - Select 1 TRU OFF
Continue flight Services lost: DC EMER BUS 1 ESS BUS 1 DC MAIN BUS 1 DC NON ESS BUS 1 & 2 (See Note page 3-151 & 3-152 3-153 for services lost)
Continue flight power is supplied by remaining TRU. Services lost: DC NON ESS BUS 1 & 2 (See Note page 3-153 for services lost) If DC NON ESS 1 and/or 2 required, on ECDU ELEC page select NON ESS 1 and/or 2 to OVRD.
CONTINUED ON NEXT PAGE Page 3-146
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
TRU 1 AND/OR DC POWER DISTRIBUTION PANEL 1 FAILURE (CONTINUED) CONTINUED FROM PREVIOUS PAGE
caution 1 TRU extinguishes and
If
MAIN BATT OFF + 1 EMER BUS FAIL cautions remain illuminated
1 TRU If caution remains illuminated and MAIN BATT OFF
+
1 EMER BUS FAIL extinguish
- Select MAIN BATT switch OFF on EPGDS panel
- Select ELEC page on ECDU - Select TRU 1 OFF
Continue flight Services lost: DC EMERG BUS 1 ESS BUS 1 (See Note page 3-151 & 3-152 for services lost)
EASA Approved
FOR TRAINING ONLY
Continue flight power is supplied by remaining TRU. Services lost: DC MAIN BUS 1 DC NON ESS BUS 1 & 2 (See Note page 3-153 for services lost)
Issue 1
Page 3-147
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TRANSFORMER RECTIFIER UNIT 2 AND/OR DC POWER DISTRIBUTION PANEL 2 FAILURE
2 TRU FAIL
If 2 EMER BUS FAIL caution message illuminated + if AUX BATT installed
If BUS TIE CLOSED status message illuminated BUS TIE closed automatically
AUX BATT OFF
Associated transformer rectifier unit failure
DC power distribution panel 2 fault detected
- Select ELEC page on ECDU
- Select ELEC page on ECDU
- Select 2 TRU OFF then ON
- Select BUS TIE reset
If caution remains - Select 2 TRU OFF
If cautions remain - Select 2 TRU OFF
Continue flight Services lost: DC EMERG BUS 2 ESS BUS 2 DC MAIN BUS 2 DC NON ESS BUS 1 & 2 (See page Note 3-151, 3-152 3-153 for services lost)
- START APU Continue flight Power is supplied by remaining TRU. Services lost: DC NON ESS BUS 1 & 2 (See Note page 3-153 for services lost) If DC NON ESS 1 and/or 2 required, on ECDU ELEC page select NON ESS 1 and/or 2 to OVRD.
CONTINUED ON NEXT PAGE Page 3-148
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
TRU 2 AND/OR DC POWER DISTRIBUTION PANEL 2 FAILURE (CONTINUED) CONTINUED FROM PREVIOUS PAGE
If
2 TRU
caution
extinguishes and 2 EMER BUS FAIL + if AUX BATT installed
2 EMER BUS FAIL + if AUX BATT installed
AUX BATT OFF
AUX BATT OFF
cautions remain illuminated
extinguishes
- Select AUX BATT switch OFF (if installed) on EPGDS panel Continue flight Services lost: DC EMERG BUS 2 ESS BUS 2 (See Note page 3-151 & 3-152 for services lost)
EASA Approved
2 TRU If caution remains illuminated and
FOR TRAINING ONLY
- Select ELEC page on ECDU - Select 2 TRU OFF - START APU
Continue flight Power is supplied by remaining generators. Services lost: DC MAIN BUS 2 DC NON ESS BUS 1 & 2 (See Note page 3-153 for services lost)
Issue 1
Page 3-149
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
SINGLE TRU OVERHEAT
1(2) TRU HOT Associated Transformer Rectifier Unit overheat - Select ELEC page on ECDU On failed TRU - Select OFF ( BUS TIE CLOSED message illuminates) - START APU Continue flight Power is supplied by remaining TRU Loss of: DC NON ESS BUS 1 & 2 See page 3-153 for services lost If DC NON ESS 1 and/or 2 required, on ECDU ELEC page select NON ESS 1 and/or 2 to OVRD. Confirm TRU LOAD is within limits
Page 3-150
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SERVICES LOST FOR EMER BUS 1 AND 2 FAILURES (Note. Circuit Breakers on Pilot and Copilot Overhead Panel)
SW BATT BUS 1 APU ECU APU FIRE DET APU PNL LT APU FUEL SOV
APU FMP APU FIRE EXT APU GCU
DC EMER BUS 1
DC EMER BUS 2
ADI STBY AFCS ACT CPLT PITCH AFCS ACT CPLT ROLL AFCS FCC 2 PRI AFCS FORCE TRIM PRI AHRS 1 PRI ECDU DU PLT PRI ECDU IOM 1 PRI ELT EPGDS BUS 1 CTL EPGDS SGCU 1 EPGDS SW BATT BUS 1 EPGDS AC EXT PWR EPGDS MAIN BATT FADEC 1 CH A FIRE ENG 1 DET FIRE ENG 1 EXTG ICS PRI LIGHTING EMERG LDG GEAR EMERG LDG GEAR CONTR PRI NAV/COMM AMU EMERG NAV/COMM MCDU PLT NAV/COMM VHF2 PITOT HTR PLT RTR BRK CONTR (if installed) RTR BRK PWR (if installed)
EASA Approved
ADU 2 AFCS ACT PLT PITCH AFCS ACT PLT ROLL AFCS FCC 2 SEC AHRS 2 PRI AMMC 2 PRI CLOCK PLT DISPLAY CCD PLT DISPLAY DCP PLT DISPLAY PFD PLT DISPLAY SW B AFDX NAV/COMM GPS 2 NAV/COMM NAV 2 NAV/COMM XPDR RAD ALT 2 ECDU IOM 2 PRI EPGDS BUS 2 CTL EPGDS SGCU 2 EPGDS SW BATT BUS 2 FADEC 2 CH A EPGDS AUX BATT (if installed) FIRE ENG 2 DET FIRE ENG 2 EXTG LIGHTING LDG PWR PLT LIGHTING CKPT PLT MWL & MCL PLT
FOR TRAINING ONLY
Issue 1
Page 3-151
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
SERVICES LOST FOR DC ESS BUS 1 & 2 FAILURE ESS BUS 1
ESS BUS 2
AFDX SW A AMMC 1 PRI AMMC 1 DISC AMU NORM CVFDR ECDU DU CPLT SEC ECDU IOM 1 SEC ENG CTL PNL ENG 1 INTK FADEC 1 CH B FIRE BAG DET FUEL LLS 1 FUEL SYS PUMP 1 FUEL SYS VALVE 1 CLOSE FUEL SYS VALVE 1 OPEN HYD SOV 1 HYD SYS EMER SOV LIGHTING INST PNL LDG GEAR NLG NOSE FAN 1 PFD CPLT PFD CPLT AUX TRANS CHIP BURN VHF 1
AFCS CP PRI ECDU DU CPLT PRI ECDU DU PLT SEC ECDU IOM 2 SEC ENG 2 INTK FADEC 2 CH B FUEL LLS2 FUEL SYS PUMP 2 FUEL SYS VALVE 2 CLOSE FUEL SYS VALVE 2 OPEN FUEL SYS XFEED CLOSE FUEL SYS XFEED OPEN HYD SOV 2 HYD SYS TAIL SOV HYD SYS UTIL SOV LIGHTING POSN MFD PLT MFD PLT AUX
C/B Panel (Overhead) VENT OPEN CKPT FAN 1 VENT/HTR
Page 3-152
Issue 1
VENT OPEN CKPT FAN 2 VENT/HTR
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SERVICES LOST FOR DC MAIN BUS 1,2,3,4 & DC NON ESS BUS 1, 2,3,4 FAILURE DC MAIN BUS 1
DC MAIN BUS 2
ADU 1 AFCS CP SEC AFCS FCC1 PRI AHRS 1 SEC AMMC 1 SEC CCD CPLT CLOCK CPLT DCP 1 LIGHTING LDG CONTR CPLT LIGHTING LDG PWR CPLT LIGHTING CKPT CPLT MCDU CPLT
AFCS DTS AFCS FCC 1 SEC AFCS TRIM AHRS 2 SEC AMMC 2 SEC DME DTD HUMS NOSE FAN 2 LDG GEAR CONTR SEC LIGHTING CSL LIGHTING CSL 28V AUX LIGHTING DOME LIGHTING OVHD LIGHTING STORM WHEEL BRAKE CONTR WHEEL BRAKE PWR WIPER PLT
MFD CPLT MFD CPLT AUX NAV 1 PITOT HTR CPLT WIPER CPLT
DC MAIN BUS 3 EXTERNAL CAMERA FLOOD LT WHITE GPS 1 LIGHTING ANTI COLL LIGHTING BAG COMP LIGHTING CAB LIGHTING CAB CONTR LIGHTING FLOOD IR PA PIA AFT PIA FWD PSU RAD ALT 1 STROBE LT TRANS OIL LOW
DC MAIN BUS 4 SEATBELT ON DF
UTIL PWR
DC NON ESS BUS 1 _
DC NON ESS BUS 2 _
DC NON ESS BUS 3 _
DC NON ESS BUS 4 _
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-153
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
MAIN BATTERY OFF
MAIN BATT OFF Failure of MAIN battery to MAIN BUS 1
- On EGPDS PNL confirm MAIN BATT switch ON
Continue flight being aware MAIN BATTery not being charged AUXILIARY BATTERY (IF INSTALLED)
AUX BATT OFF Failure of AUX battery to MAIN BUS 2
- On EPGDS PNL confirm BATT AUX switch ON
Continue flight being aware Aux Battery not being charged
Page 3-154
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU GENERATOR FAILURE
APU GEN FAIL
Failure of APU AC generator
If cautions remains - Select APU OFF
Land as soon as practicable APU GEN not available
EMERGENCY BUS 1 FAILURE 1 FIRE DET
1 EMER BUS FAIL + associated + Aural message
1 AP P FAIL 1 AP R FAIL
EMER BUS 1 and associated services lost - Reduce speed to 110 KIAS and fly attentive Land as soon as practicable (See page 3-151 for services lost)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-155
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
EMERGENCY BUS 2 FAILURE 2 FIRE DET
2 EMER BUS FAIL
+ associated
+ Aural message
2 AP P FAIL 2 AP R FAIL AVIONIC FAULT 2 ADS FAIL
EMERG BUS 2 and associated services lost
- Reduce speed to 110 KIAS and fly attentive Land as soon as practicable (See page 3-151 for services lost)
APU TRU CAUTION
APU TRU FAIL
APU TRU failed with APU generator ON
Continue flight Loss of redundancy on DC Busses
Page 3-156
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
APU GENERATOR OVERLOAD
APU GEN OVERLOAD
APU AC generator overload
- Reduce generator load
If cautions remains - Switch APU OFF
Land as soon as practicable APU GEN not available
APU TRANSFORMER RECTIFIER UNIT HOT
APU TRU HOT
APU TRU over temperature
If cautions remains - Switch APU OFF
Land as soon as practicable APU GEN not available
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-157
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
MAIN BATTERY OVERHEAT
MAIN BATT HOT
Main battery temperature exceeding limits - Switch MAIN BATT OFF on EPGDS PNL MAIN BATT OFF caution illuminates Continue flight Main battery not being charged
AUXILIARY BATTERY OVERHEAT (IF INSTALLED)
AUX BATT HOT
Auxiliary battery temperature exceeding limits - Switch BATT AUX OFF on EPGDS PNL AUX BATT OFF caution illuminates Continue flight Auxiliary battery not being charged
Page 3-158
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ELECTRICAL CONTROL DISPLAY UNIT DEGRADED
ECDU DEGR Elecrical control display unit loss of redundancy
On Ground
In Flight
- Shutdown aircraft for maintenance action
EASA Approved
FOR TRAINING ONLY
Continue flight
Issue 1
Page 3-159
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ELECTRICAL CONTROL DISPLAY UNIT FAILURE
ECDU FAIL
Electrical control display units failure, loss of ECDU screen data
- Check ECDU displays
On Ground
In Flight
- Shutdown aircraft for maintenance action
If at least one display servicable
Land as soon as practicable
Page 3-160 Rev. 2
Issue 1
If both displays unservicable
Land as soon as possible
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) GENERAL If an AFCS problem is obvious from CAS cautions, failure indications or aircraft response, the AFCS panel should be used to deselect the faulty channel, and the individual behaviour of AP 1 and AP 2 observed. Illumination of the relevant Autopilot AP channel lights and the display of CAS captions should be used to make a positive diagnosis before, for example, disengaging an AFCS channel. In the event of an un-commanded aircraft disturbance or oscillation, occurring without an AFCS caution, the pilot should disengage the AP system using the AP OFF pushbutton on the cyclic and selectively engage and disengage individual channel in order to determine and isolate a potential un-annunciated AFCS fault. This can be achieved through use of the Autopilot AP channel pushbuttons and monitoring of the trim display (Select SYSTEM, FLIGHT CTRL on MFD to display the AFCS synoptic page) and aircraft response. A transition from an AEO conditions to OEI condition will automatically cause a disengagement on any AFCS collective mode.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-161 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AUTOPILOT FAIL
1(2) AP FAIL + Aural Message
‘AUTOPILOT AUTOPILOT’
Associated autopilot failure On affected AP channel - Re-engage AP on AFCS Control panel
If caution extinguishes
Continue flight
If caution remains - Disengage AFCS upper modes - Continue flight attentive reducing speed to 110 KIAS - Below 500 ft AGL fly manually
- If subsequent
+ Aural Message 1-2 AP FAIL ‘AUTOPILOT AUTOPILOT’ cautions illuminate
- Continue flight manually not exceeding 140 KIAS or Vne-20 KIAS, if lower
Page 3-162
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AUTOPILOT OFF
1(2) AP OFF
+ Aural Message ‘AUTOPILOT AUTOPILOT’
Associate AP not engaged
On affected AP - Engage channel on AFCS panel
If fault remains - Disengage AFCS upper modes - Continue flight attentive reducing speed to 110 KIAS - Below 500 ft AGL fly manually If subsequent 2(1) AP FAIL or 1-2 AP OFF caution illuminate
- Continue flight manually not exceeding 140 KIAS or Vne-20 KIAS if lower
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-163 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
PITCH AUTOPILOT FAILURE
1(2) AP P FAIL
+ Aural Message ‘AUTOPILOT AUTOPILOT’
Pitch axis single series actuator failed
- Disengage AFCS upper modes - Continue flight attentive Reduce speed to 110 KIAS - Below 500 ft AGL fly manually
ROLL AUTOPILOT FAILURE
1(2) AP R FAIL
+ Aural Message ‘AUTOPILOT AUTOPILOT’
Roll axis single series actuator failed
- Disengage AFCS upper modes - Continue flight attentive - Reduce speed to 110 KIAS - Below 500 ft AGL fly manually
Page 3-164
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
YAW AUTOPILOT FAILURE
1(2) AP Y FAIL Yaw axis single channel failed - Disengage AFCS upper modes - Continue flight attentive - Reduce speed to 110 KIAS - Below 500 ft AGL fly manually
ATTITUDE SYSTEM OFF
ATT OFF
ATT mode not engaged or not available in either pitch or roll due to fault.
- Engage ATT mode by pushing ATT button on cyclic If ATT hold not available
- Continue flight manually not exceeding 140 KIAS or Vne-20 KIAS if lower
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-165 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
PITCH TRIM FAILURE
P TRIM FAIL AFCS trim actuator drive in pitch axis failed - Dis-engage then re-engage AP 1 If caution remains - Dis-engage then re-engage AP 2
If caution clears Continue flight
If caution remains Continue flight being aware that trim function in pitch is unavailable. Any change of flight conditon must be flown manually - In turbulent conditions reduce speed to 110 KIAS If subsequent
MISTRIM caution illuminates see page 3-171
Page 3-166 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ROLL TRIM FAILURE
R TRIM FAIL AFCS trim actuator drive in roll axis failed - Dis-engage then re-engage AP 1 If caution remains - Dis-engage then re-engage AP 2
If caution clears Continue flight
If caution remains Continue flight being aware that trim function in roll is unavailable Any change of flight conditon must be flown manually If subsequent
MISTRIM caution illuminates see page 3-171
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-167 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
YAW TRIM FAILURE
Y TRIM FAIL AFCS trim actuator drive in yaw axis failed - Dis-engage then re-engage AP 1 If caution remains - Dis-engage then re-engage AP 2
If caution clears Continue flight
If caution remains Continue flight being aware that trim function in yaw is unavailable Any change of flight conditon must be flown manually
If subsequent
MISTRIM caution illuminates see page 3-171
Page 3-168 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
COLLECTIVE TRIM FAILURE
C TRIM FAIL AFCS trim actuator drive in collective failed - Dis-engage then re-engage AP 1 If caution remains - Dis-engage then re-engage AP 2
If caution clears Continue flight Collective modes may be engaged
If caution remains Continue flight being aware that AFCS collective modes are unavailable Note The collective axis control of any AFCS Upper Modes will disengage and cannot be re-engaged
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-169 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
TRIM FAIL
TRIM FAIL AFCS trim system failure, pitch, roll, yaw and collective trim functions not available - Dis-engage then re-engage AP 1 If caution remains - Dis-engage then re-engage AP 2
If caution clears Continue flight Collective modes may be engaged
If caution remains Continue flight being aware that AFCS pitch, roll, yaw and collective trim functions are unavailable Any change of flight conditon must be flown manually - In turbulent conditions reduce speed to 110 KIAS If subsequent
MISTRIM caution illuminates see page 3-171
Note Collective AFCS Upper Modes will disengage and cannot be re-engaged
Page 3-170 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MISTRIM
MISTRIM Series actuators(s) not centred
- Continue flight using FTR button and pedal switches as appropriate to obtain desired flight condition and promptly centre series actuators to extinguish the caution. Be attentive to autopilot functioning and monitor AFCS actuators on MFD AFCS Synoptic page as necessary.
AFCS DEGRADED
AP DEGR
Loss of ADI Stby data Be aware that a subsequent AHRS failure may cause both AP channels to disengage - Continue flight attentive reducing speed to 110 KIAS - Below 500 ft AGL fly manually
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-171
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AFCS TEST FAILURE
1(2) AP TEST FAIL Associated AP channel has failed the pre-flight test - Repeat TEST ensuring flight controls are centered and free during the test If caution remains
- Maintenance action
AFCS TEST PARTIALLY COMPLETED
1(2) AP TEST DEGR Associated AP channel was unable to carry out all the pre-flight tests
- Repeat TEST ensuring flight controls are centered and free during the test
If caution remains - Maintenance action
Page 3-172
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AUTOPILOT CHANNEL FAILURE
1(2) AP MAINT Associated AP channel has a failure (Caution displayed on ground after flight only)
- Maintenance action before next flight
AUTOPILOT CAS FAILURE
AP CAS FAIL AFCS CAS messages and audio attention getters unavailable
- Continue flight attentive, reduce speed to 110 KIAS Note The AFCS system status may be monitored on the AFCS synoptic page.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-173
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AUTOPILOT-AHRS FAILURE
AP AHRS 1(2) FAIL The AFCS is not receiving information from associated AHRS Associated AP channel disengages - Disengage AFCS upper modes - Re-engage associated AP channel If associated channel cannot be re-engaged - Continue flight attentive not exceeding 110 KIAS - Below 500 ft AGL fly manually AUTOPILOT HOT
1(2) AP HOT Associate FCC temperature above limit Continue flight Be attentive to possible AP channel disengagement + Aural Message
If 1(2) AP FAIL ‘AUTOPILOT cautions illuminate AUTOPILOT’ and automatic AP channel 1(2) disengagement - Disengage upper modes - Continue flight attentive reducing speed to 110 KIAS - Below 500 ft AGL fly manually Page 3-174 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AFCS PANEL FAILURE
AFCS PNL FAIL
Failure of upper modes controls on AFCS panel (AP 1 & 2 pushbuttons will still allow engagement and disengagement of autopilot, even if buttons not illuminated) Continue flight Upper modes may be disengaged using cyclic ATT pushbutton. GA/TU modes may be engaged using collective GA/TU pushbutton AFCS OSCILLATORY MALFUNCTION Repeated disturbances in one or more axes If disturbances severe press AP OFF pushbutton on cyclic to disengage AP - Maximum speed 110 KIAS - Engage AP1
If fault clears
If fault remains
- Continue flight attentive - Below 500 ft AGL fly manually
- Disengage AP 1 and engage AP 2
- Continue flight attentive - Below 500 ft AGL fly manually EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-175 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
CYCLIC FORCE TRIM FAIL OR OFF Cyclic force trim switched OFF (e.g. via P/R PTR DECLUTCHED selection on ECDU AFCS page with P/R TRIM OFF advisory or due to longitudinal/lateral Trim clutch loss) is indicated by the cyclic being free to move in longitudinal and/or lateral axis with loss of cyclic trim release (FTR switch) and cyclic beep trim functions. The ATT OFF caution and SAS mode annunciation on PFD may also be displayed. The cyclic must be used hands-on to prevent it moving from its selected position. CYCLIC FORCE TRIM RELEASE FAILURE Cyclic force trim release failure (e.g. due to loss/fail of longitudinal/lateral trim clutch power supply) is indicated by the cyclic being maintained in a given position without any effect of cyclic trim release (FTR switch), or for P/R PTR DECLUTCHED (selection on ECDU AFCS page). This will require the pilot to fly the aircraft manoeuvring the cyclic control against the force feel spring, or use the cyclic beep trim to modify trim position. COLLECTIVE FORCE TRIM FAIL OR OFF Collective force trim switched OFF (e.g. via C/Y PTR DECLUTCHED selection on ECDU AFCS page with C/Y TRIM OFF advisory or due to collective trim clutch loss) is indicated by the Collective being free to move with loss of collective trim release (FTR switch) and collective longitudinal beep trim functions. The collective must be used hands-on; collective manual friction may be adjusted as required. COLLECTIVE FORCE TRIM RELEASE FAILURE Collective force trim release failure (e.g. due to loss/fail of collective trim clutch power supply) is indicated by the collective being maintained in a given position without any effect of collective trim release (FTR switch), or for C/Y PTR DECLUTCHED (selection on ECDU AFCS page). This will require the pilot to fly the aircraft manoeuvring the collective against the force feel spring, or use the collective longitudinal beep trim to modify the trim position (only with collective upper mode engaged).
Page 3-176 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
PEDALS FORCE TRIM FAIL OR OFF Pedals force trim OFF (e.g. via C/Y PTR DECLUTCHED on ECDU AFCS page with C/Y TRIM OFF advisory or due to pedals trim clutch loss) indicated by the pedals being free to move with loss of pedal trim release (FTR switches) and collective lateral beep trim functions (at low speed). Pedals must be used feet-on to control the yaw axis. PEDALS FORCE TRIM RELEASE FAILURE Pedals force trim release failure (e.g. due to loss/fail of pedals trim clutch power supply) is indicated by the Pedals being maintained in a given position without any effect of pedals trim release (FTR switch), or C/Y PTR DECLUTCHED(selection on ECDU AFCS page). This will require the pilot to fly the aircraft manoeuvring pedals against force feel spring, or use the collective lateral beep trim to modify trim position (at low speed only). AFCS COMBINED FAILURES A combination of AFCS failures, that are not directly related, could cause the loss of an AFCS axis. For example a 1 AP PITCH FAIL (loss of N°1 series actuator) and a subsequent AP 2 FAIL would cause a complete loss of the AFCS pitch axis which would require the aircraft to be flown manually. For any combination of AFCS failures the pilot should fly manually until the functionality of the AFCS system has been assessed.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-177 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DISPLAY UNIT MALFUNCTIONS PRIMARY AND MULTIFUNCTIONAL FLIGHT DISPLAY UNIT FAILURE Loss of either PFD will automatically configure the remaining MFD to Reversonary mode
- Continue flight using Reversionary mode
If failed screen becomes intermittent it can be powered down by switching associated RCP switch to functioning display. (Switching to PFD, powers down MFD Switching to MFD, powers down PFD) Note If failed screen returns valid, it can be restored by switching associated RCP switch to functioning display and back to NORM.. If subsequent loss of MFD in Reversionary mode
If Right pilot displays failed and Right pilot flying
If Left pilot displays failed and Left pilot flying
- Revert to Standby instrument
- Right pilot take control of aircraft Continue flight Note When using Standby instrument the correct Vne must be determined from the Vne placard.
Page 3-178 Rev. 2
Issue 1
Land as soon as practicable
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
Reversion Control Panel
ICN-89-A-153000-A-00001-04121-A-001-01
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-179
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ICE PROTECTION PITOT HEATER OFF
1(2) PITOT HEAT OFF
Associated pitot heater is not being heated and OAT below 4 °C
On Ground
In Flight
If required select PITOT 1(2) HTR ON (on ECDU)
- Select PITOT 1(2) HTR to ON (on ECDU)
If caution remains illuminated associated PITOT HEATER failure
Avoid flight in visible moisture with OAT 4 °C or below Note When PITOT HEAT selected to ON the pitot is heated continously in flight and on ground. Ensure AUTO selected on ground if PITOT HEAT not required.
Page 3-180 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENVIRONMENTAL CONTROL SYSTEM VENT FAN FAILURE
VENT FAIL
Failure of at least one CREW and/or PAX vent fan
- Confirm, using Advisory indications, which fan has failed (not illuminated)
On failed VENT fan - Select OFF, after a few minutes select HIGH
If caution remains and PAX FAN failed
If caution remains and CREW FAN failed
- Select PAX FAN OFF
- Confirm, by checking airflow from cabin roof outlet, at least one of the two cockpit fans is operating, if not select CREW FAN OFF and open cockpit storm window(s) as necessary
- Consider opening cockpit storm window(s)
Note Open the cockpit-cabin dividing curtain, if fitted.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-181 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
HEATER SYSTEM FAILURE
HEATER FAIL Heater system failure
In MAN mode Continue using MAN HTR manual selection of temperature If caution illuminates - Switch HEATER to OFF
In AUTO mode Select HEATER to MAN HTR and select temperature manually If caution remains after flight condition has changed or for prolonged period - Switch HEATER to OFF Note
If required for demist reselect HEATER to ENG and MAN HTR to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or open cockpit window(s). NOSE AVIONIC FAN FAILURE
1(2) NOSE FAN FAIL Nose bay cooling fan 1(2) failed - Continue flight reduce cockpit ambient temperature if possible. Be aware that some avionic functions may be degraded or fail
Page 3-182
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AVIONICS AHRS FAILURE
1(2) AHRS FAIL +
ATT FAIL
and possible
HDG FAIL
and loss of attitude, heading, slip skid and vertical speed data on Left (Right) PFD
1(2) AP OFF
+ Aural message
Associated AHRS failure
If 1(2) AP OFF caution illuminated refer page 3-163
- On RCP move AHRS switch to non failed AHRS
AHRS +
1(2) AP OFF AP AHRS 1(2) FAIL
illuminates on attitude indicator to highlight both attitude indicators are using the same source data CAS cautions illuminate
- Compare frequently PFD attitude and heading with STANDBY instruments.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-183 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ADS FAILURE
.
1(2) ADS FAIL + and loss of: Airspeed Altitude PI indicator data on Left (Right) PFD indicators
Associated ADS system failure
- On RCP move ADS switch to non failed ADS
ADS
illuminates on attitude indicator to highlight both air data indicators systems are using the same source data
- Re-engage upper modes as required
Continue flight - Compare frequently PFD data with STANDBY indicator.
Page 3-184 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AURAL WARNING SYSTEM FAILURE
1(2) AWG FAIL Associated aural warning system loss. - Select 2(1) AMMC MASTER on MCDU AMMS page - Confirm AWG SHORT TEST functional (ECDU TEST page)
If AWG SHORT TEST functional
If AWG SHORT TEST not functional or subsequent
1-2 AWG FAIL
Continue flight
Complete loss of aural warning system
- Continue flight monitoring CAS system and AFCS mode indications as aural warning does not function
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-185 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AVIONIC FAULT
AVIONIC FAULT Loss of redundancy in avionic system
On ground
In flight
- Shut down aircraft for maintenance action
Continue flight
If associated with 1(2) AMMC DEGR caution Land as soon as practicable
AMMC DEGRADED
1(2) AMMC DEGR Associated AMMC degraded
Continue flight Be aware possible AMMC loss of redundancy
If associated with 1(2) NOSE FAN FAIL or AVIONIC FAULT cautions Land as soon as practicable
Page 3-186
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AMMC FAILURE
1(2) AMMC FAIL
+
ENG ANALOG FAIL FDR FAIL 1-2 EECU MAINT
Associated AMMC failed See NOTE 1
If 1(2) AMMC DBU READY advisory displayed
If 1(2) AMMC DBU READY advisory not displayed after 2 mins
Continue Flight Be aware AMMC redundancy lost. See NOTE 2
- Activate DBU on MCDU AMMS page - Confirm caution clears Continue Flight Note 1
The 1(2) AMMC FAIL caution may generate DU MON message on PFD if the selected NAV source is FMS. Note 2 In case of 1 AMMC FAIL: loss of MGB & TGB OIL TEMP indication, HYD 1 pressure and temperature indications, FUEL 1 pressure and FUEL quantity indications, FMS 1 and DMAP 1 (if fitted), In case of 2 AMMC FAIL: loss of MGB OIL PRESS, IGB OIL TEMP indication, HYD 2 pressure and temperature indications, FUEL 2 pressure and FUEL quantity indications, FMS 2 and DMAP 2 (if fitted).
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-187 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AMMS CONFIGURATION FAILURE
AMMS CONFIG FAIL Software changed, configuration validation operation required
Maintenance action required
FLIGHT DATA RECORDER FAILURE
FDR FAIL
Flight Data Recorder partial or total failure
On ground
In flight
- Maintenance action
Continue flight
Page 3-188
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
COCKPIT VOICE RECORDER FAILURE
CVR FAIL
Cockpit Flight Recorder failed
In flight
On ground - Maintenance action
EASA Approved
Continue flight
FOR TRAINING ONLY
Issue 1
Page 3-189
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
GPS FAIL
1(2) GPS FAIL Associated GPS system failure
Continue Flight Loss of GPS redundancy for RNAV operations
DOUBLE GPS FAIL
1-2 GPS FAIL Double GPS system failure and subsequent loss of RNAV operation capability
- Disengage HOV mode (if engaged)
All other operations
P-RNAV/RNAV1 operations
- Revert to Radio Navigation, deselecting the FMS as Primary NAV source - Notify ATC loss of RNAV capability
Use radio navigation procedures
Note RNP and FMS DGR amber messages are both displayed at the same time on the PFD.
Page 3-190 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
FMS/GPS MISCOMPARE
FMS/GPS MSCP Miscompare between FMS position using priority GPS 1(2) and the standby 2(1) GPS position data and subsequent loss of RNAV operations capability
All other operations
P-RNAV/RNAV1 operations
- Revert to Radio Navigation, deselecting the FMS as Primary NAV source - Notify ATC loss of RNAV capability
Use radio navigation procedures
Note Be aware of possible inaccuracy in FMS or GPS position data.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-191 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
FMS/GPS MISCOMPARE UNAVAILABLE
FMS/GPS MSCP UNAVL
FMS/GPS miscompare function not available due to FMS or GPS data invalid
All other operations
P-RNAV/RNAV1 operations
- Revert to Radio Navigation, deselecting the FMS as Primary NAV source - Notify ATC loss of RNAV capability
Use radio navigation procedures
Note Be aware of possible inaccuracy in FMS or GPS position data.
Page 3-192 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MISCELLANEOUS WEIGHT ON WHEELS SWITCH FAILURE
1(2) WOW FAIL Associated WOW switch failure
On ground
In flight Continue flight being aware of system limitations as noted below:
- Shut down aircraft for Maintenance action
1 WOW FAIL : 1 AHRS TEST function not inhibited in flight Copilot DU maintenance page not inhibited in flight and copilot clock timer incorrect
2 WOW FAIL: 2 AHRS TEST function not inhibited in flight Pilot DU maintenance page not inhibited in flight and pilot clock timer incorrect
Note Illumination of the WOW FAIL caution in flight, when the LDG GEAR is DOWN, will cause the LDG GEAR lever to be locked in the down position so subsequent retraction of the landing gear is not possible.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-193
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AUDIO SYSTEM FAILURE Loss of Pilot or Copilot intercom and radio comunications
On ground
In flight - On Pilot or copilot audio control panel select BK-UP ( ICS BKUP/EMER MODE advisory illuminates)
- Maintenance action
If audio communication NOT recovered
If audio communication recovered
- On Pilot or copilot audio control panel select EMER ( ICS BKUP/EMER MODE advisory illuminates)
Continue flight using BK-UP mode (See Note 1)
If audio comms NOT recovered
- Follow radio failure procedures
If audio comms recovered Continue flight using EMER mode (See Note 2) Note 1
In BK-UP mode the crew maintains all audio functionalities (including PA) except for Cabin/Cockpit communication). Note 2 In EMER mode, the crew has access to VHF1, NAV1 (on copilot side), VHF2, NAV2 (on pilot side) and AWG/TCAS audio alarms. Be aware that in EMER mode the audio panels will not be operative (volumes are at a fixed level) and pilot/copilot intercom will only be operative with the PTT switch first detent. Page 3-194 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SENSOR DORMANT FAILURE
SNSR DORMANT FAIL Failure of at least one transmission and/or hydraulic system monitoring sensors (caution only active on ground with both engines OFF)
- Shut down aircraft for Maintenance action
COCKPIT DOOR OPEN
COCKPIT DOOR A cockpit door not closed - Confirm which cockpit door not secure
On ground
In flight
- Close cockpit door before flight
- Close and lock cockpit door, if possible
If not possible to close door
- Reduce speed to 80 KIAS - Land as soon as possible and secure door EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-195
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
CABIN DOOR OPEN
CABIN DOOR A cabin door not closed
On ground
In flight - Reduce speed to 50 KIAS - Confirm which cabin door is not secured - Close and lock cabin door, if possible
- Close cabin door before flight
If not possible to close door - Land as soon as practicable and secure door
CAUTION When opening or closing cabin door in flight hold door handle until door is at full travel and locked BAGGAGE BAY DOOR OPEN
BAG DOOR Baggage bay door not closed
On ground
- Close baggage door before flight
Page 3-196
Issue 1
In flight - Reduce speed to 80 KIAS - Land as soon as possible and secure door
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
NOSE DOOR OPEN
NOSE DOOR Nose bay door not closed
On ground
In flight - Reduce speed to 80 KIAS - Land as soon as possible and secure door
- Close nose door before flight
DC EXTERNAL POWER SOCKET DOOR OPEN
DC EXT PWR DOOR DC external power socket door not closed
On ground
In flight
- Close DC external power socket door before flight
EASA Approved
- Reduce speed to below 100 KIAS - Land as soon as practicable and secure door
FOR TRAINING ONLY
Issue 1
Page 3-197
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
AC EXTERNAL POWER SOCKET DOOR OPEN
AC EXT PWR DOOR AC external power socket door not closed
On ground
In flight
- Close AC external power socket door before flight
- Reduce speed to below 100 KIAS - Land as soon as practicable and secure door
LANDING GEAR RETRACTED
LANDING GEAR
+ Voice Warning
Landing gear retracted when aircraft height is less than 200 ft AGL/ASL - Landing gear as required
Page 3-198
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AIRCRAFT NEVER EXCEED SPEED Voice warning ‘AIRSPEED AIRSPEED’ and airspeed indication RED
- Confirm airspeed
- Reduce/maintain speed below Vne
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-199
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 3-200
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
PFD AND MFD MESSAGES CAS WARNING MESSAGE LIST DISCREPANCY
ICN-89-A-153000-A-A0126-04122-A-001-01
1(2)CASMSCP on CAS message status line.
AMMC 1 (2) CAS Warning message list has discrepancies
- On CCD, press ‘enter’ to display the other AMMC CAS warning message list. Confirm the CAS Warnings which have caused the miscompare message - Change AMMC Master if necessary on MCDU AMMS page Note The discrepancy is highlighted with an asterisk on one or more CAS Warnings. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-201
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ATTITUDE DISPLAY FAILURE
ICN-89-A-153000-A-A0126-04123-A-002-01
ATT FAIL
loss of attitude data, slip skid indicator and vertical speed data on associated attitude display
- On RCP move AHRS switch to other AHRS (1 = Copilot side, 2 = Pilot side)
AHRS +
1(2) AP OFF
illuminates on attitude indicator to highlight both attitude indicators are using the same source data CAS cautions illuminate
AP AHRS 1(2) FAIL
- Compare frequently PFD attitude with STANDBY attitude indicator.
Page 3-202 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
HEADING DISPLAY FAILURE
ICN-89-A-153000-A-A0126-04124-A-001-01
HDG FAIL
loss of heading data on associated HSI display
- On RCP move AHRS switch to other AHRS (1 = Copilot side, 2 = Pilot side)
AHRS +
1(2) AP OFF
illuminates on PFD to highlight both attitude indicators are using the same source data CAS cautions illuminate
AP AHRS 1(2) FAIL - Compare frequently PFD heading with STANDBY Compass.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-203 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DOUBLE RAD ALT FAILURE
ICN-89-A-153000-A-A0126-04125-A-001-01
RA
and loss of both RAD ALT information on PFD
Failure of both RAD ALT systems RHT modes, if engaged, disegages with chime
- Continue flight being aware that RAD ALT functioning is lost, DH message is inactive, RHT mode ALVL and LOW HT protection are not available ( HT LOSS message on top left of attitude indicator)
CAUTION When both RAD ALTs fails, the 150ft aural warning message does not function and the LANDING GEAR caution will be displayed, if the landing gear is retracted regardless of height. Note If RHT mode engaged ALT mode will automatically engage after RHT disengages. Page 3-204 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
SINGLE RAD ALT FAILURE
ICN-89-A-153000-A-A0126-04133-A-001-01
RA1(2)
Rad Alt 2 (1) failed. Automatic reconfiguration message illuminates besides Rad Alt display, on both PFD’s, to highlight both Rad Alt indicators are using the same source
CAUTION When either RAD ALT fails, the LANDING GEAR CAS caution and associated audio message activate erroneously when the aircraft is above 200 ft AGL and the landing gear is retracted.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-205
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
ADS FAILURE
ICN-89-A-153000-A-A0126-04126-A-001-01
on affected indicators and loss of data on: Airspeed Altitude PI indicator displays on PFD DU MON message displays on PFD and MFD
Failure of ADS system
- On RCP move ADS switch to other ADS (1 = Copilot side, 2 = Pilot side)
ADU
illuminates on attitude indicator to highlight both air data indicators systems are using the same source data
- Compare frequently PFD data with STANDBY indicator.
Page 3-206 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
MAGNETIC VARIATION INVALID MAG displayed in amber beside heading
TRU selectioned on MCDU and invalid MAGnetic VARiation from AMMS - Select MAG on MCDU Continue flight
OAT SENSOR FAILURE OAT ----- °C
OAT digits displayed in amber on PFD DU MON message displays on PFD and MFD
Loss of On-Side Outside Air Temperature Continue flight Use OAT standby instrument or, on RCP, select alternative ADS. CH NC MESSAGE ON PI INDICATOR
CH NC
on associated side of PI indicator
Associated PI indicator is using the FADEC data channel not in control
No pilot action EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-207 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DU MON MESSAGE ON PFD ONLY
ICN-89-A-153000-A-A0126-04134-A-001-01
DU MON
Permanently displayed on PFD
Sensor monitoring cross checking for at least one parameter does not function - Continue flight cross monitoring with stby instruments
Page 3-208 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
DU MON MESSAGE ON PFD AND MFD
ICN-89-A-153000-A-A0126-04127-A-001-01
DU MON
On PFD and MFD
Display unit cross checking for at least one parameter does not function
- Select MFD PWR PLANT page and cross monitor PFD parameters with MFD and stby instruments
Continue flight
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-209
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DISPLAY UNIT MESSAGES ‘CHECK PFD’
ICN-89-A-153000-A-A0126-04159-A-001-01
CHECK PFD
Display unit cross checking has detected at least one parameter dicrepancy
- Maintain a level and stable flight condition.
If message remains, set on-side display unit RCP switch to MFD position.
Continue flight
Page 3-210 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ICN-89-A-153000-A-A0126-04138-A-001-01
DISPLAY UNIT MESSAGES “REV” AND “DU FAN”
DU FAN
REV
Display unit in reversion mode (other display switched OFF)
Be aware that display unit cross checking not available but display sensor monitoring cross checking is available.
EASA Approved
on PFD attitude indicator or MFD PWR PLANT
On associated display unit cooling fan failed
- Possible subsequent display failure or data corruption. Switch associated RCP switch to functioning DU
FOR TRAINING ONLY
Issue 1
Page 3-211
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
5 MINUTE MESSAGE FOR AEO CONDITIONS displayed on side of PI and: • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits
5m
PI within 5 min of exceeding : AEO 30 min transmission or AEO 5 min engine rating
5m
blinking inverse video on side of PI and: • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits
PI within 10 seconds of exceeding: AEO 30 min transmission rating or AEO 5 min engine rating
5m
steady inverse video on side of PI and • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits PI has exceeded: AEO 30 min transmission rating or AEO 5 min engine rating
Continue flight respecting engine and transmission ratings
Page 3-212 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
2.5 MINUTE MESSAGE FOR OEI CONDITIONS
2.5 m
displayed on side of PI digital value and • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits Note
Within OEI 2.5 minute engine and/or transmission rating
2.5 m
The 2.5m message is moved down, changed to grey and replaced by the 30sec countdown timer when in the 30sec TQ range. blinking inverse video on side of PI and: • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits + 1(2) ENG LIM EXPIRE on CAS
Within 10 seconds of exceeding OEI 2.5 minute engine and/or transmission rating
2.5 m
steady inverse video on side of PI and • between NG and ITT indicators for engine limits • on side of TQ indicator for transmission limits + 1(2) ENG LIM EXPIRE on CAS OEI 2.5 minute engine and/or transmission time rating exceeded
Continue flight respecting engine and transmission ratings
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-213 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
30 SECOND COUNTDOWN OEI TORQUE displayed on side of PI digital value indicating time remaining in the 30 second transmission rating
29s
Note The 30sec countdown timer is moved down, changed to grey, value frozen and replaced by the 2.5min message when the 30sec TQ range is exited. The information displayed beside the PI digital value must be respected.
Within OEI 30 sec transmission rating
10 s
blinking inverse video
on side of PI
Within 10 seconds of exceeding OEI 30 sec transmission rating
0s
steady inverse video on side of PI
OEI 30 sec transmission rating expired, the EECU automatically reduces power to below 156% TQ
Continue flight respecting transmission ratings
Page 3-214 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
ENGINE STATE INDICATION ON PFD AND MFD
O E I
on side of PI, TQ ITT and NG indicators of failed engine
Associated engine failed
- Fly aircraft in accordance with OEI operational techniques
FAILURE OF NF DISPLAY
N F
on side of NF indicator
F A I L Failure of NF data from EECU
- Use other engine parameters to monitor engine.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-215
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
NR MISCOMPARE MESSAGE
NR
ICN-89-A-153000-A-A0126-04135-A-001-01
NR
on NR/NF scale
NR data miscompare (difference greater than 3% between FADEC 1 and 2 values)
- Confirm correct value selecting analogue back up parameter on MFD PWR PLANT page
Page 3-216
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
AHRS MISCOMPARE
PITCH and/or ROLL and/or
HDG
VS
and/or
on VS tape
on attitude indicator
Miscompare between AHRS 1 and 2 information. (±5° Pitch, ±5° Roll, ±10° Heading ± 200 ft/min for VS)
- By comparison with Standby instrument, Standby compass and altimeter establish which AHRS is providing correct data and switch to this on RCP, if required. Note A HDG message will also cause loss of the AFCS HDG Mode. ADS MISCOMPARE
ALT
and / or
on altitude tape
IAS
and / or
VNE
on airspeed tape
Miscompare between ADS 1 and 2 information (±125 ft for ALT, ±20 kts for IAS, 7 KIAS for Vne)
- Select the correct ADS by comparison with navigational equipment other than the Standby and select on the RCP the ADS source only in case of clear unmistakable identification. For other cases fly to the most conservative ADS.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-217 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
RAD ALT MISCOMPARE
RA
on RAD ALT display RHT and HOV modes disengage with chime, if engaged
Miscompare between RAD ALT 1 & 2 information.
- Compare the Pilot and Copilot RAD ALT indications or outside visual references to establish the correct data. Continue flight RHT mode and ALVL not available Note If RHT mode engaged ALT mode will automatically engage after RHT disengages. DECISION HEIGHT CAPTION
DH
On lower right of attitude indicator on PFD
RAD ALT height equal or lower to selected decision height (DH)
- Actions according to operational situation
Page 3-218
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
LOW HEIGHT PROTECTION
LOW HT
On top left of attitude indicator on PFD
AFCS Low height protection system active
If flight condition not stable - Fly manually to safe height
HEIGHT LOSS
HT LOSS
On top left of attitude indicator on PFD
AFCS Low height protection system not functioning
Continue Flight Be aware that AFCS Low Height protection system is not functioning - Be attentive for operation near terrain when a collective mode is engaged
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-219 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
POWER LIMIT
PWR LIM
On upper left of attitude indicator on PFD
AFCS Power Limit/Autorotation protection system active
If flight condition not stable - Modify flight condition to reduce/increase power required, as necessary
POWER LOSS
PWR LOSS
On upper left of attitude indicator on PFD
AFCS Power Limit/Autorotation protection system not functioning
Continue Flight Be aware that AFCS Power Limit/ Autorotation protection system is not functioning. Monitor PI when any AFCS collective mode engaged
Page 3-220
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
FLIGHT CONTROL SYSTEM LINK FAILURE
FCS LINK FAIL
Complete loss of AFCS communication to PFD AFCS mode annunciations and datum references not available
Continue flight - Engage ATT or use AFCS panel for indications of modes engaged
OAT SENSOR MISCOMPARE OAT
## °C
OAT displayed in amber on PFD
Miscompare between the two Outside Air Temperature probes is 2° C or greater
Continue flight Use OAT standby instrument
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-221
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
DISPLAY CONTROL PANEL FAILURE or
Replaces green arrow above attitude indicator on PFD + AVIONIC FAULT caution At least one DCP has failed
Continue flight using PFD bezel keys
Page 3-222
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
CAS CAUTION MESSAGE LIST DISCREPANCY
ICN-89-A-153000-A-A0126-04136-A-001-01
1(2) CASMSCP on CAS message status line.
AMMC 1 (2) CAS Caution message list has discrepancies
- On CCD, press ‘enter’ to display the other AMMC CAS caution message list. Confirm the CAS Cautions which have caused the miscompare message - Change AMMC Master if necessary on MCDU AMMS page Note The discrepancy is highlighted with an asterisk on one or more CAS Cautions. EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-223
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
LOC/GS MISCOMPARE
LOC
on PFD HSI display
and/or
GS
on PFD attitude indicator display
Miscompare between LOC Lateral and/or Glideslope vertical deviation.
If during IMC approach carry out published Missed Approach Procedure
LG/VG MISCOMPARE
LG
on PFD HSI display
and/or
VG
on PFD attitude indicator display
Miscompare between FMS 1 & FMS 2 Lateral Guidance and/or Vertical Guidance
Continue Flight - Revert to Radio Navigation, deselecting the FMS as Primary NAV source (Notify ATC to the loss of RNAV capability, if required) Page 3-224
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
LOSS OF GLIDESLOPE OR VOR DATA
ICN-89-A-153000-A-A0126-04128-A-001-01
on VOR lateral deviation scale
Loss of lateral deviation data
on glideslope vertical scale
Loss of valid glideslope data
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-225
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
FMS MESSAGES ON PFD FMS DGR is an alerting (amber) message on the PFD that is displayed when the FMS cannot guarantee the required position accuracy, for the present phase of flight, due to sensor unavailability.
FMS DGR
ICN-89-A-153000-A-A0126-04129-A-001-01
RNP and FMS DGR (amber)
FMS Navigation source EPU or HIL values outside RNP limit Continue Flight - Revert to Radio Navigation deselecting the FMS as Primary NAV source (Notify ATC to the loss of RNAV capability, if required)
Page 3-226 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 3 Emergency and Malfunction Procedures
FMS MESSAGES ON PFD (CONT)
ICN-89-A-153000-A-A0126-04129-A-001-01
RNP value (amber)
Cross Track error exceeds RNP
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 3-227 Rev. 2
Section 3 Emergency and Malfunction Procedures
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 3-228 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X0002
Section 4 Table of contents
SECTION 4 PERFORMANCE DATA TABLE OF CONTENTS Page INTRODUCTION .....................................................................................................................4-1 USING THE GRAPHS .............................................................................................................4-1 DENSITY ALTITUDE CHART .................................................................................................4-1 CONVERSION FACTORS.......................................................................................................4-5 AIRSPEED CALIBRATION .....................................................................................................4-7 ALTIMETER CORRECTION ...................................................................................................4-9 ENGINE POWER CHECKS ....................................................................................................4-9 POWER MARGIN TREND MONITORING .......................................................................4-9 HOVER POWER CHECK PROCEDURE .........................................................................4-9 LOW SPEED MANOEUVRES IN QUARTERING FLIGHT...................................................4-23 HEIGHT VELOCITY ENVELOPE ..........................................................................................4-33 GENERAL.......................................................................................................................4-33 SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT ....................4-33 SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY ..............................................4-34 HOVER CEILING...................................................................................................................4-55 TAKE-OFF AND LANDING CATEGORY B..........................................................................4-81 RATE OF CLIMB ...................................................................................................................4-99 NOISE CHARACTERISTICS ..............................................................................................4-228
FOR TRAINING ONLY
Issue 1
Page 4-i
Section 4 Table of contents
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure 4-1 Figure 4-2 Figure 4-3 Figure 4-4 Figure 4-5 Figure 4-6 Figure 4-7 Figure 4-8 Figure 4-9 Figure 4-10 Figure 4-11 Figure 4-12 Figure 4-13 Figure 4-14 Figure 4-15 Figure 4-16 Figure 4-17 Figure 4-18 Figure 4-19 Figure 4-20 Figure 4-21 Figure 4-22 Figure 4-23 Figure 4-24 Figure 4-25 Figure 4-26 Figure 4-27 Figure 4-28 Figure 4-29 Figure 4-30 Figure 4-31 Figure 4-32
Page 4-ii Rev. 4
Page Density/Altitude Chart ..................................................................................... 4-3 Density/Altitude Chart (meters)....................................................................... 4-4 Conversion Chart............................................................................................ 4-5 Pilot, Copilot and Standby Airspeed Calibration Curve.................................. 4-8 GE CT7-2E1 Hover Power Check Chart Pt 1 ............................................... 4-13 GE CT7-2E1 Hover Power Check Chart Pt 2, Range -1000 ft to 2000 ft Hp......................................................................... 4-15 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 2000 ft to 5000 ft Hp.......................................................................... 4-17 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 5000 ft to 8000 ft Hp.......................................................................... 4-19 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 8000 ft to 10000 ft Hp........................................................................ 4-21 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE Manoeuvres ......................................................................................... 4-23 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater OFF.......... 4-25 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater OFF ........... 4-26 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater ON............ 4-27 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater ON ............. 4-28 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater OFF........ 4-29 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater OFF ......... 4-30 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater ON.......... 4-31 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater ON ........... 4-32 WAT for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON ................ 4-36 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON....... 4-37 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON.................. 4-38 WAT Table for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON ........ 4-39 Chart A Flyaway Transfer Value ................................................................... 4-41 Chart B Height Loss During Flyaway Anti Ice OFF, Heater OFF/ON............ 4-43 Chart B Height Loss During Flyaway, Anti Ice On, Heater OFF/ON ............. 4-45 Height Loss During Flyaway Table 5500 kg and 5900 kg, Anti Ice OFF, Heater OFF/ON....................................................................... 4-47 Height Loss During Flyaway Table 6300 kg and 6700 kg, Anti Ice OFF, Heater OFF/ON....................................................................... 4-48 Height Loss During Flyaway Table 7100 kg and 7500 kg, Anti Ice OFF, Heater OFF/ON....................................................................... 4-49 Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti Ice OFF, Heater OFF/ON....................................................................... 4-50 Height Loss During Flyaway Table 5500 kg and 5900 kg, Anti Ice ON, Heater OFF/ON ........................................................................ 4-51 Height Loss During Flyaway Table 6300 kg and 6700 kg, Anti Ice ON, Heater OFF/ON ........................................................................ 4-52 Height Loss During Flyaway Table 7100 kg and 7500 kg, Anti Ice ON, Heater OFF/ON ........................................................................ 4-53 Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Table of contents
Figure Figure 4-33 Figure 4-34 Figure 4-35 Figure 4-36 Figure 4-37 Figure 4-38 Figure 4-39 Figure 4-40 Figure 4-41 Figure 4-42 Figure 4-43 Figure 4-44 Figure 4-45 Figure 4-46 Figure 4-47 Figure 4-48 Figure 4-49 Figure 4-50 Figure 4-51 Figure 4-52 Figure 4-53 Figure 4-54 Figure 4-55 Figure 4-56 Figure 4-57 Figure 4-58 Figure 4-59 Figure 4-60 Figure 4-61 Figure 4-62
Page Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti Ice ON, Heater OFF/ON .........................................................................4-54 Weight and Lateral CG Limitations (Imperial Units).......................................4-56 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF ..........................4-57 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON.............................4-58 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON ............................4-59 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF, Wind Effect Unfactored..................................................................................4-60 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater OFF, Wind Effect Unfactored..................................................................................4-61 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF, Wind Effect Unfactored..................................................................................4-62 Removed .......................................................................................................4-63 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF, Wind Effect Unfactored..................................................................................4-64 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF, Wind Effect Unfactored..................................................................................4-65 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF, Wind Effect Unfactored..................................................................................4-66 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF, Wind Effect Unfactored..................................................................................4-67 Removed .......................................................................................................4-68 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF, Wind Effect Unfactored..................................................................................4-69 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON, Wind Effect Unfactored..................................................................................4-70 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON, Wind Effect Unfactored..................................................................................4-71 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON, Wind Effect Unfactored..................................................................................4-72 Removed .......................................................................................................4-73 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON, Wind Effect Unfactored..................................................................................4-74 Hover Ceiling OGE, AEO 5 min, Anti Ice ON, Heater ON, Wind Effect Unfactored..................................................................................4-75 Hover Ceiling OGE, AEO 30 min, Anti Ice ON, Heater ON, Wind Effect Unfactored..................................................................................4-76 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON, Wind Effect Unfactored..................................................................................4-77 Removed .......................................................................................................4-78 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON, Wind Effect Unfactored..................................................................................4-79 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF ....................................4-83 CAT B Take-Off Distance, Anti Ice OFF, Heater ON......................................4-85 CAT B Take-Off Distance, Anti Ice ON, Heater OFF .....................................4-87 CAT B Take-Off Distance, Anti Ice ON, Heater ON .......................................4-89 CAT B Landing Distance, Anti Ice OFF, Heater OFF.....................................4-91
EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-iii Rev. 2
Section 4 Table of contents
AW189 - RFM Document N° 189G0290X002
Figure Figure 4-63 Figure 4-64 Figure 4-65 Figure 4-66 Figure 4-67 Figure 4-68 Figure 4-69 Figure 4-70 Figure 4-71 Figure 4-72 Figure 4-73 Figure 4-74 Figure 4-75 Figure 4-76 Figure 4-77 Figure 4-78 Figure 4-79 Figure 4-80 Figure 4-81 Figure 4-82 Figure 4-83 Figure 4-84 Figure 4-85 Figure 4-86 Figure 4-87 Figure 4-88 Figure 4-89 Figure 4-90 Figure 4-91 Figure 4-92 Figure 4-93 Figure 4-94 Figure 4-95 Figure 4-96 Figure 4-97 Figure 4-98 Figure 4-99 Figure 4-100 Figure 4-101 Figure 4-102 Figure 4-103 Figure 4-104 Figure 4-105 Figure 4-106 Figure 4-107 Page 4-iv
Page CAT B Braking Distance, Anti Ice OFF, Heater OFF..................................... 4-93 CAT B Landing Distance, Anti Ice ON, Heater OFF ..................................... 4-95 CAT B Braking Distance, Anti Ice ON, Heater OFF ...................................... 4-97 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ..... 4-100 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF ..... 4-101 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF ..... 4-102 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF ..... 4-103 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF ..... 4-104 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice OFF, Heater ............. 4-105 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF Heater OFF...... 4-106 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF Heater OFF...... 4-107 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF ... 4-108 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF ... 4-109 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF ....4-110 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF .... 4-111 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF ....4-112 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice OFF, Heater OFF ....4-113 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice OFF, Heater OFF ....4-114 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice OFF, Heater OFF ....4-115 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF Heater OFF......................4-116 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF Heater OFF.....................4-117 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF Heater OFF.....................4-118 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF Heater OFF.....................4-119 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF Heater OFF.................... 4-120 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF Heater OFF.................... 4-121 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF Heater OFF.................... 4-122 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF Heater OFF.................... 4-123 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF Heater OFF ........................ 4-124 ROC at OEI MCP, GW 5900 kg, Anti Ice OFF Heater OFF ........................ 4-125 ROC at OEI MCP, GW 6300 kg, Anti Ice OFF Heater OFF ........................ 4-126 ROC at OEI MCP, GW 6700 kg, Anti Ice OFF Heater OFF ........................ 4-127 ROC at OEI MCP, GW 7100 kg, Anti Ice OFF Heater OFF ........................ 4-128 ROC at OEI MCP, GW 7500 kg, Anti Ice OFF Heater OFF ........................ 4-129 ROC at OEI MCP, GW 7900 kg, Anti Ice OFF Heater OFF ........................ 4-130 ROC at OEI MCP, GW 8300 kg, Anti Ice OFF Heater OFF ........................ 4-131 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater ON ....... 4-132 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater ON ....... 4-133 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater ON ....... 4-134 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF, Heater ON....................... 4-135 ROC at AEO 5 min, GW 7100 kg, Anti Ice OFF, Heater ON....................... 4-136 ROC at AEO 5 min, GW 7500 kg, Anti Ice OFF, Heater ON....................... 4-137 ROC at AEO 5 min, GW 7900 kg, Anti Ice OFF, Heater ON....................... 4-138 ROC at AEO 5 min, GW 8300 kg, Anti Ice OFF, Heater ON....................... 4-139 ROC at AEO 30 min, GW 5500 kg, Anti Ice OFF, Heater ON..................... 4-140 ROC at AEO 30 min, GW 5900 kg, Anti Ice OFF, Heater ON..................... 4-141 Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Table of contents
Figure Figure 4-108 Figure 4-109 Figure 4-110 Figure 4-111 Figure 4-112 Figure 4-113 Figure 4-114 Figure 4-115 Figure 4-116 Figure 4-117 Figure 4-118 Figure 4-119 Figure 4-120 Figure 4-121 Figure 4-122 Figure 4-123 Figure 4-124 Figure 4-125 Figure 4-126 Figure 4-127 Figure 4-128 Figure 4-129 Figure 4-130 Figure 4-131 Figure 4-132 Figure 4-133 Figure 4-134 Figure 4-135 Figure 4-136 Figure 4-137 Figure 4-138 Figure 4-139 Figure 4-140 Figure 4-141 Figure 4-142 Figure 4-143 Figure 4-144 Figure 4-145 Figure 4-146 Figure 4-147 Figure 4-148 Figure 4-149 Figure 4-150 Figure 4-151 Figure 4-152
Page ROC at AEO 30 min, GW 6300 kg, Anti Ice OFF, Heater ON .....................4-142 ROC at AEO 30 min, GW 6700 kg, Anti Ice OFF,Heater ON ......................4-143 ROC at AEO 30 min, GW 7100 kg, Anti Ice OFF, Heater ON .....................4-144 ROC at AEO 30 min, GW 7500 kg, Anti Ice OFF, Heater ON .....................4-145 ROC at AEO 30 min, GW 7900 kg, Anti Ice OFF, Heater ON .....................4-146 ROC at AEO 30 min, GW 8300 kg, Anti Ice OFF, Heater ON .....................4-147 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF, Heater ON......................4-148 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF, Heater ON......................4-149 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF, Heater ON......................4-150 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF, Heater ON......................4-151 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF, Heater ON......................4-152 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF, Heater ON......................4-153 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF, Heater ON......................4-154 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF, Heater ON......................4-155 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF, Heater ON..........................4-156 ROC at MCP OEI, GW 5900 kg, Anti Ice OFF, Heater ON..........................4-157 ROC at MCP OEI, GW 6300 kg, Anti Ice OFF, Heater ON..........................4-158 ROC at MCP OEI, GW 6700 kg, Anti Ice OFF, Heater ON..........................4-159 ROC at MCP OEI, GW 7100 kg, Anti Ice OFF, Heater ON..........................4-160 ROC at MCP OEI, GW 7500 kg, Anti Ice OFF, Heater ON..........................4-161 ROC at MCP OEI, GW 7900 kg, Anti Ice OFF, Heater ON..........................4-162 ROC at MCP OEI, GW 8300 kg, Anti Ice OFF, Heater ON..........................4-163 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON Heater OFF ........4-164 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice ON Heater OFF ........4-165 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice ON Heater OFF ........4-166 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice ON Heater OFF ........4-167 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice ON Heater OFF ........4-168 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF ........4-169 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF .......4-170 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF .......4-171 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice ON, Heater OFF .....4-172 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice ON, Heater OFF .....4-173 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice ON Heater OFF ......4-174 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice ON, Heater OFF .....4-175 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice ON, Heater OFF .....4-176 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF ......4-177 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF .....4-178 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF .....4-179 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice ON Heater OFF .......................4-180 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON Heater OFF ......................4-181 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON Heater OFF ......................4-182 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON Heater OFF ......................4-183 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON Heater OFF ......................4-184 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON Heater OFF ......................4-185 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON Heater OFF ......................4-186
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Figure Figure 4-153 Figure 4-154 Figure 4-155 Figure 4-156 Figure 4-157 Figure 4-158 Figure 4-159 Figure 4-160 Figure 4-161 Figure 4-162 Figure 4-163 Figure 4-164 Figure 4-165 Figure 4-166 Figure 4-167 Figure 4-168 Figure 4-169 Figure 4-170 Figure 4-171 Figure 4-172 Figure 4-173 Figure 4-174 Figure 4-175 Figure 4-176 Figure 4-177 Figure 4-178 Figure 4-179 Figure 4-180 Figure 4-181 Figure 4-182 Figure 4-183 Figure 4-184 Figure 4-185 Figure 4-186 Figure 4-187 Figure 4-188 Figure 4-189 Figure 4-190 Figure 4-191 Figure 4-192 Figure 4-193
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Page ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON Heater OFF...................... 4-187 ROC at OEI MCP, GW 5500 kg, Anti Ice ON Heater OFF.......................... 4-188 ROC at OEI MCP, GW 5900 kg, Anti Ice ON Heater OFF.......................... 4-189 ROC at OEI MCP, GW 6300 kg, Anti Ice ON Heater OFF.......................... 4-190 ROC at OEI MCP, GW 6700 kg, Anti Ice ON Heater OFF.......................... 4-191 ROC at OEI MCP, GW 7100 kg, Anti Ice ON Heater OFF.......................... 4-192 ROC at OEI MCP, GW 7500 kg, Anti Ice ON Heater OFF.......................... 4-193 ROC at OEI MCP, GW 7900 kg, Anti Ice ON Heater OFF.......................... 4-194 ROC at OEI MCP, GW 8300 kg, Anti Ice ON Heater OFF.......................... 4-195 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON, Heater ON ........................ 4-196 ROC at AEO 5 min, GW 5900 kg, Anti Ice ON, Heater ON ........................ 4-197 ROC at AEO 5 min, GW 6300 kg, Anti Ice ON, Heater ON ........................ 4-198 ROC at AEO 5 min, GW 6700 kg, Anti Ice ON, Heater ON ........................ 4-199 ROC at AEO 5 min, GW 7100 kg, Anti Ice ON, Heater ON ........................ 4-200 ROC at AEO 5 min, GW 7500 kg, Anti Ice ON, Heater ON ........................ 4-201 ROC at AEO 5 min, GW 7900 kg, Anti Ice ON, Heater ON ........................ 4-202 ROC at AEO 5 min, GW 8300 kg, Anti Ice ON, Heater ON ........................ 4-203 ROC at AEO 30 min, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-204 ROC at AEO 30 min, GW 5900 kg, Anti Ice ON, Heater ON ...................... 4-205 ROC at AEO 30 min, GW 6300 kg, Anti Ice ON, Heater ON ...................... 4-206 ROC at AEO 30 min, GW 6700 kg, Anti Ice ON, Heater ON ...................... 4-207 ROC at AEO 30 min, GW 7100 kg, Anti Ice ON, Heater ON ...................... 4-208 ROC at AEO 30 min, GW 7500 kg, Anti Ice ON, Heater ON ...................... 4-209 ROC at AEO 30 min, GW 7900 kg, Anti Ice ON, Heater ON ...................... 4-210 ROC at AEO 30 min, GW 8300 kg, Anti Ice ON, Heater ON .......................4-211 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON, Heater ON ...................... 4-212 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON, Heater ON ...................... 4-213 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON, Heater ON ...................... 4-214 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON, Heater ON ...................... 4-215 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON, Heater ON ...................... 4-216 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON, Heater ON ...................... 4-217 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON, Heater ON ...................... 4-218 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON, Heater ON ...................... 4-219 ROC at MCP OEI, GW 5500 kg, Anti Ice ON, Heater ON .......................... 4-220 ROC at MCP OEI, GW 5900 kg, Anti Ice ON, Heater ON .......................... 4-221 ROC at MCP OEI, GW 6300 kg, Anti Ice ON, Heater ON .......................... 4-222 ROC at MCP OEI, GW 6700 kg, Anti Ice ON, Heater ON .......................... 4-223 ROC at MCP OEI, GW 7100 kg, Anti Ice ON, Heater ON .......................... 4-224 ROC at MCP OEI, GW 7500 kg, Anti Ice ON, Heater ON .......................... 4-225 ROC at MCP OEI, GW 7900 kg, Anti Ice ON, Heater ON .......................... 4-226 ROC at MCP OEI, GW 8300 kg, Anti Ice ON, Heater ON .......................... 4-227
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Section 4 Performance Data
SECTION 4 PERFORMANCE DATA INTRODUCTION The performance information presented in this section is based on flight test results and engineering analysis of engine manufacturers specification power for the engine, less installation losses. The data is applicable to the basic helicopter without any optional equipment which would appreciably affect lift, drag or power available. The performance shown is based on (1) adherence to the operational limitations shown in Section 1 of this manual, (2) the use of the procedures described in Sections 2 and 3 of this manual and (3) periodic engine power checks to assure minimum specification engine power output. The performance at a weight lower than the lowest weight shown on any particular graph should be assumed to be no better than that at the lowest weight shown. Performance extrapolation beyond the ranges shown in the graphs is not permitted.
USING THE GRAPHS The performance information is presented graphically and in the sequence in which it would ordinarily be used. The introduction to each performance item contains an example of graph usage. Additionally, each graph contains a pictogram showing the correct sequence of steps in graph usage. As aircraft performance can be substantially affected by many factors (weight, altitude, temperature, power levels, etc.), careful attention should be paid to the explanatory text accompanying each graph to assure that the correct set of factors are being used.
DENSITY ALTITUDE CHART Enter the graph at the desired value of Outside Air Temperature (OAT), on the horizontal axis. Proceed vertically until intercepting the desired value of Pressure Altitude. Proceed left to read the resulting Density Altitude (in feet). Proceed right to read the corresponding value of the reciprocal of the square root of the density ratio, which is used to calculate True Airspeed.
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Example: At a Pressure Altitude of 6000 ft and an OAT of +15° C, determine the corresponding Density Altitude. Solution: Enter Figure 4-1 at an OAT of +15° C. and proceed vertically until intersecting a Pressure Altitude of 6000 ft (sloping curves). From this point, proceed left to read a Density Altitude of 7400 ft.
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Figure 4-1 Density/Altitude Chart EASA Approved
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Figure 4-2 Density/Altitude Chart (meters) Page 4-4
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Section 4 Performance Data
CONVERSION FACTORS This table is self-explanatory. The conversion from Metric System values to Imperial System values, and vice-versa, is given for a number of useful flight parameters.
Figure 4-3 Conversion Chart EASA Approved
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AIRSPEED CALIBRATION Calibration curves are presented for the pilot’s, co-pilot’s PFD and standby airspeed indicators. Calibrated airspeed must be used in order to calculate correct values of the True Airspeed. The size of the error depends on the value of the Indicated Airspeed. Enter the graph, for the appropriate airspeed indicator, with the desired value of Indicated Airspeed, and proceed vertically until intercepting the desired flight regime. Proceed to the left to read the corresponding value of Calibrated Airspeed. Use this value to calculate the corresponding True Airspeed, as required. Example: On the Pilot’s PFD indicator, for the climb condition, determine the Calibrated Airspeed corresponding to an Indicated Airspeed of 100 kts. Solution: Use Figure 4-4. Enter the graph at an Indicated Airspeed of 100 kts and proceed vertically until intersecting the climb curve. Proceed left and read the corresponding Calibrated Airspeed of 100 kts.
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Figure 4-4 Pilot, Copilot and Standby Airspeed Calibration Curve Page 4-8
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ALTIMETER CORRECTION The Indicated Altitude shown on the cockpit instruments is within ±30 ft (9 m) altitude error throughout the speed range of the helicopter.
ENGINE POWER CHECKS The purpose of the Engine Power Assurance Check is to provide a means of monitoring engine health on an on-going basis. A HOVER power assurance check procedure is provided to the operator. The procedure should be used to check if the engine power available before Take-Off is within the limits established for the legitimate use of the Rotorcraft Flight Manual performance. POWER MARGIN TREND MONITORING Record engine power assurance check values for engine power margin trend monitoring purposes at flight hour intervals as defined in Section 1 Limitations. HOVER POWER CHECK PROCEDURE The following procedure is used to check engine performance before flight:
CAUTION Observe all engine and transmission limits and aircraft operating limits during this check. 1.
Position the aircraft into the prevailing wind to minimize hot gas ingestion.
2.
Record date, aircraft serial number, aircraft hours, engine serial number and engine hours.
3.
Confirm that the HEATER switch is set to OFF and ENG 1 & 2 SOV switches are NORMAL.
4.
Set the barometric pressure to 1013 mb or 29.92 inches.
5.
Confirm both the ENG MODE switches at FLT.
6.
Apply collective to obtain Hover IGE at 7 ft.
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7.
AW189 - RFM Document N° 189G0290X002
Maintain a fixed collective for one minute, then record the following data from the Primary and Multi Function Display: — Pressure Altitude — OAT — TQ — ITT
8.
On the appropriate figure plot readings for each engine as follows: i)
Enter the graph PAC Chart Part 1 Figure 4-5, with the recorded torque value. Move horizontally to intercept the recorded altitude line (interpolate between the curves, as necessary). Then drop vertically to read the Corrected Torque value.
j)
Select the PAC Chart Part 2 for the appropriate recorded pressure altitude (Figure 4-6 to Figure 4-9 ). On the lower axis enter with the Corrected Torque value found in a) and move vertically upward to intercept the recorded OAT (interpolated between the curves, as necessary). Then move horizontally left to read the ITT Max Temperature.
k) Compare the maximum allowable ITT values to the recorded ITT value. l)
If the recorded ITT is less than the maximum allowable ITT, engine condition is acceptable for flight.
m) The difference between maximum allowable ITT and recorded ITT is called the Power Assurance Margin (PAM). n) If the recorded ITT value is greater than the maximum allowable ITT the performance in this RFM may not be achieved. Refer to EMM for required actions. Note The PWR CHECK function on the MFD SYSTEM Engine Synoptic page is not reliable and should be disregarded.
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Example: A Hover IGE Engine Power Check procedure gave the following recorded results: — TQ = 97% — Pressure Altitude = 570 ft — OAT = 23 °C — ITT = 786 °C Solution: Entering the Chart Part 1 Figure 4-5, on the left axis at 97% aircraft torque, move horizontally right to intercept the Pressure Altitude curve for 570 ft (interpolated between the 0 ft and the 1000 ft Hp lines). Move vertically down to the Corrected Torque axis and read 94%. Entering the -1000 ft Hp to 1000 ft Hp Chart Part 2 Figure 4-6 on the Corrected Torque scale at 94% move vertically upwards to intercept the 23°C OAT line (interpolated between the 20°C and 25°C lines). Move left horizontally to read the ITT MAX value of 835°C. The recorded ITT value of 786°C is less than the maximum allowable (835°C) so the engine is acceptable for flight. The Power Assurance Margin (PAM) is calculated as: 835-786= 49°C.
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Indicated TQ %
CT7-2E1 PAC Pt 1 Indicated TQ vs Corrected TQ
Corrected TQ %
Figure 4-5 GE CT7-2E1 Hover Power Check Chart Pt 1 EASA Approved
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ITT MAX °%
CT7-2E1 PAC Pt 2 PAC HOVER/GROUND NR 102% -1000 to 2000 ft Hp
Corrected TQ %
Figure 4-6 GE CT7-2E1 Hover Power Check Chart Pt 2, Range -1000 ft to 2000 ft Hp EASA Approved
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ITT MAX °C
CT7-2E1 PAC Pt 2 PAC HOVER/GROUND NR 102% 2000 to 5000 ft Hp
Corrected TQ %
Figure 4-7 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 2000 ft to 5000 ft Hp EASA Approved
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ITT MAX °C
CT7-2E1 PAC Pt 2 PAC HOVER/GROUND NR 102% 5000 to 8000 ft Hp
Corrected TQ %
Figure 4-8 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 5000 ft to 8000 ft Hp EASA Approved
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ITT MAX °C
CT7-2E1 PAC Pt 2 PAC HOVER/GROUND NR 102% 8000 to 10000 ft Hp
Corrected TQ %
Figure 4-9 GE CT7-2E1 Hover Power Check Chart Pt 2, Range 8000 ft to 10000 ft Hp EASA Approved
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LOW SPEED MANOEUVRES IN QUARTERING FLIGHT Satisfactory stability and control has been demonstrated for all azimuths shown below for wind speed in accordance with the WAT curve in Figure 4-11 to Figure 4-18. No limitation exists for headwind conditions (±10°). See Airspeed Envelope
DIRECTION OF WIND
-10°
DIRECTION OF WIND
+10°
20
30
40 45 kts
-90°
90° WIND VELOCITY
-135°
135°
DIRECTION OF WIND
DIRECTION OF WIND ICN-89-A-151000-A-A0126-04109-A-002-01
Figure 4-10 Wind/Ground/Airspeed Azimuth Envelope for Hover IGE and OGE Manoeuvres
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Figure 4-11 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-12 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater OFF Page 4-26
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Figure 4-13 WAT for HOGE Controllability AEO 5 min, Anti Ice OFF, Heater ON EASA Approved
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Figure 4-14 WAT for HOGE Controllability AEO 5 min, Anti Ice ON, Heater ON Page 4-28 Rev. 4
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Figure 4-15 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-16 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater OFF Page 4-30
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Figure 4-17 WAT for HOGE Controllability AEO 30 min, Anti Ice OFF, Heater ON EASA Approved
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Figure 4-18 WAT for HOGE Controllability AEO 30 min, Anti Ice ON, Heater ON Page 4-32
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Section 4 Performance Data
HEIGHT VELOCITY ENVELOPE GENERAL The traditional Height Velocity envelope has been replaced with the option of a Safe Vertical Reject (up to 200 ft ALS) procedure and a Flyway procedure. Each procedure has its specific WAT curve which permits the appropriate procedure to be carried out safely. The decision of which technique to utilize, following an engine failure, will depend on the environment around the aircraft such as landing site characteristics, size, pilots view, hover height and obstacles within the escape exit. The flyaway technique is recommended when the surrounding environment permits, meanwhile the vertical reject should be considered the secondary escape case when the flyaway procedure is not feasable. SINGLE ENGINE FAILURE IN HOVER OGE SAFE VERTICAL REJECT The maximum gross weight which permits a safe vertical reject from a maximum height of 200 ft ALS is defined by the WAT Safe Vertical Reject charts and Tables Figure 4-19 & Figure 4-22 . The Vertical Reject procedure can be found in Section 3. See “Single Engine Failure in Hover OGE Safe Vertical Reject Procedure” on page 3-21. Example 1: Determine the maximum weight that would permit a Safe Vertical Reject following a single engine failure in hover OGE for the following ambient conditions: — Pressure Altitude = 2000 ft — OAT = +0° C — Anti Ice OFF — Heater OFF Solution: Using the WAT Safe Vertical Reject Chart Anti Ice OFF, Heater OFF/ON Figure 4-19 , on the Pressure Altitude axis from 2000 ft move right to intersect +0° C line. Drop down vertically to the GW axis for a weight of 7800 kg. EASA Approved
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Therefore for the conditions in the example the maximum weight for a safe vertical reject is 7800 kg. SINGLE ENGINE FAILURE IN HOVER OGE FLYAWAY The height loss during a single engine failure flyaway for combinations of weight, altitude, temperature and airspeed indication is shown in the Charts and Tables Figure 4-23 to Figure 4-33 for weights up to 8300 kg. Note For IAS indication below 20 KIAS a value of 0 KIAS must be used in the charts/tables. The charts/tables do not include any clearance height. If the hover height is greater than the height loss indicated by the chart then a flyaway capability exists and the Flyaway Procedure should be followed. It is the Pilots responsibility to add any appropriate clearance height. The Flyaway procedure can be found in Section 3. See “Single Engine Failure in Hover OGE Flyaway Procedure” on page 3-22.
CAUTION If the helicopter weight, at the time of engine failure, is less or equal to the Hover OGE 2.5min OEI weight an engine failure in the hover will result in no height loss provided that the pilot does not intervene on the flight controls. VY must be achieved within 2.5 minutes. In this case a vertical landing may also be accomplished within 2.5 minutes. Note The height loss indicated on charts, for ambient condition and aircraft weight, guarantees that VFASS (50 KIAS) will be achieved and a subsequent minimum Rate Of Climb of 150 fpm at Vy is assured.
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Example 2: Determine the drop down height during a flyaway following a single engine failure in hover OGE, for the following ambient conditions: — Weight 8200 kg — Pressure Altitude = 2000 ft — OAT = +0° C — IAS = 0 KIAS & 20 KIAS — Anti Ice OFF — Heater OFF Solution: Using the Chart A Weight Factor Chart for Flyaway Computation Figure 4-23 , on the Pressure Altitude axis from 2000 ft move upwards to intersect the +0° C line. Move right the 8200kg line (interpolated between the 7900 and 8300 lines) and from this point drop down vertically to the Transfer Value of 8.05. Using the Chart B Flyaway Height Loss for Anti Ice OFF, Heater OFF/ ON, Figure 4-24 , on the Pressure Altitude axis for 2000 ft move up to intersect the 0 °C OAT line. From this point move right to intersect the airspeed axis at 0 KIAS (Due to the unreliability of the airspeed system for airspeeds below 20 KIAS the 0 KIAS line must be used). For the zero airspeed condition continue horizontally right to intercept the Transfer Value line previously calculated of 8.05 (interpolated between the 8.0 and 8.2 lines) and drop down vertically to the Height Loss axis to obtain 153 ft. For the 20 KIAS airspeed condition from the 0 KIAS point move up and right following parallel to the lines to intersect the 20 KIAS line. From this point move horizontally right to intercept the Transfer Value line previously calculated of 8.05 (interpolated between the 8.0 and 8.2 lines). From this point drop down vertically to the Height Loss axis to obtain 87 ft. Therefore for the conditions in the example the drop down height after an engine failure in Hover would be for 0 kts airspeed 153 ft and for a 20 KIAS airpeed 87 ft. So assuming a clearance height of 15 ft is required the lowest safe hover height would be 168 ft ALS for 0 KIAS airpeed and 102 ft ALS for 20 KIAS airspeed.
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Document N° 189G0290X002
Example 1A: Determine the maximum weight that would permit a Safe Vertical Reject following a single engine failure in hover OGE for the following ambient conditions: — Pressure Altitude = 2000 ft — OAT = +0° C — Anti Ice OFF — Heater OFF Solution Using Tabulated Values: Using the WAT Table for Safe Vertical Reject Chart Anti Ice OFF, Heater OFF/ON Figure 4-20 , on the Pressure Altitude line for 2000 ft move right to intersect +0° C column and a value of 7773 kg. Therefore for the conditions in the example the maximum weight for a safe vertical reject is 7770 kg. Note It is not unusual to have slightly different values between the values given by the table and calculated from the charts. This is due to rounding errors and graphical reproduction. If any difference is found the most conservative value should be used. Example 2A: Determine the drop down height during a flyaway following a single engine failure in hover OGE, for the following ambient conditions: — Weight 8200 kg — Pressure Altitude = 2000 ft — OAT = +0° C — IAS = 0 KIAS & 20 KIAS — Anti Ice OFF — Heater OFF
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Section 4 Performance Data
Solution using Tabulated Values: Using the Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti Ice OFF, Heater OFF/ON, Figure 4-29 page an interpolation between the 7900 kg values and the 8300 kg values will be required to obtain the correct values at the specified weight of 8200 kg. On the 7900 kg table using the Pressure Altitude line of 2000 ft move right to intersect the 0°C OAT column for a height loss of 121 ft. Using the speed correction on the right for 20 KIAS read a value of -48 ft. The flyaway height loss for 20 KIAS is therefore 121 ft-48 ft = 73 ft. On the 8300 kg table using the Pressure Altitude line of 2000 ft move right to intersect the 0°C OAT column for a height loss of 171 ft. Using the speed correction on the right for 20 KIAS read a value of -77 ft. The flyaway height loss for 20 KIAS is therefore 171 ft-77 ft = 94 ft. For the 0 KIAS condition interpolating between 7900 kg with height loss of 121 ft and 8300 kg with height loss of 171 ft the calculated height loss for 8200 kg of 159 ft is obtained. For the 20 KIAS condition interpolating between 7900 kg with height loss of 73 ft and 8300 kg with height loss of 94 ft the calculated heigt loss for 8200 kg of 89 ft is obtained. Therefore for the conditions in the example the drop down height after an engine failure in Hover would be for 0 kts airspeed 159 ft and for a 20 KIAS airpeed 89 ft. So assuming a clearance height of 15 ft is required the lowest safe hover height would be 174 ft ALS for 0 KIAS airpeed and 104 ft ALS for 20 KIAS airspeed. Note It is not unusual to have slightly different values between the values given by the table and that calculated from the charts. This is due to rounding errors and graphical reproduction. If any difference is found the most conservative value should be used.
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Figure 4-19 WAT for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON Page 4-36
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Section 4 Performance Data
Figure 4-20 WAT Table for Safe OEI Vertical Reject, Anti Ice OFF, Heater OFF/ON EASA Approved
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Figure 4-21 WAT for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON Page 4-38
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Section 4 Performance Data
Figure 4-22 WAT Table for Safe OEI Vertical Reject, Anti Ice ON, Heater OFF/ON EASA Approved
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Figure 4-23 Chart A Flyaway Transfer Value EASA Approved
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Section 4 Performance Data
Figure 4-24 Chart B Height Loss During Flyaway Anti Ice OFF, Heater OFF/ON EASA Approved
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Figure 4-25 Chart B Height Loss During Flyaway, Anti Ice On, Heater OFF/ON EASA Approved
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Section 4 Performance Data
Figure 4-26 Height Loss During Flyaway Table 5500 kg and 5900 kg, Anti Ice OFF, Heater OFF/ON EASA Approved
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AW189 - RFM Document N° 189G0290X002
Figure 4-27 Height Loss During Flyaway Table 6300 kg and 6700 kg, Anti Ice OFF, Heater OFF/ON Page 4-48
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AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-28 Height Loss During Flyaway Table 7100 kg and 7500 kg, Anti Ice OFF, Heater OFF/ON EASA Approved
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AW189 - RFM Document N° 189G0290X002
Figure 4-29 Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti Ice OFF, Heater OFF/ON Page 4-50
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AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-30 Height Loss During Flyaway Table 5500 kg and 5900 kg, Anti Ice ON, Heater OFF/ON EASA Approved
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AW189 - RFM Document N° 189G0290X002
Figure 4-31 Height Loss During Flyaway Table 6300 kg and 6700 kg, Anti Ice ON, Heater OFF/ON Page 4-52
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AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-32 Height Loss During Flyaway Table 7100 kg and 7500 kg, Anti Ice ON, Heater OFF/ON EASA Approved
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AW189 - RFM Document N° 189G0290X002
Figure 4-33 Height Loss During Flyaway Table 7900 kg and 8300 kg, Anti Ice ON, Heater OFF/ON Page 4-54
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AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
HOVER CEILING The Hover Ceiling charts define the maximum weights at which an IGE hover (at 7 ft (2.1 m) wheel height) or an OGE hover is possible for varying combinations of Pressure Altitude, and OAT with main rotor speed at 102%. The charts presented are for: a) IGE with zero wind conditions. b) IGE with wind controllability can be found in Section 1 Limitations. c) OGE with Unfactored Headwind Benefit. The Unfactored Headwind Benefit charts displays the full performance increase resulting from the actual headwind component. d) OGE with wind controllability can be found in Section 4 Low Speed Manouvres.. Note Unless otherwise authorized by operating regulations, the pilot is not authorized to credit more than 50 percent of the performance increase resulting from the actual headwind component. The charts for All Engines Operating AEO conditions are presented Take Off Power (TOP) and Maximum Continuous Power (MCP) with Engine Anti Ice OFF and ON and HEATER OFF and ON. The charts for One Engine Inoperative (OEI) are presented for OEI 2.5 minute power and OEI Maximum Continuous Power (OEI MCP) with Engine Anti Ice OFF and ON and HEATER OFF and ON.
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Figure 4-34 Hover Ceiling IGE at AEO 5 min, Anti Ice OFF, Heater OFF Page 4-56
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Section 4 Performance Data
Figure 4-35 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater OFF EASA Approved
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Figure 4-36 Hover Ceiling IGE at AEO 5min Anti Ice OFF, Heater ON Page 4-58
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Section 4 Performance Data
Figure 4-37 Hover Ceiling IGE at AEO 5 min, Anti Ice ON, Heater ON EASA Approved
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Figure 4-38 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater OFF, Wind Effect Unfactored Page 4-60
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Section 4 Performance Data
Figure 4-39 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater OFF, Wind Effect Unfactored EASA Approved
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Figure 4-40 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater OFF, Wind Effect Unfactored Page 4-62
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Figure 4-41 Removed EASA Approved
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Figure 4-42 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater OFF, Wind Effect Unfactored Page 4-64
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Section 4 Performance Data
Figure 4-43 Hover Ceiling OGE at AEO 5min, Anti Ice ON, Heater OFF, Wind Effect Unfactored EASA Approved
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Figure 4-44 Hover Ceiling OGE at AEO 30 min, Anti Ice ON, Heater OFF, Wind Effect Unfactored Page 4-66
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Section 4 Performance Data
Figure 4-45 Hover Ceiling OGE at MCP, Anti Ice ON, Heater OFF, Wind Effect Unfactored EASA Approved
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Figure 4-47 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater OFF, Wind Effect Unfactored EASA Approved
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Figure 4-48 Hover Ceiling OGE at AEO 5 min, Anti Ice OFF, Heater ON, Wind Effect Unfactored Page 4-70
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Section 4 Performance Data
Figure 4-49 Hover Ceiling OGE at AEO 30 min, Anti Ice OFF, Heater ON, Wind Effect Unfactored EASA Approved
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Figure 4-50 Hover Ceiling OGE at MCP, Anti Ice OFF, Heater ON, Wind Effect Unfactored Page 4-72
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Figure 4-51 Removed EASA Approved
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Figure 4-52 Hover Ceiling OGE 2.5 min OEI, Anti Ice OFF, Heater ON, Wind Effect Unfactored Page 4-74
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Section 4 Performance Data
Figure 4-53 Hover Ceiling OGE, AEO 5 min, Anti Ice ON, Heater ON, Wind Effect Unfactored EASA Approved
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Figure 4-54 Hover Ceiling OGE, AEO 30 min, Anti Ice ON, Heater ON, Wind Effect Unfactored Page 4-76
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Section 4 Performance Data
Figure 4-55 Hover Ceiling OGE MCP AEO, Anti Ice ON, Heater ON, Wind Effect Unfactored EASA Approved
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Figure 4-57 Hover Ceiling OGE 2.5 min OEI, Anti Ice ON, Heater ON, Wind Effect Unfactored EASA Approved
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Section 4 Performance Data
TAKE-OFF AND LANDING CATEGORY B The charts are presented for Hover IGE Take Off and Rolling Take Off and Landing Performance. The Weight-Altitude-Temperature graphs determine the maximum weight allowable for each combination of altitude/temperature for Take Off and Landing. The Take Off distance chart (valid for the HIGE and Rolling Take Off WAT charts) indicates the distance required for each combination of weight-altitudetemperature to Take Off AEO and reach 50 KIAS at 50 ft (15 m) above the Take Off surface using the procedure in Section 2. The Landing distance chart (valid for the two CAT B WAT charts) indicates the distance required for each combination of weight-altitude-temperature to land OEI from 50 ft (15 m) at 40 KIAS when using the procedure for landing in Section 2. The Landing distance is indicated in two parts, the distance required from 50 ft (15 m) to touchdown and the braking distance after touchdown. The total distance for landing is the summation of the two distances. Note Care should be taken, when using and interpolating between the OAT curves, that the correct curves are being used. Example 1: The Take Off distance required for the following weight and ambient conditions: — Aircraft Weight = 8000 kg — Pressure Altitude = 5000 ft — OAT = +22° C — Engine Anti Ice OFF — Heater OFF — Zero Crosswind Solution: Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see that the aircraft weight and ambient conditions are within the allowable weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis EASA Approved
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AW189 - RFM Document N° 189G0290X002
from 5000 ft move up to intersect the +22°C line (interpolated between 20°C and 30°C lines) move right to intercept the Gross Weight line of 8000 kg (interpolated between 7900 kg and 8100 kg lines) and drop vertically to the distance of 145 m. Therefore, from Take Off (HIGE or Rolling) to 50ft AGL a distance of 145 m is required. Example 2: The Landing distance required for the following weight and ambient conditions: — Aircraft Weight = 7900 kg — Pressure Altitude = 4000 ft — OAT = +30 °C — Engine Anti Ice OFF, Heater OFF Solution: Using chart Figure 1-7 we see that the aircraft weight and ambient conditions are inside the CAT B WAT curve so a CAT B landing is available. Using the CAT B OEI/AEO Landing Distance chart Figure 4-62 on the Pressure Altitude axis from 4000 ft move up to intersect the +30 °C line (brown line 30 °C), then move right to intercept the 7900 kg Gross Weight line. From this point drop vertically to the Distance to Touch down of 235 m. Using the Braking Distance chart Figure 4-63 on the Pressure Altitude axis from 4000 ft move up to intersect the +30°C line (black line 30 °C), then move right to intercept the 7900 kg Gross Weight line. From this point drop vertically to the Braking Distance of 203 m. Summing the two values give a total landing distance from 50 ft to Stop of 438 m.
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Section 4 Performance Data
Example 3: The Take Off distance required for the following weight and ambient conditions: — Aircraft Weight = 8100 kg — Pressure Altitude = 2000 ft — OAT = +20° C — Engine Anti Ice OFF — Heater OFF — Zero Crosswind Solution: Using the WAT CAT B HIGE Take Off/Landing chart Figure 1-7 we see that the aircraft weight and ambient conditions are within the allowable weight for CAT B. Using chart Figure 4-58 on the Pressure Altitude axis for 2000 ft we can see that the +20°C would be intersected below the x axis. Therefore, we need to just move right along the x axis to intercept the y axis of the distance graph at the minumum distance of 100 m (330 ft). Therefore, from Take Off (HIGE or Rolling) to 50ft AGL a distance of 100 m is required. This distance is also applicable for any aircraft weight with the ambient conditions specified.
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Figure 4-58 CAT B Take-Off Distance, Anti Ice OFF, Heater OFF
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Figure 4-59 CAT B Take-Off Distance, Anti Ice OFF, Heater ON EASA Approved
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Figure 4-60 CAT B Take-Off Distance, Anti Ice ON, Heater OFF EASA Approved
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Figure 4-61 CAT B Take-Off Distance, Anti Ice ON, Heater ON EASA Approved
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Figure 4-62 CAT B Landing Distance, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-63 CAT B Braking Distance, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-64 CAT B Landing Distance, Anti Ice ON, Heater OFF EASA Approved
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Figure 4-65 CAT B Braking Distance, Anti Ice ON, Heater OFF EASA Approved
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Section 4 Performance Data
RATE OF CLIMB The climb performance shown is based on flight test results and covers a range of gross weights from 5500 kg to the Maximum Gross Weight of 8300 kg. Rate of Climb performance is given for All Engines Operating (AEO) conditions and for One Engine Inoperative (OEI) conditions with the datum speed for all rate of climb graphs at 80 KIAS. The AEO conditions consider rate of climb available with the engines operating at the 5 minute Power Rating limit and at the 30 minute Power Rating limit with Anti Icing OFF and ON. The OEI conditions consider rate of climb available with the engines operating at the 2.5 min rating limit and Maximum Continuous Power (MCP) Rating limits with the Anti Ice OFF and ON. Note Care should be taken, when using and interpolating between the OAT curves, that the correct curves are being used.
EASA Approved
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Figure 4-66 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF Page 4-100
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Figure 4-67 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-68 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF Page 4-102
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Section 4 Performance Data
Figure 4-69 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-70 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF Page 4-104
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Figure 4-71 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-72 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice OFF Heater OFF Page 4-106
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Figure 4-73 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-74 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice OFF, Heater OFF Page 4-108
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Figure 4-75 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-76 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice OFF, Heater OFF Page 4-110
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Section 4 Performance Data
Figure 4-77 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-78 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice OFF, Heater OFF Page 4-112
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Figure 4-79 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-80 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice OFF, Heater OFF Page 4-114
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Section 4 Performance Data
Figure 4-81 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice OFF, Heater OFF EASA Approved
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Figure 4-82 ROC at 2.5 min OEI, GW 5500 kg,Anti Ice OFF Heater OFF Page 4-116
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Section 4 Performance Data
Figure 4-83 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-84 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF Heater OFF Page 4-118
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Figure 4-85 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-86 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF Heater OFF Page 4-120
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Figure 4-87 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-88 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF Heater OFF Page 4-122
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Figure 4-89 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-90 ROC at OEI MCP, GW 5500 kg, Anti Ice OFF Heater OFF Page 4-124
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Section 4 Performance Data
Figure 4-91 ROC at OEI MCP, GW 5900 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-92 ROC at OEI MCP, GW 6300 kg, Anti Ice OFF Heater OFF Page 4-126
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Figure 4-93 ROC at OEI MCP, GW 6700 kg, Anti Ice OFF Heater OFF EASA Approved
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Figure 4-94 ROC at OEI MCP, GW 7100 kg, Anti Ice OFF Heater OFF Page 4-128
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Section 4 Performance Data
Figure 4-95 ROC at OEI MCP, GW 7500 kg, Anti Ice OFF Heater OFF EASA Approved
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Issue 1
Page 4-129
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-96 ROC at OEI MCP, GW 7900 kg, Anti Ice OFF Heater OFF Page 4-130
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-97 ROC at OEI MCP, GW 8300 kg, Anti Ice OFF Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-131
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-98 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice OFF, Heater ON Page 4-132
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-99 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-133
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-100 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice OFF, Heater ON Page 4-134
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-101 ROC at AEO 5 min, GW 6700 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-135
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-102 ROC at AEO 5 min, GW 7100 kg, Anti Ice OFF, Heater ON Page 4-136
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-103 ROC at AEO 5 min, GW 7500 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-137
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-104 ROC at AEO 5 min, GW 7900 kg, Anti Ice OFF, Heater ON Page 4-138
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-105 ROC at AEO 5 min, GW 8300 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-139
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-106 ROC at AEO 30 min, GW 5500 kg, Anti Ice OFF, Heater ON Page 4-140
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-107 ROC at AEO 30 min, GW 5900 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-141
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-108 ROC at AEO 30 min, GW 6300 kg, Anti Ice OFF, Heater ON Page 4-142
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-109 ROC at AEO 30 min, GW 6700 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-143
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-110 ROC at AEO 30 min, GW 7100 kg, Anti Ice OFF, Heater ON Page 4-144
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-111 ROC at AEO 30 min, GW 7500 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-145
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-112 ROC at AEO 30 min, GW 7900 kg, Anti Ice OFF, Heater ON Page 4-146
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-113 ROC at AEO 30 min, GW 8300 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-147
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-114 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice OFF, Heater ON Page 4-148
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-115 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-149
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-116 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice OFF, Heater ON Page 4-150
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-117 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-151
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-118 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice OFF, Heater ON Page 4-152
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-119 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-153
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-120 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice OFF, Heater ON Page 4-154
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-121 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-155
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-122 ROC at MCP OEI, GW 5500 kg, Anti Ice OFF, Heater ON Page 4-156
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-123 ROC at MCP OEI, GW 5900 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-157
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-124 ROC at MCP OEI, GW 6300 kg, Anti Ice OFF, Heater ON Page 4-158
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-125 ROC at MCP OEI, GW 6700 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-159
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-126 ROC at MCP OEI, GW 7100 kg, Anti Ice OFF, Heater ON Page 4-160
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-127 ROC at MCP OEI, GW 7500 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-161
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-128 ROC at MCP OEI, GW 7900 kg, Anti Ice OFF, Heater ON Page 4-162
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-129 ROC at MCP OEI, GW 8300 kg, Anti Ice OFF, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-163
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-130 ROC at AEO 5 min, Gross Weight 5500 kg, Anti Ice ON, Heater OFF Page 4-164
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-131 ROC at AEO 5 min, Gross Weight 5900 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-165
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-132 ROC at AEO 5 min, Gross Weight 6300 kg, Anti Ice ON, Heater OFF Page 4-166
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-133 ROC at AEO 5 min, Gross Weight 6700 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-167
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-134 ROC at AEO 5 min, Gross Weight 7100 kg, Anti Ice ON, Heater OFF Page 4-168
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-135 ROC at AEO 5 min, Gross Weight 7500 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-169
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-136 ROC at AEO 5 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF Page 4-170
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-137 ROC at AEO 5 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-171
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-138 ROC at AEO 30 min, Gross Weight 5500 kg, Anti Ice ON, Heater OFF Page 4-172
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-139 ROC at AEO 30 min, Gross Weight 5900 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-173
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-140 ROC at AEO 30 min, Gross Weight 6300 kg, Anti Ice ON, Heater OFF Page 4-174
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-141 ROC at AEO 30 min, Gross Weight 6700 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-175
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-142 ROC at AEO 30 min, Gross Weight 7100 kg, Anti Ice ON, Heater OFF Page 4-176
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-143 ROC at AEO 30 min, Gross Weight 7500 kg, Anti Ice ON Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-177
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-144 ROC at AEO 30 min, Gross Weight 7900 kg, Anti Ice ON, Heater OFF Page 4-178
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-145 ROC at AEO 30 min, Gross Weight 8300 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-179
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-146 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON, Heater OFF Page 4-180
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-147 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-181
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-148 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON, Heater OFF Page 4-182
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-149 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-183
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-150 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON, Heater OFF Page 4-184
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-151 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-185
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-152 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON, Heater OFF Page 4-186
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-153 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-187
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-154 ROC at OEI MCP, GW 5500 kg, Anti Ice ON, Heater OFF Page 4-188
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-155 ROC at OEI MCP, GW 5900 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-189
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-156 ROC at OEI MCP, GW 6300 kg, Anti Ice ON, Heater OFF Page 4-190
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-157 ROC at OEI MCP, GW 6700 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-191
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-158 ROC at OEI MCP, GW 7100 kg, Anti Ice ON, Heater OFF Page 4-192
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-159 ROC at OEI MCP, GW 7500 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-193
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-160 ROC at OEI MCP, GW 7900 kg, Anti Ice ON, Heater OFF Page 4-194
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-161 ROC at OEI MCP, GW 8300 kg, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-195
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-162 ROC at AEO 5 min, GW 5500 kg, Anti Ice ON, Heater ON Page 4-196
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-163 ROC at AEO 5 min, GW 5900 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-197
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-164 ROC at AEO 5 min, GW 6300 kg, Anti Ice ON, Heater ON Page 4-198
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-165 ROC at AEO 5 min, GW 6700 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-199
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-166 ROC at AEO 5 min, GW 7100 kg, Anti Ice ON, Heater ON Page 4-200
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-167 ROC at AEO 5 min, GW 7500 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-201
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-168 ROC at AEO 5 min, GW 7900 kg, Anti Ice ON, Heater ON Page 4-202
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-169 ROC at AEO 5 min, GW 8300 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-203
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-170 ROC at AEO 30 min, GW 5500 kg, Anti Ice ON, Heater ON Page 4-204
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-171 ROC at AEO 30 min, GW 5900 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-205
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-172 ROC at AEO 30 min, GW 6300 kg, Anti Ice ON, Heater ON Page 4-206
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-173 ROC at AEO 30 min, GW 6700 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-207
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-174 ROC at AEO 30 min, GW 7100 kg, Anti Ice ON, Heater ON Page 4-208
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-175 ROC at AEO 30 min, GW 7500 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-209
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-176 ROC at AEO 30 min, GW 7900 kg, Anti Ice ON, Heater ON Page 4-210
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-177 ROC at AEO 30 min, GW 8300 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-211
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-178 ROC at 2.5 min OEI, GW 5500 kg, Anti Ice ON, Heater ON Page 4-212
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-179 ROC at 2.5 min OEI, GW 5900 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-213
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-180 ROC at 2.5 min OEI, GW 6300 kg, Anti Ice ON, Heater ON Page 4-214
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-181 ROC at 2.5 min OEI, GW 6700 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-215
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-182 ROC at 2.5 min OEI, GW 7100 kg, Anti Ice ON, Heater ON Page 4-216
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-183 ROC at 2.5 min OEI, GW 7500 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-217
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-184 ROC at 2.5 min OEI, GW 7900 kg, Anti Ice ON, Heater ON Page 4-218
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-185 ROC at 2.5 min OEI, GW 8300 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-219
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-186 ROC at MCP OEI, GW 5500 kg, Anti Ice ON, Heater ON Page 4-220
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-187 ROC at MCP OEI, GW 5900 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-221
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-188 ROC at MCP OEI, GW 6300 kg, Anti Ice ON, Heater ON Page 4-222
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-189 ROC at MCP OEI, GW 6700 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-223
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-190 ROC at MCP OEI, GW 7100 kg, Anti Ice ON, Heater ON Page 4-224
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-191 ROC at MCP OEI, GW 7500 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-225
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
Figure 4-192 ROC at MCP OEI, GW 7900 kg, Anti Ice ON, Heater ON Page 4-226
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Section 4 Performance Data
Figure 4-193 ROC at MCP OEI, GW 8300 kg, Anti Ice ON, Heater ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page 4-227
Section 4 Performance Data
AW189 - RFM Document N° 189G0290X002
NOISE CHARACTERISTICS The following noise levels comply with ICAO Annex 16 Vol 1, Chapter 8 Amdt 10, “Aircraft Noise”. Model: AW189 General Electric GE CT7-2E1 Gross Weight 8300 kg Configuration
Level Flyover
Take Off
Approach
EPNL (EPNdB)
EPNL (EPNdB)
EPNL (EPNdB)
Clean aircraft No external kits installed
Page 4-228
Issue 1
102% NR
102% NR
102% NR
95.2
91.3
99.1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X0002
Section 5
SECTION 5 OPTIONAL EQUIPMENT SUPPLEMENTS Page INTRODUCTION .....................................................................................................................5-1 LIST OF SUPPLEMENTS .................................................................................................... 5-2A OPTIONAL EQUIPMENT INCOMPATIBILITY/RESTRICTIONS ............................................5-3 PERFORMANCE CORRECTION AFTER KIT INSTALLATION .............................................5-5 CAT B OPERATIONS.......................................................................................................5-5 FLYAWAY FROM HOVER ...............................................................................................5-5
FOR TRAINING ONLY
Issue 1
Page 5-i Rev. 3
Section 5 List of figures
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure 5-1 Figure 5-2 Figure 5-3 Figure 5-4
Page 5-ii Rev. 3
Page Correction Table for Installed Kits............................................................... 5-8 AEO Rate of Climb Reduction Chart .......................................................... 5-9 OEI Rate Of Climb Reduction Chart......................................................... 5-10 Kit Effect for CAT B Procedures ................................................................5-11
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
SECTION 5 OPTIONAL EQUIPMENT SUPPLEMENTS INTRODUCTION This section contains the supplements for the optional equipment installed on the AW189 helicopter. It is the responsibility of the flight crew to be familiar with the contents of this document.
FOR TRAINING ONLY
Issue 1
Page 5-1
Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page 5-2 Rev. 3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
LIST OF SUPPLEMENTS The Rotorcraft Flight Manual Supplement for each optional equipment must be carried in the aircraft whenever the optional equipment is installed on the aircraft. Supplement No.
Name of equipment
P/N
1
Air Conditioning System
8G2150F00111
2
Forced Ventilation System
8G2120F00111
3
IFR/VFR Night Single Pilot Operations
-
4
Category A Operations
-
5
External Hoist Operations (Goodrich)
8G2591F00111
6
Ditching Configurations
8G9560F00111 8G9560F00211 8G2560F00511
7
Forward and Auxiliary Fuel Tanks
4F2810F00212 8G2810F00111
8
Traffic Advisory System II (TCAS II)
-
9
Helicopter Terrain Awareness and Warning System (HTAWS)
8G3440F00211
10
Synthetic Vision System
8G9300F00111
11
Weather Radar RDR-1600
8G3441F00111
12
Digital Map System
8G3460F00111
FOR TRAINING ONLY
Issue 1
Page 5-2A Rev. 4
Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
Supplement No.
Name of equipment
P/N
13
“Green” Configuration for Ferry Flight
-
14
Night Vision Goggle Operations
-
15
Crash Position Indicator with Deployable ELT
8G2560F00311
16
Double External Hoist Operations (Goodrich)
8G2591F00311
17
Radar Telephonics RDR-1500B+
8G9370F00111
18
Star Safire 380 HD FLIR
8G9350F00211
19
Trakkabeam A800 Searchlight
8G3340F00811
20
Heated Windshield System
8G5610F00211
21
Weight Extension 8600 kg
-
22
Extended Range
-
23
Cabin Bubble Windows
8G5620F00111
24
Automatic Search Modes
8G2210F00111
25
Radio Equipment Rockwell Collins HF-9000
8G2310F00311 8G2310F00611
26
Cabin Extension
8G2550F00411 8G2520F01511
27
Reserved
28
External Public Address System
Page 5-2B Rev. 4
Issue 1
FOR TRAINING ONLY
8G2350F01111
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
OPTIONAL EQUIPMENT INCOMPATIBILITY/RESTRICTIONS For full details of of AW189 Supplement compatibility refer AW189 Kit Compatibility Handbook Doc No 189G0000A002. The following table shows for each Supplement: — the optional equipments which cannot be installed due to physical or functional incompatibility. — the optional equipments whose installation is a mandatory requirement or causes restrictions to limitations or performance. Detailed information can be found in the Supplement.
FOR TRAINING ONLY
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Section 5 Optional Equipment Supplements
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AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
. Supplement No.
Name of equipment
Incompatibility (Supp)
Restrictions (Supp)
1
Air Conditioning System
2
None
2
Forced Ventilation System
1
None
3
IFR/VFR Night Single Pilot Operations
None
8
4
Category A Operations
None
None
5
External Hoist Operations (Goodrich)
16,21,22
None
6
Ditching Configurations
None
None
7
Forward and Auxiliary Fuel Tanks
22
None
8
Traffic Advisory System II (TCAS II)
None
3
9
Helicopter Terrain Awareness and Warning System (HTAWS)
None
None
10
Synthetic Vision System
None
None
11
Weather Radar RDR-1600
17
None
12
Digital Map System
None
None
13
“Green” Configuration for Ferry Flight
None
None
14
Night Vision Goggle Operations*
None
None
15
Crash Position Indicator with Deployable ELT
None
None
FOR TRAINING ONLY
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Page 5-4A Rev. 4
Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
Supplement No.
Name of equipment
Incompatibility (Supp)
Restrictions (Supp)
16
Double External Hoist Operations (Goodrich)
5
22
17
Radar Telephonics RDR-1500B+
11
22
18
Star Safire 380 HD FLIR
None
None
19
Trakkabeam A800 Searchlight
None
22
20
Heated Windshield System
None
None
21
Weight Extension 8600 kg
5
None
22
Extended Range
5,7
17,19,25
23
Cabin Bubble Windows
None
None
24
Automatic Search Modes
None
5
25
Radio Equipment Rockwell Collins HF-9000
None
22
26
Cabin Extension
None
None
27
Reserved
28
External Public Address System
None
None
* See Report 189G3360A001 AW189 NVG Compatibitily Reference Hand-book for complete list.
Page 5-4B Rev. 4
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
PERFORMANCE CORRECTION AFTER KIT INSTALLATION When Optional Supplement kits are fitted that effect the external profile or reduce the engine power available the aircraft performance is effected. This effect takes the form of a reduction in climb rate for CAT A and CAT B operation and may require a weight reduction. The effect on CAT A performance can be found in Supplement 4 Category A Operations. CAT B OPERATIONS The Table in Figure 5-1 shows the Drag Factor which is used with the AEO and OEI ROC Reduction for Installed Kit charts (Figure 5-2 and Figure 5-3) to obtain the reduction that must be applied to the Rate of Climb (ROC) charts for the aircraft weight. The ROC charts are found in the Basic RFM Section 4 Performance Data, or appropriate Supplement, and the ROC reduction figures calculated are applied to correct the ROC values when kit are installed. Figure 5-1 also includes the maximum Rate of Climb Reduction value applicable for each kit which can be used as a quick check to see if the Rate of Climb could reduce to below the minimum required of 150 ft/min for CAT B operation with Maximum Continuous power. The value is conservative and can be used instead of calculating the ROC Reduction from the charts. If the minimum ROC found is determined to be less than 150 ft/min then Figure 5-4 Kit Effect for CAT B Procedures chart may be used to calculate the reduction in weight necessary to recover the minimum ROC to 150 ft/min. If more than one kit is installed the Drag Factor for the kits installed must be added together to give the Drag Factor for the combination installed. Optional kits not listed in the table do not have an effect on climb performance. FLYAWAY FROM HOVER During the flyaway condition the height loss is not affected by the addition of kits.To assure the minimum rate of climb of 150 fpm the MCP OEI ROC chart, for the weight being used, must be checked for the Drag Factor of the kits installed. The correction, as explained for the CAT B OEI ROC above, must be applied. If the minimum ROC cannot be achieved then a weight reduction will be required for the flyaway.
FOR TRAINING ONLY
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Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
EXAMPLE 1: Determine the Rate of Climb All Engine Operative (AEO) at the 30 min rating and OEI MCP rating with the helicopter at a weight of 7500 kg and flying at 3000 ft Hp with 10°C OAT, A/ICE OFF and Heater ON. The Double Hoist Supplement 16 and FLIR Supplement 18 are installed. Solution: Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist and FLIR installations is: 0.30 + 0.25 = 0.55 Drag Factor Also the maximum ROC reduction from the table will be: for AEO conditions
-40 + -35 = -75 ft/min
for OEI conditions
-45 + -40 = -85 ft/min
If a more accurate value of the ROC reduction is required we can enter Figure 5-2 AEO ROC Reduction on the Drag Factor axis with a value of 0.55, move up vertically to intercept the 7500kg line then move horizontally left to the ROC Reduction axis for a value of -60 ft/min. The same procedure can be carried out for Figure 5-3 OEI ROC Reduction to obtain a value of -60 ft/min. The clean aircraft ROC charts in the Basic RFM for 7500 kg A/ICE OFF and Heater ON are used to define the basic aircraft ROC as follows: AEO 5 min Figure 4-103 ROC 2340 ft/min MCP OEI Figure 4-127 ROC 460 ft/min Correcting these values for the kits installed we get: AEO 5 min 2340 - 60 = 2280 ft/min at 7500 kg MCP OEI
460 - 60 = 400 ft/min at 7500 kg
As the OEI ROC value is not below the minimum required of 150 ftmin for CAT B operation no weight reduction is required for these conditions.
Page 5-6 Rev. 3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
EXAMPLE 2: Determine the Rate of Climb All Engine Operative OEI at the MCP rating with the helicopter at gross weight of 8600 kg and flying at 3000 ft Hp with -30°C OAT, A/ICE ON and Heater ON. The Double Hoist Supplement 16, FLIR Supplement 18 and Trakka Searchlight Supplement 19 are installed. Solution: Using the table in Figure 5-1 the combined Drag Factor from the Double Hoist FLIR and Searchlight installations is: 0.30 + 0.25 + 0.15= 0.7 Drag Factor Also the maximum ROC reduction from the table for OEI conditions is: -45 + -40 + -30 = -115 ft/min If a more accurate value of the ROC reduction is required we can enter Figure 5-3 OEI ROC Reduction on the Drag Factor axis with a value of 0.7, move up vertically to intercept the 8600 kg line then move horizontally left to the ROC Reduction axis for a value of -65 ft/min. The clean aircraft ROC charts for 8600 kg are found in Supplement 21 Weight Extension 8600 kg. The OEI MCP chart for A/ICE ON and Heater ON, Figure S21-86 is used to obtain a ROC of 190 ft/min. Correcting this value for the kits installed: 190 - 65 = 125 ft/min As this is below the minimum ROC of 150 ft/min to respect the CAT B climb requirements, by 25 ft/min, the aircraft weight must be modified to meet the ROC minimum. Using the chart in Figure 5-4 Optional Kit Effect for CAT B we enter the ROC to Recover the Minimum Performance axis at 25 ft/min move up vertically to intercept the 8600 kg line then move left horizontally to the Weight Reduction axis for a value of 140 kg. Therefore the aircraft GW must be reduced to 8460 kg to recover the minimum ROC to 150 ft/min.
FOR TRAINING ONLY
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Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
To confirm a minimum ROC is available interpolation between the ROC at 8600 kg = 190 ft/min (from above) and from the Basic RFM ROC at 8300 kg Figure 4-123 of 280 ft/min is required. 8600-8300 -------------280-190
=
8460 - 8300 -----------------280 - X
X = 238 ft/min Therefore the OEI MCP power ROC for the basic aircraft at 8460 kg and the ambient conditions of 3000 ft Hp and -30°C is 238 ft/min Correcting this for the kits installed we have 238 - 65 = 175 ft/min, The minimum ROC is respected at the lower weight.
Drag Factor for Optional Kit (only Kit with effect on Performance are reported) Kit
P/N
Sup.
Drag Factor
DROC AEO ft/min
DROC OEI ft/min
Single Hoist Double Hoist Flir Safire 380 HD Trakka Searchlight Bubble Windows
8G2591F00111 4G2591F00311 8G9350F00211 8G3340F00811 8G5620F00111
5 16 18 19 23
0.25 0.30 0.25 0.15 0.10
-35 -40 -35 -27 -18
-40 -45 -40 -30 -20
189G1580A001 Rev.C
ICN-89-A-154000-G-A0126-00005-A-01-1
Figure 5-1 Correction Table for Installed Kits Page 5-8 Rev. 3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
AEO ROC REDUCTION for DRAG FACTOR
200
1
0.9
0.8 55 0 63 0 00 7 83 5 00 7 100 6 900 90 7 7 0 50 00 0
0.5
0.4
R oC reduc tion - [m/s ]
0.6
00
100
0.7
86
R oC reduc tion - [ft/min]
150
0.3 50 0.2 GW - [kg] ______ 0.1
0 0
0.5
1
0 1.5
Drag Factor 189G1580A001 Rev.C
ICN-89-A-155300-G-A0126-00002-A-01-1
Figure 5-2 AEO Rate of Climb Reduction Chart
FOR TRAINING ONLY
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Page 5-9 Rev. 3
Section 5 Optional Equipment Supplements
AW189 - RFM Document N° 189G0290X002
OEI ROC REDUCTION for DRAG FACTOR
250 1.2 1.1 200
1
150
0.8 0.7
00 71 00 5 7 0 0 79 00 3 8
100
86
0.6 0.5
00
R oC reduc tion - [m/s ]
67 6 3 5 9 55 00 0 0 0 0 00
R oC reduc tion - [ft/min]
0.9
0.4 0.3 50 0.2
GW - [kg] ______
0.1 0
0 0
0.5
1
1.5
Drag Factor 189G1580A001 Rev.C
ICN-89-A-155300-G-A0126-00001-A-01-1
Figure 5-3 OEI Rate Of Climb Reduction Chart Page 5-10 Rev. 3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Section 5 Optional Equipment Supplements
CAT.B ROC to RECOVER MINIMUM PERFORMANCE vs WEIGHT REDUCTION
GW
00
360
59
860 830 0 kg 0 790 0 750 0 710 0 67 00 63 00
400
320
Weight Reduction [kg]
280
240
200
160
120
80
40
0 0
20
40
60
80
100
120
140
160
ROC to recover Minimum Performance 150 ft/min
189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00007-A-01-1
Figure 5-4 Kit Effect for CAT B Procedures
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AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 1
AIR CONDITIONING SYSTEM P/N 8G2150F00111
ISSUE 1 : 31 JANUARY 2014
REVISION 1 : 18 DECEMBER 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
Title, pages A-1, B-1 and S1-10
EASA Approved
FOR TRAINING ONLY
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 EASA Approval N° 10051720 dated 18 December 2014
Issue 1
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Supplement 1 Air Conditioning System
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
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1
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Supplement 1 Air Conditioning System
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AW189 - RFM
Supplement 1
Document N° 189G0290X0002
Air Conditioning
System
SUPPLEMENT 1 AIR CONDITIONING SYSTEM TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION ...................................................................................S1-1 FORCED VENTILATION ............................................................................................... S1-1 HEATING ....................................................................................................................... S1-1 AIR CONDITIONING KIT............................................................................................... S1-2
SECTION 1 - LIMITATIONS WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S1-5 APU AIR CONDITIONING SYSTEM LIMITATIONS .............................................S1-5 SECTION 2 - NORMAL PROCEDURES ENGINE PRE-START CHECK ..............................................................................S1-6 AFTER APU START..............................................................................................S1-6 AFTER ENGINE START........................................................................................S1-7 DEMISTING COCKPIT TRANSPARENCIES........................................................S1-7 ADVISORY CAPTION DEFINITION ......................................................................S1-8 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES...........................................................................S1-9 VENT FAN FAILURE ..................................................................................................... S1-9 HEATER FAILURE ..................................................................................................... S1-10 AIR CONDITIONER FAILURE..................................................................................... S1-11
SECTION 4 - PERFORMANCE ...........................................................................S1-12
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Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S1-1 Figure S1-2
Page S1-ii
Page AIR COND/HEATER Control Panel........................................................... S1-3 Ventilation, Heating and Air Conditioning installations .............................. S1-4
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
GENERAL INFORMATION Installation of the Air Conditioning System (AIR COND) kit permits automatic cooling of the air to control the temperature and humidity environment, independently for cockpit and cabin. The kits consists of two vapour cycle cooling systems (VCS) mounted on the upper deck, one VCS for the cockpit and one for the cabin. The system is connected to the basic aircraft ventilation and heating system ducting. The kit also contains modifications to the basic ventilation system incorporate evaporator and fans in the cockpit behind the instrument panel and above the cabin roof. Both the systems draw external ambient air and cockpit/cabin air which is mixed and distributed via the cockpit and cabin vents. (Figure S1-1). All the necessary temperature sensors, fan motor safety systems, cockpit indications and system operations are controlled by the control box and selection is by the cockpit control panel mounted in the interseat console (Figure S1-2). The following operations are available from the cockpit control panel: FORCED VENTILATION With the AIR/COND/HEATER rotary switch selected OFF and the VENT CREW FAN and PAX FAN selected OFF external ambient air enters the cockpit and cabin due to the ram air pressure. By selecting the CREW FAN and PAX FAN to LOW or HIGH air is forced into the respective zone through the vents. Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT advisory message. HEATING Selecting the AIR COND/HEATER rotary switch to APU or ENG the heating system is activated using the bleed air from either the APU or engines. The hot bleed air is mixed with ambient and recirculated air and enters the cockpit and cabin ventilation system. The heated air enters uses the ram air pressure or, if required, the CREW and PAX FAN selections can used to increase the amount of hot air air entering. The temperature is automatically controlled when the rotary is in AUTO and the temperature controlled by the position of the rotary selector from WARM to COLD. If the rotary switch is selected to the MAN HTR position the heating air supply temperature is controlled manually by the pilot by ‘beep’ the rotary switch to the + or - positions which manually opens or closes the temperature control valve (TCV) to regulate the heating air supply temperature of the hot air entering the ventilation system. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S1-1
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
Care should be taken when using the manual setting as the adjustment is very sensitive. It is recommended that short beeps are used, then the system left to stabilize the temperature before adjusting again. (Approximately a 3 second beep to + would fully open the TCV giving maximum temperature and, depending on conditions, could cause an overheat and automatic shut down). Selecting the AIR COND/HEATER rotary to APU with the APU bleed valve (APU SOV) in NORMAL position (default position when panel de-powered) the APU bleed valve position is controlled automatically. Selecting the APU SOV switch to CLOSE the valve can be manually closed. The APU SOV only functions when the aircraft is on the ground, In flight the APU is inhibited and the APU SOV is automatically closed. Selecting the AIR COND/HEATER rotary to ENG the ENG 1 SOV and ENG 2 SOV switches selected to NORMAL (default position when panel de-powered) the engine bleed valves are controlled automatically and, in case of engine failure, both bleed valves will close automatically. However, if required, the bleed valve on the non failed engine may be opened manually by selecting OVERRIDE with an associated reduction in aircraft performance. Operation of the Heater System is indicated by a HEATER ON advisory message. AIR CONDITIONING KIT Selecting the AIR COND/HEATER rotary switch to AIR COND selects the air conditioning systems on. Cold air from the VCS is mixed with ambient and recirculated air and enters the ventilation system. The CREW and PAX FAN selections must be set to LOW or HIGH when the AIR COND is selected (or the associated system will remain OFF) to control the cooled air entering the cockpit and cabin. The temperature is controlled by the AUTO rotary switch position. (the MAN HTR position has no effect when in AIR COND). Operation of the Air Conditioning System is indicated by a AIR COND ON advisory message. Malfunction of the HEATER or AIR COND systems are indicated on the CAS by caution messages.
Page S1-2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
ICN-89-A-155000-A-A0126-04137-A-001-01
Figure S1-1 AIR COND/HEATER Control Panel
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S1-3
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
HP BLEED AIR SYSTEM
CABIN DISTRIBUTION UPPER DECK VCS INSTALLATION
COCKPIT VCS AND DISTRIBUTION
HEATING DISTRIBUTION
ICN-89-A-155000-A-A0126-04158-A-001-01
Figure S1-2 Ventilation, Heating and Air Conditioning installations Page S1-4
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
SECTION 1 - LIMITATIONS WEIGHT AND CENTRE OF GRAVITY LIMITATIONS After environmental control system installation the new empty weight and CG must be determined.
APU AIR CONDITIONING SYSTEM LIMITATIONS The APU Generator alone can only be used to supply one AIR COND conditioning system, either Cockpit or Cabin. To achieve this the VENT fans on one of either CREW or PAX must be selected to OFF. If at least one engine generator is functioning with the APU Generator then both conditioning systems may be operated together.
EASA Approved
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Issue 1
Page S1-5
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES ENGINE PRE-START CHECK AIR COND/HEATER control panel 1.
AIR COND/HEATER rotary switch — OFF
2.
APU, ENG 1 & 2 SOV
— Confirm NORMAL
3.
VENT CREW & PAX FANs
— As required
AFTER APU START AIR COND/HEATER control panel 1.
AIR COND/HEATER rotary switch — As required. • Select APU for HEATER and confirm HEATER ON advisory illuminates. • Select AIR COND for cooling confirm AIR COND ON advisory illuminates.
2.
Temperature control
— As required.
3.
VENT CREW & PAX FAN
— As required (FWD VENT and AFT VENT advisory illuminates when fan ON). For AIR COND only one fan must be selected.
Page S1-6
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AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
AFTER ENGINE START AIR COND/HEATER control panel 1.
AIR COND/HEATER rotary switch — As required. • Select ENG for HEATER and confirm HEATER ON advisory illuminates. • Select AIR COND for cooling confirm AIR COND ON advisory illuminates.
2.
Temperature control
— As required.
3.
VENT CREW & PAX FAN
— As required (FWD VENT and AFT VENT advisory illuminates when fan ON).
DEMISTING COCKPIT TRANSPARENCIES AIR COND/HEATER control panel 1.
AIR COND/HEATER
— Select temperature control rotary selector to MAN HTR.
2.
Temperature control
— Beep to + to increase airflow and temperature as necessary. Note
Holding the + for more than 3 seconds will fully open the TCV and may cause system overheat and shutdown. 3.
VENT CREW FAN
EASA Approved
— Select HIGH and direct front vents towards side windows to increase airflow if required.
FOR TRAINING ONLY
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Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
ADVISORY CAPTION DEFINITION CAS Caption (Green)
System State
AIR COND ON
Cockpit and Cabin Air Conditioning system switched ON
AFT VENT
Cabin fan switched ON
FWD VENT
Cockpit fan switched ON
HEATER ON
Heater switched ON
Page S1-8
Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES VENT FAN FAILURE
VENT FAIL
Failure of at least one CREW and/or PAX vent fan
- Confirm, using Advisory indications, which fan has failed (not illuminated)
On failed VENT fan - Select OFF, after a few minutes select HIGH
If caution remains and PAX FAN failed
If caution remains and CREW FAN failed
- Confirm, by checking airflow, at least one of the two cabin fans is operating, if not select PAX FAN OFF and consider opening cockpit storm window(s)
- Confirm, by checking airflow, at least one of the two cockpit fans is operating, if not select CREW FAN OFF and open cockpit storm window(s) as necessary Note
Be aware that failure of the ventilation fans with the AIR COND system operative may cause the AIR COND to fail after several minutes, in which case switch the associated VENT FAN to OFF. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S1-9
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
VENT FAN FAILURE (CONT) Note Open the cockpit-cabin dividing curtain, if fitted. HEATER FAILURE
HEATER FAIL Heater system failure
In MAN mode Continue using MAN HTR manual selection of temperature If caution illuminates - Switch HEATER to OFF
In AUTO mode Select HEATER to MAN HTR and select temperature manually If caution remains after flight condition has changed or for prolonged period - Switch HEATER to OFF Note
If required for demist reselect HEATER to ENG and MAN HTR to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or open cockpit window(s).
Page S1-10 Rev. 1
Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 1 Air Conditioning System
AIR CONDITIONER FAILURE
FWD(AFT) COND FAIL CREW (PAX) air conditioner failure
- Confirm CREW(PAX) VENT FAN selection at LOW or HIGH If caution remains - Switch OFF the AIR COND and leave for minimum of 4 minutes. Switch to AIR COND again
If caution re-appears - Select CREW(PAX) VENT FANS OFF
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S1-11
Supplement 1 Air Conditioning System
AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE The air conditioning system has no effect on aircraft Performance. The heating system effect on Performance can be found in the Basic RFM.
Page S1-12
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 2
FORCED VENTILATION SYSTEM P/N 8G2120F00111
ISSUE 1 : 31 JULY 2014
REVISION 1 : 18 DECEMBER 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 2 Forced Ventilation System
AW189 - RFM Document N° 189G0290X002
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
APPROVAL
EASA Approval N° 10050078 dated 31 July 2014 Title, pages A-1, B-1, S2-3 and S2-8 EASA Approval N° 10051720 dated 18 December 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
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Supplement 2 Forced Ventilation System
AW189 - RFM Document N° 189G0290X002
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
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AW189 - RFM
Document N° 189G0290X0002
Supplement 2
Forced Ventilation
System
SUPPLEMENT 2 FORCED VENTILATION SYSTEM TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION ...................................................................................S2-1 FORCED VENTILATION ............................................................................................... S2-1 HEATING ....................................................................................................................... S2-1
SECTION 1 - LIMITATIONS WEIGHT AND CENTRE OF GRAVITY LIMITATIONS..........................................S2-5 SECTION 2 - NORMAL PROCEDURES ENGINE PRE-START CHECK ..............................................................................S2-5 AFTER APU START..............................................................................................S2-5 AFTER ENGINE START........................................................................................S2-6 DEMISTING COCKPIT TRANSPARENCIES........................................................S2-6 ADVISORY CAPTION DEFINITION ......................................................................S2-7 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES...........................................................................S2-8 VENT FAN FAILURE ..................................................................................................... S2-8 HEATER FAILURE ....................................................................................................... S2-9
SECTION 4 - PERFORMANCE ...........................................................................S2-10
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Supplement 2 Forced Ventilation System
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S2-1 Figure S2-2
Page S2-ii
Page Forced Ventilation and HEATER Control Panel......................................... S2-3 Ventilation and Heating Installations (Example) ........................................ S2-4
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AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
GENERAL INFORMATION Installation of the Forced Air Ventilation System kit permits the maximum ventilation air to be circulated in the cockpit and cabin. This system, when installed with the aircraft heating system, is the most basic environmental conditioning system available for the AW189. The forced air ventilation system uses two fresh air flapper valves to introduce ambient air into the cockpit and one flapper valve for the cabin. The cockpit control panel (Figure S2-1) mounted in the interseat console is NVG compatible and in normal operation remains ‘black’. When any pushbutton is selected manually a green caption in the pushbutton is illuminated. The following operations are available from the panel: FORCED VENTILATION With the HEATER rotary switch selected OFF the forced air ventilation system is operated by the VENT selection. When CREW FAN and PAX FAN are selected OFF the fans are inoperative. By selecting the CREW FAN and PAX FAN to LOW or HIGH the flapper valves open and air is forced into the respective zone through the vents. By selecting the PAX FAN to EXT AIR the cabin flapper valve opens but the fans remain inoperative so the cabin is ventilated by ram air effect only. The EXT AIR pushbutton, when selected, forces the cockpit flapper valves open regardless of the HEATER and CREW FAN switch selection. The green OPEN caption illuminates in the pushbutton. Operation of the VENT FANs is indicated by a FWD VENT and AFT VENT advisory message. HEATING Selecting the HEATER rotary switch to APU or ENG the heating system is activated using the bleed air from either the APU or engines. The cockpit flapper valves are closed when HEATER is selected to ENG or APU whilst the cabin flapper valves remains controlled by the PAX FAN switch. For heating, hot bleed air, controlled by the TCV, and external ambient air, drawn in from the ambient air inlet on the left side of the aircraft fuselage, mixed in the jet pump and enters the heating distribution system to be supplied to the cabin and cockpit outlets.
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Supplement 2 Forced Ventilation System
AW189 - RFM Document N° 189G0290X002
In the cabin the heated air is ducted under the cabin floor and fed to outlets at floor level in the forward and aft corners of the cabin. (the cabin heating supply is totally separate from the cabin ventilation supply which provides outside ambient air only via the cabin roof outlets. In the cockpit the heated air is ducted under the cabin floor and fed into the cockpit ventilation distrubution system. The CREW FAN can be selected to boost the hot air flow for demisting. Selecting the EXT AIR pushbutton will open the cockpit fapper valve, if required, introducing outside ambient air into the heating supply. The temperature in the cockpit and cabin is automatically controlled when the rotary is in AUTO and the temperature controlled by the position of the rotary selector from WARM to COLD. If the rotary switch is selected to the MAN HTR position the heating air supply temperature is controlled manually by the pilot by ‘beep’ the rotary switch to the + or - positions which manually opens or closes the temperature control valve (TCV) to regulate the heating air supply temperature of the hot air entering the ventilation system. Care should be taken when using the manual setting as the adjustment is very sensitive. It is recommended that short beeps are used, then the system left to stabilize the temperature before adjusting again. (Approximately a 3 second beep to + would fully open the TCV giving maximum temperature and, depending on conditions, could cause an overheat and automatic shut down). Selecting the HEATER rotary to APU with the APU bleed valve (APU SOV) pushbutton in its unlit position (default selection when panel de-powered), the APU bleed valve is controlled automatically. Selecting the APU SOV pushbutton the valve can be manually closed and a green CLSD message illuminates in the pushbutton. The APU SOV only functions when the aircraft is on the ground. In flight the APU is inhibited and the APU SOV is automatically closed. Selecting the HEATER rotary to ENG with the ENG 1 SOV and ENG 2 SOV pushbutton selected to their unlit position (default selection when panel depowered) the engine bleed valves are controlled automatically and, in case of engine failure, both bleed valves will close automatically. However, if required, the bleed valve on the non failed engine may be opened manually by selecting the appropriate ENG SOV pushbutton with an associated reduction in aircraft performance and an OVRD caption illuminates in the pushbutton. Operation of the Heater System is indicated by a HEATER ON advisory message.
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AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
.
Figure S2-1 Forced Ventilation and HEATER Control Panel (all pushbutton caption illuminated)
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AW189 - RFM Document N° 189G0290X002
Cockpit Ventilation FANS Cockpit Ventilation Flapper Valves
Figure S2-2 Ventilation and Heating Installations (Example) Page S2-4
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AW189 - RFM Document N° 189G0290X002
Supplement 2 Forced Ventilation System
SECTION 1 - LIMITATIONS WEIGHT AND CENTRE OF GRAVITY LIMITATIONS After environmental control system installation the new empty weight and CG must be determined.
SECTION 2 - NORMAL PROCEDURES ENGINE PRE-START CHECK HEATER control panel 1.
HEATER rotary switch
— OFF
2.
APU, ENG 1 & 2 SOV
— Confirm not selected
3.
VENT CREW & PAX FANs
— As required
AFTER APU START HEATER control panel 1.
HEATER rotary switch
— As required. • Select APU for HEATER and confirm HEATER ON advisory illuminates.
2.
Temperature control
— As required.
3.
VENT CREW & PAX FAN
— As required (FWD VENT and AFT VENT advisory illuminates when fan ON).
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AW189 - RFM Document N° 189G0290X002
AFTER ENGINE START HEATER control panel 1.
HEATER rotary switch
— As required. • Select ENG for HEATER and confirm HEATER ON advisory illuminates.
2.
Temperature control
— As required.
3.
VENT CREW & PAX FAN
— As required (FWD VENT and AFT VENT advisory illuminates when fan ON).
DEMISTING COCKPIT TRANSPARENCIES HEATER control panel 1.
HEATER
— Select temperature control rotary selector to MAN HTR.
2.
Temperature control
— Beep to + to increase airflow and temperature as necessary. Note
Holding the + for more than 3 seconds will fully open the TCV and may cause system overheat and shutdown. 3.
VENT CREW FAN
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— Select HIGH and direct front vents towards side windows to increase airflow if required.
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Supplement 2 Forced Ventilation System
ADVISORY CAPTION DEFINITION CAS Caption (Green)
System State
AFT VENT
Cabin fan switched ON
FWD VENT
Cockpit fan switched ON
HEATER ON
Heater switched ON
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SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES VENT FAN FAILURE
VENT FAIL
Failure of at least one CREW and/or PAX vent fan
- Confirm, using Advisory indications, which fan has failed (not illuminated)
On failed VENT fan - Select OFF, after a few minutes select HIGH
If caution remains and PAX FAN failed
If caution remains and CREW FAN failed
- Confirm, by checking airflow, cabin fan is operating, if not select PAX FAN OFF and consider opening cockpit storm window(s)
- Confirm, by checking airflow, at least one of the two cockpit fans is operating, if not select CREW FAN OFF and open cockpit storm window(s) as necessary Note
Open the cockpit-cabin dividing curtain, if fitted.
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Supplement 2 Forced Ventilation System
HEATER FAILURE
HEATER FAIL Heater system failure
In MAN mode Continue using MAN HTR manual selection of temperature If caution illuminates - Switch HEATER to OFF
In AUTO mode Select HEATER to MAN HTR and select temperature manually If caution remains after flight condition has changed or for prolonged period - Switch HEATER to OFF Note
If required for demist reselect HEATER to ENG and MAN HTR to control temperature. Set VENT CREW FAN as required. If
manual control is not operational use crew fans and/or open cockpit window(s).
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Supplement 2 Forced Ventilation System
AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE The forced ventilation system has no effect on aircraft Performance. The heating system effect on Performance can be found in the Basic RFM.
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Supplement 3 IFR/VFR Night Single Pilot Operations
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 3
IFR/VFR NIGHT SINGLE PILOT OPERATIONS
ISSUE 1 : 31 JANUARY 2014
REVISION 2 : 6 MAY 2015
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Supplement 3 IFR/VFR Night Single Pilot Operations
RECORD OF REVISIONS REVISION No. — Issue 1
SUBJECT
1
Title, pages A-1, B-1, S3-1 thru S3-4
2
Title, pages A-1, B-1, S3-1
EASA Approved
FOR TRAINING ONLY
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 EASA Approval N° 10051720 dated 18 December 2014 EASA Approval N° 10053254 dated 7 May 2015
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Supplement 3 IFR/VFR Night Single Pilot Operations
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
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Document N° 189G0290X0002
Supplement 3
IFR/VFR Night
Single Pilot Operations
SUPPLEMENT 3 IFR/VFR NIGHT SINGLE PILOT OPERATION TABLE OF CONTENTS
Page
SECTION 1 - LIMITATIONS GENERAL...................................................................................................................... S3-1 MINIMUM FLIGHT CREW ............................................................................................. S3-1 REQUIRED EQUIPMENT.............................................................................................. S3-1 GENERAL LIMITATIONS .............................................................................................. S3-1
SECTION 2 - NORMAL PROCEDURES ...............................................................S3-1 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DU MON MESSAGE ON PFD ONLY ........................................................................... S3-2
SECTION 4 - PERFORMANCE DATA ..................................................................S3-3
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Single Pilot Operations
Document N° 189G0290X002
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Supplement 3 IFR/VFR Night Single Pilot Operations
SECTION 1 - LIMITATIONS GENERAL All other Limitations as stated in the Basic RFM, for CAT B operations, and Supplement 4, for CAT A operation are applicable. MINIMUM FLIGHT CREW — Instrument Flight Rules (IFR) Day/Night and VFR Night - One pilot unless otherwise required by operating rules. — Single pilot operation not permitted from left hand seat. REQUIRED EQUIPMENT — Quick Reference Handbook (QRH) , document 189G0290X003 latest issue. — Map/QRH holder P/N 8G3320A00931 or equivalent. — Traffic Advisory System TCAS II, Supplement 8. GENERAL LIMITATIONS — Maximum airspeed ......................................................................... VNE-20 — Maximum airspeed when in Terminal Area ................................. 110 KIAS — Flight into known IMC conditions is prohibited — TCAS II must be operational.
SECTION 2 - NORMAL PROCEDURES No change.
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AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DU MON MESSAGE ON PFD ONLY 190 180 170 160
140 130 120
210
DH HDG 210
200
450 300
RH T 0 T/D 0
ICN-89-A-155000-A-A0126-04139-A-001-01
DU MON
Permanently displayed on PFD
Sensor monitoring cross checking for at least one parameter does not function - Land as soon as practicable cross monitoring with stby instruments Note Disregard DU MON message which may illuminate temporarily for the following situations: — When approaching RAD ALT maximum operational limit (2600 ft) — When VOR/ILS signal is weak.
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SECTION 4 - PERFORMANCE DATA No change.
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Supplement 4 CAT A Operations
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 4
CATEGORY A OPERATIONS
ISSUE 1 : 31 JANUARY 2014 REVISION 1 : 18 DECEMBER 2014
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Supplement 4 CAT A Operations
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title, pages A-1, B-1, S4-i, S4-5 thru EASA Approval S4-26, S4-i, S4-ii, S4-27, S4-28. N° 10051720 dated 18 December 2014
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LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
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CAT A Operations
SUPPLEMENT 4 CATEGORY A OPERATIONS TABLE OF CONTENTS Page
INTRODUCTION....................................................................................................S4-1 SECTION 1 GENERAL LIMITATIONS....................................................................................S4-27 PART A GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL TAKE-OFF PROCEDURES ................................................................................ S4-A1 PART B CLEAR AREA TAKE-OFF PROCEDURES........................................................ S4-B1 PART C OFFSHORE HELIDECK TAKE-OFF PROCEDURES (TO BE ISSUED)................................................................................................. S4-C1 PART D HELIPAD VERTICAL LANDING PROCEDURES .............................................. S4-D1 PART E GROUND HELIPORT LANDING PROCEDURES ............................................. S4-E1 PART F CLEAR AREA LANDING PROCEDURES ......................................................... S4-F1 PART G OFFSHORE HELIDECK LANDING PROCEDURES (TO BE ISSUED).................................................................................................S4-G1
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CAT A Operations
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Supplement 4
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CAT A Operations
Introduction
INTRODUCTION TABLE OF CONTENTS Page
INTRODUCTION ABBREVIATIONS .......................................................................................................... S4-1 DEFINITIONS ................................................................................................................ S4-2 GENERAL INFORMATION............................................................................................ S4-4 CAT A PERFORMANCE DETERMINATION................................................................. S4-5
PERFORMANCE CORRECTION FOR KIT INSTALLATION..............................S4-12
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CAT A Operations
Document N° 189G0290X002
Introduction
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Supplement 4 CAT A Operations Introduction
INTRODUCTION ABBREVIATIONS — AGL ............................. Above Ground Level — ALS............................... Above Landing Surface — ATS............................... Above Take Off Surface — BLDP ............................ Below LDP — BTS .............................. Below Take Off Surface — CTO.............................. Continued Take Off — GS ................................ Ground Speed — IFR................................ Instrument Flight Rules — LDP .............................. Landing Decision Point — LDPV ............................ Variable Landing Decision Point — LH ................................ Left Hand — MPOG .......................... Minimum Pitch On Ground — OEI ............................... One Engine Inoperative — PF................................. Pilot Flying — RH ................................ Right Hand — PNF .............................. Pilot Not Flying — RoD .............................. Rate of Descent — RTO.............................. Rejected Take Off — TDP .............................. Take Off Decision Point — TDPE ............................ Extended Take Off Decision Point — T-O ............................... Take Off — VBLSS............................ Balked Landing Safety Speed — VCOSS ........................... Climb Out Safety Speed — VTOSS ........................... Take Off Safety Speed EASA Approved
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— VY .................................Speed for Best Rate of Climb — VFR...............................Visual Flight Rules — WAT ..............................Weight-Altitude-Temperature
DEFINITIONS 1.
Take Off Decision Point (TDP)
— The first point. in the Take-Off path from which a CTO capability is assured and the last point from which a RTO is assured, within the rejected take off distance.
2.
Landing Decision Point (LDP)
— The last point, in the approach landing path, from which it is possible either to land on a predetermined area or accomplish a Balked Landing.
3.
Continued Take Off distance
— The horizontal distance from the start of the take off procedure to a point at least 35 ft (10 m) ATS where V TOSS and a positive rate of climb are attained following an engine failure at or after TDP.
4.
Rejected Take Off distance
— The horizontal distance from the start of the take off procedure to a point where the helicopter lands a n d s t o ps s a f el y f ol l ow i ng a n engine failure prior to TDP.
5.
Take-Off path
— The path from the point of commencement of the take off procedure to the point at which the helicopter is 1000 ft (300 m) ATS.
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Supplement 4 CAT A Operations Introduction
6.
PATH 1
— The segment between the end of the CTO distance (or BL distance) to a height of 200 ft (60 m) ATS/ALS during an OEI 2.5 min power climb at VTOSS (or VBLSS) and for a minimum ROC of 100 fpm.
7.
PATH 2
— The segment between 200 ft (60 m) ATS/ALS and 1000 ft (300 m) ATS/ ALS during an OEI MCP power climb at VY and for a minimum ROC of 150 fpm.
8.
Take Off Safety Speed (VTOSS) or— The airspeed at which the schedBalked Landing Safety Speed uled climb gradient OEI can be (VBLSS) or Climb Out Safety speed achieved. (VCOSS)
9.
Landing distance
— The horizontal distance required to land and come to a complete stop from a point 50 ft (15 m) ALS.
10. Balked landing distance
— The horizontal distance from the LDP to the point at least 35 ft (10 m) ALS where V BLSS and a positive rate of climb are attained following an engine failure before LDP.
11. Back Up distance
— The horizontal distance from the start of the Take-Off to the TDP during a Back Up Take-Off procedure.
12. Elevated Heliport
— A heliport which is at least 3 m (10 ft) above the surrounding surface.
13. Helideck
— A Heliport located on a floating or fixed Offshore structure.
14. Heliport
— A defined area of land or structure intended to be used for the arrival and departure of helicopters.
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Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
GENERAL INFORMATION This Supplement defines the procedures and performance for Category A Operations. The Supplement is divided into eight separate parts as follows: — Part A
— Ground and Elevated Heliport/Helipad Vertical Take-Off Procedures
— Part B
— Clear Area Take-Off Procedures
— Part C
— Offshore Helideck Take-Off Procedure (To Be Issued)
— Part D
— Vertical Heliport/Helipad Landing Procedures
— Part E
— Ground Level Heliport Landing Procedures
— Part F
— Clear Area Landing Procedures
— Part G
— Offshore Helideck Landing Procedure (To Be Issued)
Parts A to G have the complete set of Sections specific to the particular procedure, ie. Section 1 - Limitations, Section 2 - Normal Procedures, Section 3 Emergency and Malfunction Procedures and Section 4 - Performance. Performance data common to the CAT A procedures are included in one part of the Supplement and then reference, where applicable, in the preceding parts. For limitations, procedures and performance information not contained in this Supplement, consult the basic RFM.
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Supplement 4 CAT A Operations Introduction
CAT A PERFORMANCE DETERMINATION The following steps are required to evaluate the correct performance for a CAT A Take Off and Landing procedure: 1.
Basic information required: • Take-Off Gross Weight, (TOGW) • Pressure Altitude (Hp), • Outside Air Temperature (OAT), • Headwind component, • Obstacles and position relative to the operational surface.
2.
Weight determination • Determine the maximum GW permitted by the WAT chart for the ambient conditions and applicable procedure. • Ensure the aircraft weight is equal or less than the permitted weight.
3.
If wind is present, calculate the VTOSS/VBLSS or VCOSS (depending on the procedure) applicable with the headwind component.
4.
Verify the distance required to Take-Off/Land is compatible with the applicable operating rules.
5.
Verify if the PATH 1 and 2 and the acceleration distance permit the obstacles known in the trajectory to be cleared with the required operational distance.
6.
If required evaluate a possible turn (no more than 90° of direction change, maintaining wind in front sections) correcting PATH 2 gradient with the turn reduction factor. Note Distances can be shortened and climb gradients increased by decreasing the TOGW in order to accommodate Take-Off and Landing sites.
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Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
Example 1: Determine of Maximum GW for CAT A Take-Off Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft Procedure: Clear Area (Supplement 4 Part B) Aircraft configuration: Anti Ice OFF, Heater OFF From chart Figure 4B-2 enter from the left side Pressure Altitude 2000 ft moving right to intercept the 40°C line then drop down vertically to obtain the maximum permitted weight of 8042 kg. The same value can be read from the table in Figure 4B-3. For intermediate OAT values it is possible to interpolate graphically on the chart or using the table values. Example 2: Determine VTOSS/VBLSS /VCOSS Conditions: Known wind 20 kts /200°, Take-Off direction 240° The relative wind to the Take-Off direction is -40° and entering the Wind component chart (for example Figure 4A-5 or Figure 4B-6) with 20 kt and 40° a headwind component of 15 kt is obtained and a cross wind component of 13 kt. Using the headwind component enter the appropriate chart (VTOSS/ VBLSS for Clear Area procedure or VCOSS for Vertical procedure) to determine the correct speed. Example 3: Take-Off Distance Required Calculation Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft Aircraft TOGW = 7200 kg Procedure: Vertical (Supplement 4 Part A) Aircraft configuration: Anti Ice OFF, Heater OFF Using Figure 4A-6 on the x axis at 2000 ft Hp move up vertically to intercept the 40°C line. From this point move right horizontally to intercept the 7200 kg line (interpolated between 7100 kg and 7300 kg). Move down vertically to the distance axis and 603 m. (move up vertically for the distance in feet and 1980 ft).
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AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
Therefore during the Take-Off with a single engine failure the distance from the start of the Take-Off to reach 35 ft and a positive rate of climb at VTOSS is 603 m (1980 ft). This distance must clear obstructions by the required operational height to permit the safe Vertical Take-Off procedure, in case of a single engine failure, and to commence the PATH 1 climb. Example 4: Obstacle Clearance Trajectory Take-Off Ambient conditions: OAT 40°C, Hp= 2000 ft, 0 kt Headwind Aircraft TOGW = 8000 kg Procedure: Clear Area (Supplement 4 Part B) Aircraft configuration: Anti Ice OFF, Heater OFF From Table Figure 4B-3 it can be confirmed that the TOGW does not exceed the MTOW (8042 kg) for the ambient conditions. The distance and height gained during a Clear Area Take-Off is made up of 4 parts (see Figure S4-2 ): a) Distance to obtain 35 ft AGL VTOSS and a positive rate of climb b) Distance to obtain 200ft AGL at VTOSS c) Distance for horizontal acceleration to Vy at 200 ft AGL d) Distance for climb from achieving Vy to 1000 ft AGL Vy Level accel to Vy TDP = 30 ft AGL VTOSS
200 ft
1000 ft
35 ft 15 ft
Take Off Distance (a)
Path 1(b)
(c)
Path 2(d)
Figure S4-1 Clear Area Engine Failure Distances EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-7 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
Distance a). On page S4-B-11 we see the CTO distance is fixed at 600 m for the Clear Area procedure. Distance b). Using Figure 4B-13 and Figure 4B-14 for PATH 1 Climb Gradient for 7900 kg and 8300 kg respectively and with zero headwind the VTOSS is calculated at 50 KIAS then we obtain 8 ft and 5 ft respectively mean height gained in 30 m of horizontal distance. Interpolating between 7900 kg and 8300 kg for the weight of 8000 kg we obtain 7.25 ft. Therefore from 35 ft (end of CTO distance) to 200 ft AGL (start of level acceleration) a distance of: ((200-35)/7.25) x 30 = 683 m is required Distance c). Using Figure 4B-23 enter the vertical axis at 2000 ft Hp and move right horizontally to intercept the ‘OAT at or above 10°C° line, drop down vertically for a distance of 740 m. Distance d). Using Figure 4B-30 for PATH 2 Climb Gradient for 7900 kg we obtain 2.25 ft of mean height gained in 30 m of horizontal distance. Using Figure 4B-31 for 8300 kg we cannot, for the ambient conditions, achieve the minimum gradient of 2 (to assure a rate of climb of 150 fpm) so interpolation between the 7900 kg weight and 8300 kg weight is not possible. As we are close to but still within the MTOW then the PATH 2 condition must be the limiting condition for the WAT so we must use the minimum gradient of 2 ft. Therefore from 200 ft AGL to 1000 ft AGL we would require a distance of: (1000-200/2) x 30 = 12000 m.
Vy
200 ft
Level accel
VTOSS
1000 ft
35 ft
Distance a) 600 m (CTO distance)
Distance b) 683 m Distance c) 740 m Path 1
Distance d) 12000 m Path 2
Figure S4-2 Clear Area Engine Failure Distances 8000 kg Page S4-8 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
From this profile we can assess if any obstacles within the Take-Off trajectory are cleared with sufficient margin for the required operational clearance. The total distance to achieve 1000 ft AGL would be 14023 m with a single engine failure at or after TDP. If this profile and distance was unacceptable by reducing the aircraft TOGW the distances can be reduced. If we assume a reduced weight of 7100kg, for example, we can then calculate that: Distance a) remains at 600 m as this is fixed for the Clear Area procedure Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for 7100 kg and with zero headwind then we obtain 16 ft. The distance becomes: ((200-35)/16) x 30 = 309 m Distance c) remains 740 m as this is not effected by weight Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg we obtain 5.4 ft of mean height gained in 30 m of horizontal distance. The distance becomes: (1000-200/5.4) x 30 = 4444 m.
Vy
200 ft
Level accel
VTOSS
1000 ft
35 ft
Distance a) 600 m (CTO distance)
Distance b) 309 m Distance c) 740 m Path 1
Distance d) 4444 m Path 2
Figure S4-3 Clear Area Engine Failure Distances Weight 7100 kg The total distance to achieve 1000 ft AGL would be 6093 m with a single engine failure after TDP. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-9 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
If, for the 7100 kg case a headwind of 20 kts is present then the distances are further reduce and become: Distance a) remains at 600 m as this is fixed for the Clear Area procedure Distance b) Using graph Figure 4B-11 for PATH 1 Climb Gradient for 7100 kg and with 20 kts headwind the VTOSS is calculated (Figure 2B-1) at 60 KIAS then we obtain 17.5 ft. The distance becomes: ((200-35)/17.5) x 30 = 282 m Distance c) remains 740 m as this is not effected by headwind Distance d) Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg with 20 kt Headwind component we obtain 7.0 ft of mean height gained in 30 m of horizontal distance. The distance becomes: (1000-200/7) x 30 = 3428 m. The total distance to achieve 1000 ft AGL at 7100 kg and a 20 kt headwind component would be 5050 m with a single engine failure at or after TDP. Example 4: Climb Gradient in Turn During PATH 2 Climb During the PATH 2 climb at Vy it is possible to carry out a turn, if required, to avoid possible obstacles in the climb out path. The turn will reduce the rate of climb and can only be carried out up to a maximum or 90° heading change from the climb out direction. Required: Climb Gradient for bank turn climb of 15° for a total heading change of 35° and the distance travelled from the commencement of the turning point. Take-Off Ambient conditions: OAT 10°C, Hp= 1000 ft, 0 kt Headwind Aircraft TOGW = 7100 kg Headwind component = 10 kt Procedure: Clear Area (Supplement 4 Part B) Note This procedure is not valid for PATH 1-2 climb at VCOSS. Page S4-10 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
Aircraft configuration: Anti Ice OFF, Heater OFF From Table Figure 4B-3 it can be confirmed that the TOGW does not exceed the MTOW (8300 kg) for the ambient conditions. Using Figure 4B-28 for PATH 2 Climb Gradient for 7100 kg we obtain 10 ft of mean height gained in 30 m of horizontal distance for 0 wind condition and 11 ft for a 10 kt headwind. Therefore for a straight climb the Mean Height Gained in 30 m is 11 ft. Bank Turn in Climb we must use the Mean Height Gained in 30 m of 10 ft as the headwind component benefit cannot be applied for turns during PATH 2 climb. Using the Effect on PATH 2 Gradient table Figure 4B-1, from Gradient Correction row move right to Bank Angle of 15° and read -2 ft. Correcting the Mean Height Gained in 30 m: 10 - 2 = 8 ft To calculate the distance covered in 35° of heading change from the Distance travelled for 10° of Heading change row move right to Bank Angle of 15° and read 172 m. To obtain the distance in 35° of heading change multiply by 3.5. 172 x 3.5 = 602 m.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-11 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
PERFORMANCE CORRECTION FOR KIT INSTALLATION When Optional Supplement kits are fitted that effect the external profile or reduce the engine power available the aircraft performance is effected. This effect takes the form of a reduction in climb gradient for CAT A operation and may required a reduction in weight if the minimum required climb gradients cannot be achieved. The minimum gradients being: Helipad/Heliport Procedure PATH 1-2, 8.6 Mean Height Gained in 100ft of Horizontal Distance or Clear Area Procedure Path 1, 2.05 and PATH 2, 1.95 Mean Height Gained in 100ft of Horizontal Distance The Table in Figure S4-4 shows the Drag Factor which is used with the Chart 1 Optional Kit Effect for PATH 1 and PATH 2 to define the reduction in climb gradient which must be applied to the Category A performance PATH 1 and PATH 2 when optional equipments are installed. If the Gradient, once corrected, is below the minimum required then Chart 2 must be used taking the gradient difference to recover the minimum to the required value which will then define the weight reduction necessary to recover the climb gradient to the minimum. The last two columns of Figure S4-4 ROC AEO and OEI are not used for correction of the CAT A Climb Gradient. If more than one kit is installed the Drag Factor for the kits installed must be added together to give the Drag Factor for the combination installed. Optional kits not listed in the table do not have an effect on climb performance. Blank Correction Tables Figure S4-13 to Figure S4-15 are provided at the end of this section to assist in the correction calculation. Example 1 Define the maximum weight to perform a Clear Area procedure at a Pressure Altitude = 3000 ft Hp, OAT= -10 °C, A/ICE ON and 0 kts headwind with Double Hoist Supplement 16, FLIR Supplement 18, Trakka Searchlight Supplement 19 and Bubble Windows Supplement 23 installed. Solution: The Maximum Weight for the clean aircraft configuration is first determined using the Weight Altitude Temperature chart Figure 4B-4 which gives a weight of 8300 kg.
Page S4-12 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
The PATH 1 gradient is determined for this weight using Figure 4B-22 to give a Gradient of 2.1 ft. The PATH 2 gradient is determined for this weight using Figure 4B-39 to give a Gradient of 4.6 ft. These values must now be corrected for the effect of the kits installed, so using the table in Figure S4-4 the combined Drag Factor from the Double Hoist, FLIR, Trakka Searchlight and Bubble Window installations is calculated: 0.30 + 0.25 + 0.15 + 0.10 = 0.8 Drag Factor To calculate the CAT A Gradient reduction for PATH 1 enter Chart 1 Figure S47 on the Drag Factor axis at 0.8 then move up vertically to intercept the GW line at 8300 kg and from here move left to the Gradient Axis to read a Gradient Reduction of 0.35. The same procedure is used for the PATH 2 Chart 1 Figure S4-9 to obtain a Gradient Reduction of 0.85. Applying these corrections to the clean aircraft climb gradient gives: PATH 1
2.1 - 0.35 = 1.75
PATH 2
4.6 - 0.85 = 3.75
As the PATH 1 gradient is below the minimum of 2.05 the maximum GW must be reduced to recover the minimum climb gradient to 2.05. The Chart 2 Figure S4-8 is used. Enter the Gradient to Recover Minimum Performance axis with the value required to achieve the minimum gradient ie: 2.05 - 1.75 = 0.3 From 0.3 move vertically upward to intercept the weight line at 8300 kg them more horizontally left to the Weight Reduction axis to read 50 kg. Therefore to recover the PATH 1 gradient to the minimum the aircraft GW must be reduced to 8250 kg. The PATH 2 gradient is not below the minimum of 1.95 so no weight reduction is required for the PATH 2, the weight reduction for PATH 1 will improve the climb gradient of PATH 2. If a weight reduction is required for both PATH 1 and PATH 2 the largest weight reduction value must be used to define the maximum GW. See completed correction table for the Clear Area Procedure Figure S4-11.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-13 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
Example 2 Define the maximum weight to perform a Vertical Helipad/Heliport Procedure at a Pressure Altitude = 1000 ft Hp, OAT= -20 °C, A/ICE ON and 5 kts headwind with Double Hoist Supplement 16 and FLIR Supplement 18 installed. Solution: The Maximum GW for the clean aircraft configuration is first determined using the Weight Altitude Temperature chart Figure 4A-3 which gives a weight of 7900 kg. The Vertical Procedure has a combine PATH 1-2 chart so the gradient is determined for this weight using Figure 4A-22 to give a Climb Gradient of 12 ft. This value must now be corrected for the effect of the kits installed, so using the table in Figure S4-4 the combined Drag Factor from the Double Hoist and FLIR installations is calculated: 0.30 + 0.25 = 0.55 Drag Factor To calculate the CAT A Gradient reduction for PATH 1-2 enter Chart 1 Figure S4-5 on the Drag Factor axis at 0.55 then move up vertically to intercept the GW line at 7900 kg and move left to the Gradient Reduction axis to read a 0.4. Applying this corrections to the clean aircraft climb gradient gives: PATH 1-2
12 - 0.4 = 11.6
As the PATH 1-2 gradient is not below the minimum of 8.6 then no weight reduction is required and the maximum GW for the configuration remains at 7900 kg. See completed correction table for the Vertical Procedure Figure S4-12.
Page S4-14 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
Drag Factor for Optional Kit (only Kit with effect on Performance are reported) Kit
P/N
Sup.
Drag Factor
DROC AEO ft/min
DROC OEI ft/min
Single Hoist Double Hoist Flir Safire 380 HD Trakka Searchlight Bubble Windows
8G2591F00111 4G2591F00311 8G9350F00211 8G3340F00811 8G5620F00111
5 16 18 19 23
0.25 0.30 0.25 0.15 0.10
-35 -40 -35 -27 -18
-40 -45 -40 -30 -20
189G1580A001 Rev.C
ICN-89-A-154000-G-A0126-00005-A-01-1
Figure S4-4 Correction Table for Installed Kits
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-15 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CAT.A HELIPAD/HELIPORT PATH 1-2 DRAG FACTOR vs GRADIENT REDUCTION
1.7 1.6 1.5 1.4
55
00
1.3 1.2 Gradient reduction
1.1 1 0.9 0.8 0.7
00 59 0 0 63 0 0 67 00 71 00 75 00 79 00 83 0 kg 0 6 8 GW
0.6 0.5 0.4 0.3 0.2 0.1 0 0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
1
1.1 1.2 1.3 1.4 1.5
Drag Factor 189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00002-A-01-1
Figure S4-5 Chart 1 Gradient Reduction Chart for PATH 1-2, Helipad/Heliport Procedure Page S4-16 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
CAT.A HELIPAD/HELIPORT PATH 1-2 WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
GW
340
00
360
59
g 860
0k
380
83 0 79 0 00 75 71 00 0 67 0 0 63 0 00
400
320 300
Weight Reduction [kg]
280 260 240 220 200 180 160 140 120 100 80 60 40 20 0 0
0.4
189G1580A001 Rev.C
0.8 1.2 1.6 2 2.4 2.8 Gradient to recover Minimum Performance
3.2
3.6
ICN-89-A-155004-G-A0126-00005-A-01-1
Figure S4-6 Chart 2 Gradient to Recover Minimum Performance for PATH 1-2, Helipad/Heliport Procedure EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-17 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CAT.A PATH 1 DRAG FACTOR vs GRADIENT REDUCTION
1.5 1.4 1.3 1.2 1.1
00 55 0 0 59 0 0 63 00 67 00 1 7 00 75 00 79 0 830
Gradient reduction
1 0.9 0.8 0.7 0.6
0
860
0.5 0.4 0.3 0.2 0.1 0 0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
1
1.1 1.2 1.3 1.4 1.5
Drag Factor 189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00001-A-01-1
Figure S4-7 Chart 1 Gradient Reduction for PATH 1, Clear Area Procedure Page S4-18 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
CAT.A PATH 1 WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
00
00
71
00
00
67
0
00 590
63
GW
86
360
79
380
75
00 kg 83 00
400
340 320 300 Weight Reduction [kg]
280 260 240 220 200 180 160 140 120 100 80 60 40 20 0 0
0.4
0.8
1.2
1.6
2
2.4
2.8
3.2
3.6
4
Gradient to recover Minimum Performance
189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00004-A-01-1
Figure S4-8 Chart 2 Gradient to Recover Minimum Performance for PATH 1, Clear Area Procedure EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-19 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CAT.A PATH 2 DRAG FACTOR vs GRADIENT REDUCTION
2.6 2.4 00 55 0 0 59 00 63 0 0 67 0 0 71 0 0 75 00 9 7 0 0 83 kg 00 86 W G
2.2 2 Gradient reduction
1.8 1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0 0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
1
1.1 1.2 1.3 1.4 1.5
Drag Factor 189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00003-A-01-1
Figure S4-9 Chart 1 Gradient Reduction for PATH 2, Clear Area Procedure Page S4-20 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
CAT.A PATH 2 WEIGHT REDUCTION to RECOVER MINIMUM GRADIENT
0k g 83 00 79 00 75 00 71 00 67 00 63 00
400
GW
860
360
00
59
320
Weight Reduction [kg]
280 240 200 160 120 80 40 0 0
0.2
189G1580A001 Rev.C
0.4 0.6 0.8 1 1.2 1.4 1.6 Gradient to recover Minimum Performance
1.8
2
ICN-89-A-155004-G-A0126-00006-A-01-1
Figure S4-10 Chart 2 Gradient to Recover Minimum Performance for PATH 2, Clear Area Procedure EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-21 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CALCULATION FOR CLEAR AREA PROCEDURE (example) Step
Description
Determination of basic performance a)
Hp (ft)=
3000
OAT (°C)=
-10
Headwind (kn)=
0
Eng. AI=
OFF
GW (kg)=
8300
Ambient Condition
b)
Max GW for procedure (from basic chart)
c)
Basic Path 1 Gradient
grad1 (ft)=
2.1
d)
Basic Path 2 Gradient
grad2 (ft)=
4.6
e)
sum of drag effect for kit installed
DF=
0.8
f)
Impact of Drag effect on Path1
grad1=
0.35
g)
Impact of Drag effect on Path2
grad2=
0.85
h)
Path1 net gradient (c-f)
ngrad1 (ft)=
1.75
i)
Path2 net gradient (d-g)
ngrad2 (ft)=
3.75
j)
Path1 margin (h-2.05)
margin1 (ft)=
-0.3
k)
Path2 margin (i-1.95)
margin2 (ft)=
1.8
l)
GW penalty for Path1 (0 for j>0)
GW1 (kg)=
50
m)
GW penalty for Path2 (0 for k>0)
GW2 (kg)=
0
n)
Final GW (b- max(l,m))
GW (kg)=
8250
Determination of kit effect
189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00008-A-01-1
Figure S4-11 Example 1 Clear Area Procedure Correction Table
Page S4-22 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
CALCULATION FOR VERTICAL PROCEDURE (example) Step
Description
Determination of basic performance a)
Hp (ft)=
1000
OAT (°C)=
-20
Headwind (kn)=
5
Eng. AI=
ON
Ambient Condition
b)
Max GW for procedure (from basic chart)
GW (kg)=
7900
c)
Basic Path 1-2 Gradient
grad (ft)=
12
d)
sum of drag effect for kit installed
DF=
0.55
e)
Impact of Drag effect on Path1-2
grad1=
0.4
f)
Path1-2 net gradient (c-e)
ngrad (ft)=
11.6
g)
Path1-2 margin (h-8.6)
margin (ft)=
3
h)
GW penalty for Path1-2 (0 for g>0)
GW (kg)=
0
i)
Final GW (b- h)
GW (kg)=
7900
Determination of kit effect
189G1580A001 Rev.C
ICN-89-A-155004-G-A0126-00009-A-01-1
Figure S4-12 Example 2 Vertical Procedure Correction Table
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-23 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CALCULATION FOR CLEAR AREA PROCEDURE Step
Description
Determination of basic performance a)
Ambient Condition
Hp (ft)=
OAT (°C)=
Headwind (kn)=
Eng. AI=
b)
Max GW for procedure (from basic chart)
c)
Basic Path 1 Gradient
grad1 (ft)=
d)
Basic Path 2 Gradient
grad2 (ft)=
e)
sum of drag effect for kit installed
f)
Impact of Drag effect on Path1
grad1=
g)
Impact of Drag effect on Path2
grad2=
h)
Path1 net gradient (c-f)
ngrad1 (ft)=
i)
Path2 net gradient (d-g)
ngrad2 (ft)=
j)
Path1 margin (h-2.05)
margin1 (ft)=
k)
Path2 margin (i-1.95)
margin2 (ft)=
l)
GW penalty for Path1 (0 for j>0)
GW1 (kg)=
m)
GW penalty for Path2 (0 for k>0)
GW2 (kg)=
n)
Final GW (b- max(l,m))
GW (kg)=
Determination of kit effect
189G1580A001 Rev.C
DF=
GW (kg)= ICN-89-A-155004-G-A0126-00010-A-01-1
Figure S4-13 Clear Area Procedure Correction Table Blank
Page S4-24 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Introduction
CALCULATION FOR VERTICAL PROCEDURE Step
Description
Determination of basic performance a)
Ambient Condition
Hp (ft)=
OAT (°C)=
Headwind (kn)=
Eng. AI=
b)
Max GW for procedure (from basic chart)
GW (kg)=
c)
Basic Path 1-2 Gradient
grad (ft)=
d)
sum of drag effect for kit installed
e)
Impact of Drag effect on Path1-2
f)
Path1-2 net gradient (c-e)
g)
Path1-2 margin (h-8.6)
h)
GW penalty for Path1-2 (0 for g>0)
GW (kg)=
i)
Final GW (b- h)
GW (kg)=
Determination of kit effect
189G1580A001 Rev.C
DF= grad1= ngrad (ft)= margin (ft)=
ICN-89-A-155004-G-A0126-00011-A-01-1
Figure S4-14 Vertical Procedure Correction Table Blank
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-25 Rev. 1
Supplement 4 CAT A Operations Introduction
AW189 - RFM Document N° 189G0290X002
CALCULATION FOR SHALLOW LANDING PROCEDURE Step
Description
Determination of basic performance a)
Ambient Condition
Hp (ft)=
OAT (°C)=
Headwind (kn)=
Eng. AI=
b)
Max GW for procedure (from basic chart)
c)
Basic Path 1 Gradient
grad1 (ft)=
d)
Basic Path 2 Gradient
grad2 (ft)=
e)
sum of drag effect for kit installed
f)
Impact of Drag effect on Path1
grad1=
g)
Impact of Drag effect on Path2
grad2=
h)
Path1 net gradient (c-f)
ngrad1 (ft)=
i)
Path2 net gradient (d-g)
ngrad2 (ft)=
j)
Path1 margin (h-2.05)
margin1 (ft)=
k)
Path2 margin (i-1.95)
margin2 (ft)=
l)
GW penalty for Path1 (0 for j>0)
GW1 (kg)=
m)
GW penalty for Path2 (0 for k>0)
GW2 (kg)=
n)
Final GW (b- max(l,m))
GW (kg)=
Determination of kit effect
189G1580A001 Rev.C
DF=
GW (kg)= ICN-89-A-155004-G-A0126-00012-A-01-1
Figure S4-15 Shallow Landing Procedure Correction Table Blank Figure S4-16
Page S4-26 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM
Supplement 4
Document N° 189G0290X0002
CAT A Operations
General Limitation
GENERAL LIMITATIONS TABLE OF CONTENTS Page
SECTION 1 GENERAL LIMITATIONS....................................................................................S4-27 TYPES OF OPERATION ............................................................................................. S4-27 CREW LIMITATIONS .................................................................................................. S4-27 ALTITUDE AND TEMPERATURE LIMITATIONS ....................................................... S4-27 HEADWIND GROSS WEIGHT BENEFIT.................................................................... S4-27 POWERPLANT LIMITATIONS (GE CT7-2E1) ............................................................ S4-27
FOR TRAINING ONLY
Issue 1
Page S4-i Rev. 1
Supplement 4 CAT A Operations General Limitations
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure
Page
CAT A Temperature and Altitude Limitations ..................................................................... S4-28
Page S4-ii Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations General Limitations
SECTION 1 GENERAL LIMITATIONS The following Limitations are applicable for all CAT A Take Off and Landing Procedures. TYPES OF OPERATION CAT A operations are approved under Day/Night VFR. Refer to specific CAT A sections for IFR operations. CREW LIMITATIONS CAT A Take-Off and Landing can be carried out from the right or left hand seat. When Take-Off or Landing is carried out from the left hand seat minimum flight crew is 2 pilots. ALTITUDE AND TEMPERATURE LIMITATIONS CAT A Take-Off and Landing Altitude and Temperature limits ............. Figure 1 HEADWIND GROSS WEIGHT BENEFIT The Gross Weight Benefit, incorporated into the W.A.T. Charts, presented in this supplement, for Headwind Component has already been factored by 50%. No further weight correction is necessary. POWERPLANT LIMITATIONS (GE CT7-2E1) Power Assurance Check CATEGORY A operations are prohibited if the engines do not meet the power check requirements. Refer to Engine Power Check procedure in Basic RFM Section 4.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-27 Rev. 1
Supplement 4 CAT A Operations General Limitations
AW189 - RFM Document N° 189G0290X002
AW189 FLIGHT ENVELOPE OAT - [°F] -50-40-30-20-10 0 10 20 30 40 50 60 70 80
100
120
140
10000
3000 2800
9000
2600 Hd
2200
0f 00 10
MINIMUM OAT LIMIT for Cat.A
1600
ft
1400 T LIMIT MAX OA
3000
1800
00 80
4000
IT M LI
5000
t
Hd
6000
2000
Cat.A TAKE OFF and LANDING ENVELOPE
1200 1000 800
ISA+40°C
2000
1000
Pressure Altitude - [m]
7000
Pressure Altitude - [ft]
2400
IT M LI
8000
600 400 200
0
0 -200
-50
-40
-30
189G1580A002 Rev.C
-20
-10
0 10 OAT - [°C]
20
30
40
50
60
ICN-89-A-155104-G-A0126-00001-A-02-1
Figure 1 CAT A Temperature and Altitude Limitations Page S4-28 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM
Supplement 4
Document N° 189G0290X0002
CAT A Operations
Vertical T-O Procedures
PART A VERTICAL TAKE-OFF PROCEDURES TABLE OF CONTENTS Page
SECTION 1A - LIMITATIONS IFR OPERATION .........................................................................................................S4-A1 GROUND OR ELEVATED HELIPORT/HELIDECK SIZE............................................S4-A1 WEIGHT LIMITATIONS ...............................................................................................S4-A1 GROUND SPEED LIMITATIONS ................................................................................S4-A1 ALTITUDE LIMITATIONS ............................................................................................S4-A1 WIND LIMITATIONS....................................................................................................S4-A1
SECTION 2A - NORMAL PROCEDURES GENERAL....................................................................................................................S4-A2 AIRSPEED DEFINITIONS ...........................................................................................S4-A2 TAKE-OFF DECISION POINT HEIGHT (TDP)............................................................S4-A2 CONTINUED TAKE-OFF HEIGHTS............................................................................S4-A2 GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL PROCEDURE ....................................................................................................................S4-A4
SECTION 3A - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL ..........................................................................................................................S4-A7 EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING TAKE-OFF ...................................................................................................................S4-A8 SINGLE ENGINE FAILURE RECOGNIZED IN HOVER (7 FEET (2 M) ATS) ............S4-A8 SINGLE ENGINE FAILURE RECOGNIZED IN CLIMB, PRIOR TO OR AT TDP (REJECTED TAKE-OFF).....................................................................................S4-A9 SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP (CONTINUED TAKE-OFF) ........................................................................................S4-A10 FOR GROUNDSPEED UP TO 15 KTS .....................................................................S4-A11 FOR GROUNDSPEED ABOVE 15 KTS....................................................................S4-A12
FOR TRAINING ONLY
Issue 1
Page S4-Ai
Supplement 4
AW189 - RFM
CAT A Operations
Document N° 189G0290X002
Vertical T-O Procedures
Page
SECTION 4A - PERFORMANCE DATA WIND EFFECT...........................................................................................................S4-A13 W.A.T. CHARTS ........................................................................................................S4-A13 CONTINUED TAKE OFF DISTANCE OEI.................................................................S4-A13 TAKE-OFF FLIGHT PATH 1 & 2................................................................................S4-A13 CLIMB PERFORMANCE ...........................................................................................S4-A13
Page S4-Aii
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
LIST OF FIGURES Figure Figure 2A-1 Figure 2A-2 Figure 2A-3 Figure 3A-1 Figure 3A-2 Figure 4A-1 Figure 4A-2 Figure 4A-3 Figure 4A-4 Figure 4A-5 Figure 4A-6 Figure 4A-7 Figure 4A-8 Figure 4A-9 Figure 4A-10 Figure 4A-11 Figure 4A-12 Figure 4A-13 Figure 4A-14 Figure 4A-15 Figure 4A-16 Figure 4A-17 Figure 4A-18 Figure 4A-19 Figure 4A-20 Figure 4A-21 Figure 4A-22 Figure 4A-23
Page VCOSS Calculation Chart .......................................................................S4-A3 Take-Off Profile Vertical Heliport Procedure............................................S4-A4 Vertical Take Off View RH Seat at TDP 110 ft ATS .................................S4-A6 Vertical Heliport Procedure Engine Failure before/at TDP......................S4-A9 Vertical Heliport Engine Failure at/after TDP ........................................S4-A10 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A14 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A15 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A16 PATH 1-2 Gradient Vertical T-O, GW 8300 kgAnti Ice ON ....................S4-A17 Wind Component Chart.........................................................................S4-A18 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice OFF, Heater OFF ...........................................................................................S4-A19 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice ON, Heater OFF ...........................................................................................S4-A21 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice OFF .................S4-A23 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice OFF .................S4-A24 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice OFF .................S4-A25 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice OFF .................S4-A26 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice OFF .................S4-A27 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice OFF .................S4-A28 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice OFF .................S4-A29 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice OFF .................S4-A30 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice ON ...................S4-A31 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice ON ...................S4-A32 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice ON ...................S4-A33 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice ON ...................S4-A34 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice ON ...................S4-A35 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice ON ...................S4-A36 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice ON ...................S4-A37 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice ON ...................S4-A38
FOR TRAINING ONLY
Issue 1
Page S4-Aiii
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N°
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-Aiv
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
Part A Ground and Elevated Heliport/ Helideck Vertical Take-Off Procedures SECTION 1A - LIMITATIONS IFR OPERATION Minimum ceiling .......................................................................................200 ft GROUND OR ELEVATED HELIPORT/HELIDECK SIZE Minimum demonstrated heliport size .........................20 m x 20 m (65 ftx65 ft) or Diameter 20 m (65 ft) WEIGHT LIMITATIONS Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2 Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4 GROUND SPEED LIMITATIONS Maximum GS with PARK BRAKE ON.........................................5 kts (9 km/hr) ALTITUDE LIMITATIONS Maximum Altitude for CAT A Take-Off ....................8000 ft (2400 m) Hp or Hd whichever comes first WIND LIMITATIONS Maximum cross wind component must not exceed 20 kts (10 m/s). Take-Off with tail wind component is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A1
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
SECTION 2A - NORMAL PROCEDURES GENERAL The Vertical Take Off procedure comprises of a gentle vertical climb above the take off surface to a hover at the fixed TDP of 110 ft. The pilot then initiates the transition forward and into the climb. See Figure 2A-3 for pilot view of helipad at TDP. At any time during the vertical climb or at the hower point an engine failure dictates a vertical OEI landing back to the take off point. After the pilot has committed to initiate the transition forward an engine failure will then dictates a flyaway manouvre to be carried out. AIRSPEED DEFINITIONS Take-Off Safety Speed (VTOSS) ............................................................50 KIAS Climb Out Safety Speed (VCOSS) ................................................... Figure 2A-1 Best Rate of Climb Speed (VY)............................................................. 80 KIAS TAKE-OFF DECISION POINT HEIGHT (TDP) TDP ....................................................................................... 110 ft (34 m) ATS
CONTINUED TAKE-OFF HEIGHTS Minimum height during CTO.............................................. 15 ft ATS (5 m ATS) Note Radar Altimeter heights are shown in the flight path profiles. Refer to Barometric altimeter for Elevated Heliport/Helideck operations.
Page S4-A2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
Vcoss SELECTION for PATH 1-2
80 78 76 74
e lin e nc re fe
70
Re
Vcoss [kIAS]
72
68 66 64 62 60 0
4
8
12
16
20
24
28
32
36
40
Reported Headwind Component [kt]
189G1580A002 Rev.C
ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2A-1 VCOSS Calculation Chart EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A3
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
GROUND AND ELEVATED HELIPORT/HELIDECK VERTICAL PROCEDURE TDP 110 ft VY
VTOSS = 50 KIAS
7 ft
Figure 2A-2Take-Off Profile Vertical Heliport Procedure
CAUTION If this procedure is modified, it may not be possible, if an engine fails in the Take-Off path, to carry out a safe OEI landing or achieve the scheduled OEI performance.
1.
Climb Out Safety Speed
— Select VCOSS based on reported headwind component..
2.
PARK BRAKE
— Apply. Confirm pressure can be felt on brake pedals and PARK BRAKE ON advisory illuminated on CAS.
3.
HEATER
— As required
4.
Pilot Altimeter
— Set 0 ft or nearest 1000 ft (300 m) setting to T-O altitude, with collective at MPOG.
5.
Rad Alt
— Check
Page S4-A4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
6.
Power checks
— Carry out daily power checks in accordance with ENGINE POWER CHECKS procedure in Basic RFM Section 4.
7.
NOSEWHEEL lock
— LOCK
8.
Engine/Rotor
— TQ/ITT matched as required and check NF/NR 102%.
9.
MFD PWR PLANT page
— Check all parameters within normal operating limits and cross check with PFD.
10. Warnings and Cautions
— None/as required.
11. Flight controls
— Check correct functioning.
12. Hover
— Establish a 7 ft (2 m) ATS hover, no winds from rear sectors (090° to 270°).
13. Collective/Cyclic Control
— Increase PI to climb slowly to TDP (110 ft ATS) maintaining hover position.
14. Take Off Decision Point (TDP)
— Maintain TDP (110 ft ATS) until ready to depart. Note pitch attitude.
15. Hover departure
— Rotate nose down slowly for an attitude change of 5° maintaining collective position. Maintain attitude to accelerate to V TOSS (50 KIAS). From V TOSS continue climb and accelerate to VY
16. Climb
— At Vy adjust attitude to stabilize speed. Continue climb.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A5
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
17. Landing gear
— UP (when reaching Vy but not below 200 ft (60 m) ATS).
18. Power
— Adjust collective to continue climb at Vy (80 KIAS), using up to 5min power, as required, to 1000 ft (300 m) ATS.
19. At 1000 ft (300 m) ATS
— Adjust collective and cyclic to continue climb at Vy or accelerate to cruise speed as required.
20. PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
21. After Take-Off checks (Refer basic RFM page 2A-32)
— Complete.
Figure 2A-3 Vertical Take Off View RH Seat at TDP 110 ft ATS
Page S4-A6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
SECTION 3A - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL The procedures detailed herein only consider the failure of one engine in the Take-Off path and assume the pilot gives first priority to aircraft control and to achieve a safe flight path. For all Take-Off procedures the following shall be observed:
1.
Engine failure prior or at the TD
— Recognition of engine failure prior to or at the TDP dictates that the Take-Off be rejected
2.
Engine failure after TDP
— Recognition of the failure after the TDP dictates that the Take-Off be continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine failure, must be initiated only after the aircraft control and a safe flight/ground condition have been obtained. The procedures for the emergency/malfunction can be followed according to the appropriate instructions detailed in Section 3 of the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A7
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING TAKE-OFF SINGLE ENGINE FAILURE RECOGNIZED IN HOVER (7 feet (2 m) ATS)
1.
Collective
— Maintain collective setting or lower collective slightly, if required, to land.
2.
Touchdown
— Increase collective to cushion landing as touchdown becomes imminent. Maximum permitted GS at touchdown 5 kts (9 km/hr).
3.
Landing
— After touchdown, centralize cyclic and simultaneously reduce collective to MPOG.
4.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure, Basic RFM Page 3-27.
5.
PARK BRAKE
— As required.
Page S4-A8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
SINGLE ENGINE FAILURE RECOGNIZED IN CLIMB, PRIOR TO OR AT TDP (REJECTED TAKE-OFF)
TDP 110 ft
Figure 3A-1 Vertical Heliport Procedure Engine Failure before/at TDP
1.
Initial action
— Adjust collective to establish a descent to maintain the rotor speed to approximately 100%NR.
2.
Cyclic
— Maintain aircraft position over the Ta k e O ff p o i n t a s t h e a i r c r a ft descends.
3.
Touchdown
— At approximately 7 ft to 10 ft (2 to 3 m) ATS increase collective to cushion landing. Maximum allowed GS at touchdown 5 kts (9 km/hr).
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A9
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
4.
Landing
— After
5.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure, Basic RFM Page 3-27.
6.
PARK BRAKE
— As required.
7.
Consider Emergency Ground Egress procedure, refer Basic RFM page 3-29.
touchdown, centralize c y c l i c a n d s i m u l ta n e o u s l y reduce collective to MPOG.
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP (CONTINUED TAKE-OFF) Note All height are ATS TDP 110 ft
VY
VCOSS VTOSS = 50 KIAS
1000 ft 15 ft
35 ft
Take Off Distance
Path 1/Path 2
Figure 3A-2 Vertical Heliport Engine Failure at/after TDP
Page S4-A10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
FOR GROUNDSPEED UP TO 15 KTS
1.
Collective/Cyclic
— Rotate nose down to -12°. Maintain until 20 Kts groundspeed, then recover pitch attitude to +6° in 4 seconds. Use collective to droop NR to minimum of 90%.
2.
Acceleration/climb
— Reduce attitude to +4° and continue acceleration up to VTOSS (50 KIAS) while lowering collective to recover NR to 101%.
3.
Climb
— When the aircraft achieves VTOSS (50 KIAS) adjust pitch attitude to climb to 200 ft (60 m) with 2.5min power range, maintaining NR at 101% to ensure full power is being applied.
4.
At 200 ft (60 m) ATS
— Landing gear - UP. Continue climb accelerating to VCOSS, using 2.5min power range, up to 1000 ft AGL, maintaining NR at 101%
5.
At 1000 ft (300 m) ATS
— Accelerate to VY and continue climb to final altitude at VY.
6.
OEI SEL button on collective
— Select as required
7.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
8.
LH LDG LT & RH LDG LT
— OFF/STOW (if used)
9.
Refer Single Engine Procedure, Basic RFM page 3-97.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A11
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
FOR GROUNDSPEED ABOVE 15 KTS
1.
Collective/Cyclic
— Rotate nose down to 0°. Use collective to droop NR to minimum of 90%.
2.
Acceleration/climb
— Increase attitude to +4° and continue acceleration up to V TOSS . while lowering collective to recover NR to 101%.
3.
Climb
— When the aircraft achieves VTOSS adjust pitch attitude to climb to 200 ft (60 m) with 2.5min power range maintaining NR at 101% to ensure full power is being applied.
4.
At 200 ft (60 m) ATS
— Landing gear - UP. Continue climb accelerating to VCOSS, using 2.5min power range, up to 1000 ft AGL, maintaining NR at 101% .
5.
At 1000 ft (300 m) ATS
— Accelerate to VY and continue climb to final altitude at VY.
6.
OEI SEL button on collective
— Select as required
7.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
8.
LH LDG LT & RH LDG LT
— OFF/STOW (if used)
9.
Refer Single Engine Procedure, Basic RFM Page 3-97.
Page S4-A12
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
SECTION 4A - PERFORMANCE DATA WIND EFFECT For Crosswind and Headwind Component computation refer to Wind Component Chart (Figure 4A-10). W.A.T. CHARTS The Vertical Ground and Elevated Heliport Procedure Weight Limitations charts are shown in Figure 4A-1 to Figure 4A-4. CONTINUED TAKE OFF DISTANCE OEI The Continued Take Off distance is defined in Figure 4A-6 and Figure 4A-7. TAKE-OFF FLIGHT PATH 1 & 2 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VCOSS and 2.5 min power is shown in Figure 4A-8 to Figure 4A-23 for various altitudes, temperatures, weights, Anti Ice OFF and ON and Headwind Component. The charts apply from the end of the CTO distance to a height of 1000 ft (300 m) ATS. CLIMB PERFORMANCE Rate Of Climb OEI at VY The ROC, at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A13
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE VERTICAL Procedure Eng. AI: OFF Heater: OFF/ON Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185 8 7
Hd limit 8000 ft
5 4
-20 10 0 20
40
0.5
50
IM I TL OA
2
1
-10
30
3
T
1
55
0
0
0 4 8
10 20
12 16 20
30 40 53
57
189G1580A002 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
Headwind component - [m/s]
0
Headwind component - [kts]
1.5
X MA
Pressure Altitude - [ft x 1000]
6
Pressure Altitude - [m x 1000]
2
85
ICN-89-A-155104-G-A0126-00004-A-03-1
Figure 4A-1 Vertical Heliport Procedure Weight Limitations, Anti Ice OFF, Heater OFF Page S4-A14
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-20 8184 8182 8157 8102 8041 7975 7865 7758 7650 7541 7406 7276 7147 7023 6899 6778 6657 6540 6423
-10 8166 8143 8114 8062 7995 7924 7836 7726 7615 7506 7388 7257 7128 7003 6879 6756 6635 6518 6402
189G1580A002 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8112 8078 8039 7997 7925 7851 7773 7672 7560 7450 7340 7218 7090 6966 6843 6723 6604 6484
10 8040 7997 7951 7903 7844 7767 7687 7607 7496 7386 7275 7168 7044 6923 6802 6680
20 7955 7907 7856 7803 7748 7674 7594 7513 7419 7310 7201 7094 6984 6858 6733
30 7863 7810 7756 7699 7641 7560 7476 7391 7277 7162 7047 6928 6796
WAT for Vertical T.O. & Landing Heater OFF. Engine A.I. OFF 50 7667 7586 7503 7417 7301 7186 7071 6949
55 7587 7503 7404
ICN-89-A-155104-G-A0126-00010-A-02-1
40 7767 7711 7654 7574 7491 7405 7292 7177 7062 6943 6811
Wind correction Wind dGW [kt] [kg] 0 0 5 45 10 84 15 141 20 141 25 141 30 141 35 141 40 141
AW189 - RFM Document N° 189G0290X002 Supplement 4 CAT A Operations Vertical T-O Procedures
Figure 4A-2 Vertical Heliport Procedure Weight Limitations, Anti Ice OFF, Heater OFF
Page S4-A15
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE VERTICAL Procedure Eng. AI: ON Heater: OFF/ON Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185
00 ft
5
1.5
10
0
4 1 3
-10
2
-20
Pressure Altitude - [ft x 1000]
6
2
Hd limit 80
7
0.5
Pressure Altitude - [m x 1000]
8
1 0
0
0 4 8
10 20
12 16 20
30 40 53
57
189G1580A002 issue D
61
65 69 73 77 Gross Weight - [kg x 100]
81
Headwind component - [m/s]
Headwind component - [kts]
0
85
ICN-89-A-155104-G-A0126-00005-A-03-1
Figure 4A-3 Vertical Heliport Procedure Weight Limitations, Anti Ice ON, Heater OFF Page S4-A16
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-20 8154 8114 8066 7991 7886 7784 7680 7564 7430 7302 7174 7050 6927 6806 6685 6567 6451 6334 6218
-10 8165 8111 8050 7986 7892 7784 7676 7571 7450 7320 7191 7066 6941 6820 6699 6579 6459 6343 6228
189G1580A002 Rev.D
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8112 8071 8004 7934 7860 7755 7647 7538 7428 7304 7175 7051 6927 6803 6681 6561 6443 6325
10 8040 7997 7934 7861 7785 7697 7586 7477 7367 7254 7124 6986 6849 6717 6585 6456
20
30
WAT for Vertical T.O. & Landing Heater OFF. Engine A.I. ON 50
55
ICN-89-A-155104-G-A0126-00011-A-02-1
40
Wind correction Wind dGW [kt] [kg] 0 0 5 59 10 70 15 70 20 70 25 70 30 70 35 70 40 70
AW189 - RFM Document N° 189G0290X002 Supplement 4 CAT A Operations Vertical T-O Procedures
Figure 4A-4 Vertical Heliport Procedure Weight Limitations, Anti Ice ON, Heater OFF
Page S4-A17
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
WIND COMPONENT CHART
0
CROSSWIND COMPONENT [kt] 20 30 40 50 60
10
60
60 D
40 40 ˚
30 ˚
40
20˚
50 0˚ 10˚
50
˚ 50
A
30 ˚ 60
20
C 20
B
70˚
10
80˚
10
0
90˚
0
100˚
10
-10 110
˚
12
20
0˚
13 0˚
30
-40
0˚
189G1560A001 Rev.A
-30
0˚ 14
15
60
-20
˚
170˚
180˚
50
160
40
HEADWIND COMPONENT [kt]
REPORTED WIND SPEED [kt]
30
WIND ANGLE respect to Helicopter HEADING
-50
-60
ICN-89-A-154000-G-A0126-00003-A-01-1
Figure 4A-5 Wind Component Chart Page S4-A18
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
VERTICAL PROCEDURE CONTINUOUS TAKE OFF DISTANCE Clear Air Intake VTOSS 50 KIAS
Heater OFF A.I. OFF ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] -2
0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
H
55
8000
22
24
10
14
18
22
26
-2
ft
530 0 550 0 57 0 0 59 0 0 610 0 630 0 650 0 670 0 690 0 710 0 730 7 50 0 0 7 70 0 79 0 81 0 00 83 00
30
0
0 20
OAT - [°C] ______ GW - [kg] ______
ISA+40°C -------
189G1580A02 rev.B
EASA Approved
0
1
34
10
0 -1
-1
30
IT M LI
40
50
AX M
T OA
MIT d LI
20
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
8
400
Figure 4A-6 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice OFF, Heater OFF
FOR TRAINING ONLY
600 Distance - [m]
800
1000
ICN-89-A-155204-G-A0126-00006-A-02-1
Issue 1
Page S4-A19
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-A20
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
VERTICAL PROCEDURE CONTINUOUS TAKE OFF DISTANCE Clear Air Intake VTOSS 50 KIAS
Heater OFF A.I. ON ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] -2
0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
24
10
14
18
22
26
30
34
0ft
00
LI Hd
T8 MI
530 0 550 0 570 590 0 0 610 0 630 0 650 0 670 0 69 0 0 710 0 730 0 750 0 770 790 0 81 0 83 0 0 00
0
0 -1 10
0 -2
OAT - [°C] ______
-1 189G1580A02 rev.B
EASA Approved
0
1
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
GW - [kg] ______
8
400
Figure 4A-7 Vertical Procedure Continued Take OFF Distance OEI, Anti Ice ON, Heater OFF
FOR TRAINING ONLY
600 Distance - [m]
800
1000
ICN-89-A-155204-G-A0126-00014-A-021
Issue 1
Page S4-A21
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-A22
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 5500 kg (12125 lb)
9
28 26
22
7
20 6
18
XO
16
IT
LIM
-40 30
AT
5 4
20
10 8
10
50
-20 -10 0
2 1
6 4
-30
2 0
55
OAT - [˚C] ISA+40˚
0
-2
60 Min. Gradient
Vcoss [kIAS]
12
40
3
14
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00033-A-02-1
Figure 4A-8 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A23
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 5900 kg (13007 lb)
9
28 26
22
7
20 6
18
XO
16
LIM
-40 0 3
AT
5
IT
4
12 10
20
40
10
3
8
0
6
-20 -10
2
0
2 0
55
OAT - [˚C] ISA+40˚
4
-30
50
1
-2
60 Min. Gradient
Vcoss [kIAS]
14
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00034-A-02-1
Figure 4A-9 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice OFF Page S4-A24
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 6300 kg (13889 lb)
9
28 26
22
7
20 6
18 16
XO
5
14
AT
12
40
2
8 6
-30 -20
50
4 2 0
-40
55
OAT - [˚C] ISA+40˚
0
-2
60 Min. Gradient
Vcoss [kIAS]
-10 10 0
3
1
10
20
30
IT
LIM
4
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00035-A-02-1
Figure 4A-10 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A25
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 6700 kg (14771 lb)
9
28 26
22
7
20 6
18 16
5
14 12 10 10 20
40
IT
LIM
3
30
AT
XO
4
-10 0
2
0
4 2 0
55
OAT - [˚C] ISA+40˚
6
-40 -30 -20
50
1
-2
60 Min. Gradient
Vcoss [kIAS]
8
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00036-A-02-1
Figure 4A-11 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice OFF Page S4-A26
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 7100 kg (15653 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12
4 2 0 -2
60 Min. Gradient
Vcoss [kIAS]
0
55
OAT - [˚C] ISA+40˚
6
-40 -30 -20
50
1
8
-10 10 0
IT
30 40
LIM
2
10
20
OAT
3
PRESSURE ALTITUDE [m x 100]
24
MAX
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00037-A-02-1
Figure 4A-12 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A27
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 7500 kg (16534 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12 10
30
6 4
-20
IT
2
-30
0
55
-40
0
50
LIM
OAT - [˚C] ISA+40˚
8
-10 10 0
40
OAT
2 1
-2
60 Min. Gradient
Vcoss [kIAS]
20
3
PRESSURE ALTITUDE [m x 100]
24
MAX
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00038-A-02-1
Figure 4A-13 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice OFF Page S4-A28
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 7900 kg (17416 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12
10
8
0
6
-20
4
X
MA
30
-10
2
2
IT
IM
-40 -30
TL
OAT - [˚C] ISA+40˚
0
50
OA
1
55
0 -2
60 Min. Gradient
Vcoss [kIAS]
10
20
3
PRESSURE ALTITUDE [m x 100]
24
40
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00039-A-02-1
Figure 4A-14 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A29
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
10
30 GROSS WEIGHT 8300 kg (18298 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12
8
2 40
1
-20 -30 -10 10 0
10
30
3
6 4 2
50 -40
0
0
55
OAT - [˚C]
PRESSURE ALTITUDE [m x 100]
24
20
PRESSURE ALTITUDE [ft x 1000]
8
60 Min. Gradient
Vcoss [kIAS]
-2
70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00040-A-02-1
Figure 4A-15 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice OFF Page S4-A30
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 5500 kg (12125 lb)
9
28 26
22
7
20 6
18 16
5 4
14 12 10
3
8 2
6 10
OAT - [˚C]
2 0
-30
-2
60 Min. Gradient
Vcoss [kIAS]
0
4 -20 -10 0
1
PRESSURE ALTITUDE [m x 100]
24
-40
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00041-A-02-1
Figure 4A-16 PATH 1-2 Gradient Vertical T-O, GW 5500 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A31
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 5900 kg (13007 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0
-20 -10 0 10
1 OAT - [˚C]
2 0
-40
-2
60 Min. Gradient
Vcoss [kIAS]
PRESSURE ALTITUDE [m x 100]
24
-30
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00042-A-02-1
Figure 4A-17 PATH 1-2 Gradient Vertical T-O, GW 5900 kg Anti Ice ON Page S4-A32
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 6300 kg (13889 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12
3
10 8
2
6 4 -10 0
1
0
-30
OAT - [˚C]
2
-20
10
0
-2
60 Min. Gradient
Vcoss [kIAS]
PRESSURE ALTITUDE [m x 100]
24
-40
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00043-A-02-1
Figure 4A-18 PATH 1-2 Gradient Vertical T-O, GW 6300 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A33
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 6700 kg (14771 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12
3
10 8
2
6 4
0 10
1 OAT - [˚C]
2
-30 -20
-10
0
PRESSURE ALTITUDE [m x 100]
24
-40
PRESSURE ALTITUDE [ft x 1000]
8
0
Min. Gradient
Vcoss [kIAS]
-2 60 70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00044-A-02-1
Figure 4A-19 PATH 1-2 Gradient Vertical T-O, GW 6700 kg Anti Ice ON Page S4-A34
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 7100 kg (15653 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6
0
4
-30 -20 -10 0 10
1 OAT - [˚C]
2 0
-40
-2
60 Min. Gradient
Vcoss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00045-A-02-1
Figure 4A-20 PATH 1-2 Gradient Vertical T-O, GW 7100 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A35
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 7500 kg (16534 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0 -10
1
10
OAT - [˚C]
2
-30 -20
0
0
-40
-2
60 Min. Gradient
Vcoss [kIASt]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00046-A-02-1
Figure 4A-21 PATH 1-2 Gradient Vertical T-O, GW 7500 kg Anti Ice ON Page S4-A36
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Vertical T-O Procedures
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 7900 kg (17416 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0 -20 -10
1 OAT - [˚C]
2
-30
10
0
0 -4
0
-2
60 Min. Gradient
Vcoss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00047-A-02-1
Figure 4A-22 PATH 1-2 Gradient Vertical T-O, GW 7900 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-A37
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1-2 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vcoss
Engine A.I.: ON
10
30 GROSS WEIGHT 8300 kg (18298 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
-10 0
1 10
OAT - [˚C]
2
-30 -20
0
0
-4
0
-2
60 Min. Gradient
Vcoss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00048-A-02-1
Figure 4A-23 PATH 1-2 Gradient Vertical T-O, GW 8300 kg Anti Ice ON Page S4-A38
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM
Supplement 4
Document N° 189G0290X0002
CAT A Operations
Clean Area T-O Procedures
PART B CLEAN AREA TAKE-OFF PROCEDURES TABLE OF CONTENTS Page
SECTION 1B - LIMITATIONS IFR OPERATION .........................................................................................................S4-B1 MINIMUM RUNWAY LENGTH ....................................................................................S4-B1 WEIGHT LIMITATIONS ...............................................................................................S4-B1 ALTITUDE LIMITATIONS ............................................................................................S4-B1 WIND LIMITATIONS....................................................................................................S4-B1
SECTION 2B - NORMAL PROCEDURES AIRSPEED DEFINITIONS ...........................................................................................S4-B2 TAKE-OFF DECISION POINT (TDP) ..........................................................................S4-B2 CLEAR AREA TAKE-OFF PROCEDURE .........................................................................S4-B4
SECTION 3B - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL....................................................................................................................S4-B7 EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING TAKE-OFF ....................................................................................................S4-B8 SINGLE ENGINE FAILURE RECOGNIZED PRIOR TO TDP (REJECTED TAKE-OFF) ............................................................................................S4-B8 SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP (CONTINUED TAKE-OFF) ..........................................................................................S4-B9
SECTION 4B - PERFORMANCE DATA WIND EFFECT ..........................................................................................................S4-B11 W.A.T. CHARTS ........................................................................................................S4-B11 REJECTED TAKE-OFF DISTANCE OEI...................................................................S4-B11 CONTINUED TAKE-OFF DISTANCE OEI ................................................................S4-B11 TAKE-OFF FLIGHT PATH 1......................................................................................S4-B11 LEVEL FLIGHT ACCELERATION .............................................................................S4-B11 TAKE-OFF FLIGHT PATH 2......................................................................................S4-B12 INFLUENCE OF TURNS DURING PATH 2 CLIMB ..................................................S4-B12 CLIMB PERFORMANCE ...........................................................................................S4-B13 EXAMPLE FOR CLIMB GRADIENT WITH BANK TURN..........................................S4-B13
FOR TRAINING ONLY
Issue 1
Page S4-Bi
Supplement 4
AW189 - RFM
CAT A Operations
Document N° 189G0290X002
Clean Area T-O Procedures
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-Bii
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X0002
Supplement 4 CAT A Operations Vertical T-O Procedures
LIST OF FIGURES Figure Figure 2B-1 Figure 2B-2 Figure 3B-1 Figure 3B-2 Figure 4B-1 Figure 4B-2 Figure 4B-3 Figure 4B-4 Figure 4B-5 Figure 4B-6 Figure 4B-7 Figure 4B-8 Figure 4B-9 Figure 4B-10 Figure 4B-11 Figure 4B-12 Figure 4B-13 Figure 4B-14 Figure 4B-15 Figure 4B-16 Figure 4B-17 Figure 4B-18 Figure 4B-19 Figure 4B-20 Figure 4B-21 Figure 4B-22 Figure 4B-23 Figure 4B-24 Figure 4B-25 Figure 4B-26 Figure 4B-27 Figure 4B-28 Figure 4B-29 Figure 4B-30 Figure 4B-31 Figure 4B-32 Figure 4B-33 Figure 4B-34 Figure 4B-35
Page VTOSS Calculation Chart.......................................................................S4-B-3 Take-Off Profile Clear Area ....................................................................S4-B-4 Clear Area Engine Failure before TDP ..................................................S4-B-8 Clear Area Engine Failure at/after TDP .................................................S4-B-9 Effect of Turn on PATH 2......................................................................S4-B-12 Clear Area Procedure Weight Limitations, Anti Ice OFF, Heater OFF ..S4-B-15 Clear Area Procedure Weight Limitation Table, Anti Ice OFF, Heater OFF ..........................................................................................S4-B-16 Clear Area Procedure Weight Limitations, Anti Ice ON, Heater OFF....S4-B-17 Clear Area Procedure Weight Limitation Table, Anti Ice ON, Heater OFF/ON....................................................................................S4-B-18 Wind Component Chart........................................................................S4-B-19 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF........................S4-B-20 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice OFF........................S4-B-21 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice OFF........................S4-B-22 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice OFF........................S4-B-23 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice OFF........................S4-B-24 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice OFF........................S4-B-25 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice OFF........................S4-B-26 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice OFF........................S4-B-27 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice ON .........................S4-B-28 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice ON .........................S4-B-29 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice ON .........................S4-B-30 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice ON .........................S4-B-31 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice ON .........................S4-B-32 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice ON .........................S4-B-33 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice ON .........................S4-B-34 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice ON .........................S4-B-35 Clear Area Procedure Acceleration Distance from VTOSS to VY........S4-B-36 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg, Anti Ice OFF ......S4-B-37 PATH 2 Gradient,OEI MCP, Gross Weight 5900 kg Anti Ice OFF ........S4-B-38 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice OFF .......S4-B-39 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice OFF .......S4-B-40 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice OFF .......S4-B-41 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice OFF .......S4-B-42 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice OFF .......S4-B-43 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice OFF .......S4-B-44 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg Anti Ice ON.........S4-B-45 PATH 2 Gradient, OEI MCP, Gross Weight 5900 kg Anti Ice ON.........S4-B-46 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice ON.........S4-B-47 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice ON.........S4-B-48
FOR TRAINING ONLY
Issue 1
Page S4-Biii
Supplement 4 CAT A Operations Vertical T-O Procedures
AW189 - RFM Document N° 189G0290X002
Figure Figure 4B-36 Figure 4B-37 Figure 4B-38 Figure 4B-39
Page 1-iv
Page PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice ON ........ S4-B-49 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice ON ........ S4-B-50 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice ON ........ S4-B-51 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice ON ........ S4-B-52
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
Part B Clear Area Take-Off Procedures SECTION 1B - LIMITATIONS IFR OPERATION In accordance with Local Operating requirements, MINIMUM RUNWAY LENGTH Minimum demonstrated runway length ..................................... 900 m (2950 ft) WEIGHT LIMITATIONS Weight Limitation, Anti Ice OFF ................................. Figure 4B-1, Figure 4B-2 Weight Limitation, Anti Ice ON ................................... Figure 4B-3, Figure 4B-4 ALTITUDE LIMITATIONS Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd ........................................................................................ whichever comes first WIND LIMITATIONS Maximum cross wind component must not exceed 20 kts (10 m/s). Take-Off with tail wind component is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B1
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
SECTION 2B - NORMAL PROCEDURES AIRSPEED DEFINITIONS Take-Off Safety Speed (VTOSS) ...................................................... Figure 2B-1 Best Rate of Climb Speed (VY)............................................................. 80 KIAS TAKE-OFF DECISION POINT (TDP) TDP ........................................................................ 30 ft (9 m) AGL and VTOSS Note Radio altimeter heights are shown in the flight path profiles.
Page S4-B2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
Vtoss/Vblss SELECTION
80 78 76 74 72
68 66 64
lin
e
62 e
Vtoss/Vblss [kIAS]
70
Re
fe
re
nc
60 58 56 54 52 50 0
4
8
12 16 20 24 28 32 36 40 44 48 52 56 60 Reported Headwind Component [kt]
189G1580A002 Rev.C
ICN-89-A-155304-G-A0126-00052-A-02-1
Figure 2B-1 VTOSS Calculation Chart EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B3
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
CLEAR AREA TAKE-OFF PROCEDURE
Vy
TDP = 30 ft AGL and VTOSS (50 KIAS)
GS = 25 kts
Figure 2B-2 Take-Off Profile Clear Area
CAUTION If this procedure is modified, it may not be possible, if an engine fails in the Take-Off path, to carry out a safe OEI landing or achieve the scheduled OEI performance.
1.
VTOSS
— Select VTOSS based on reported headwind component.
2.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
3.
HEATER
— As required
4.
Pilot Altimeter
— Set
5.
Rad Alt
— Check
6.
Power checks
— Carry out daily power checks in accordance with ENGINE POWER CHECKS procedure in Basic RFM Section 4.
Page S4-B4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
7.
NOSEWHEEL steering
— LOCK
8.
Engine/Rotor
— TQ/ITT matched as required and check NF/NR 102%.
9.
MFD PWR PLANT page
— Check all parameters within normal operating limits and cross check with PFD.
10. Warnings and Cautions
— None/as required
11. Flight controls
— Check correct functioning.
12. Hover
— Establish a 7 ft (2 m) ATS hover, no winds from rear sectors (090° to 270°).
13. PI/Attitude
— Note PI value (PI TARGET) and pitch attitude.
14. Land
— Centralize cyclic and reduce collective to MPOG.
15. Rolling departure
— Increase collective to 50% PI (±5%) and forward cyclic to allow smooth acceleration.
16. Lift Off
— At 25 Kts groundspeed apply collective to PITARGET in 3 seconds.
17. Cyclic control
— After lift-off rotate nose down for an attitude change of -5° deg from hover value.
18. Take Off Decision Point TDP
— At 30 ft AGL continue acceleration. Verify V TOSS already achieved. Accelerate to Vy and continue climb.
19. Climb
— At Vy adjust attitude to stabilize speed. Continue climb.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B5
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
20. Landing gear
— UP at or above 200 ft (60 m) AGL.
21. Power
— Adjust collective to climb at VY (80 KIAS), using up to 5min power, to 1000 ft (300 m) AGL
22. At 1000 ft (300 m) AGL
— Adjust collective and cyclic to continue climb at Vy or accelerate to cruise speed as required.
23. After Take-Off checks (Refer basic RFM page 2A-32)
— Complete
Page S4-B6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
SECTION 3B - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL The procedures detailed herein only consider the failure of one engine in the Take-Off path and assume the pilot gives first priority to aircraft control and to achieve a safe flight path. For all Take-Off procedures the following shall be observed:
1.
Engine failure prior to TDP
— Recognition of engine failure prior to the TDP dictates that the TakeOff be rejected.
2.
Engine failure at or after TDP
— Recognition of the failure at or after the TDP dictates that the Take-Off be continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine failure, must be initiated only after the aircraft control and a safe flight/ground condition have been obtained. The procedures for the emergency/malfunction can be followed according to the appropriate instructions detailed in Section 3 of the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B7
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
EMERGENCY PROCEDURE FOR SINGLE ENGINE FAILURE DURING TAKE-OFF SINGLE ENGINE FAILURE RECOGNIZED PRIOR TO TDP (REJECTED TAKE-OFF)
TDP = 30 ft AGL VTOSS GS = 25 kts
Figure 3B-1 Clear Area Engine Failure before TDP
1.
Collective
— Adjust collective to maintain the rotor droop within 90%NR and lower collective slightly to establish descent.
2.
Cyclic
— Adjust pitch attitude as required to reduce speed below 40 kts GS.
3.
Touchdown
— At approximately 7-10 ft (1.5-3 m) AGL increase collective to cushion landing. Maximum nose up attitude at touchdown 15°.
4.
Landing
— After touchdown, centralize cyclic and simultaneously reduce collective to MPOG. Apply wheel brakes as required to stop aircraft.
5.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure, Basic RFM Page 3-27.
Page S4-B8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
6.
PARK BRAKE
— As required.
7.
Consider Emergency Ground Egress procedure, refer Basic RFM page 3-29.
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER TDP (CONTINUED TAKE-OFF)
Note All height are AGL
Vy Level accel to Vy
TDP = 30 ft AGL VTOSS
35 ft
200 ft
1000 ft
15 ft
Take Off Distance
Path 1
Path 2
Figure 3B-2 Clear Area Engine Failure at/after TDP
1.
Collective/Cyclic
— Rotate nose up to +6°. Use collective to droop NR to minimum of 90%.
2.
Acceleration/Climb
— Reduce pitch to give a +4° nose up attitude and continue acceleration to VTOSS , while lowering collective to recover NR to 101%.
3.
Climb
— When the aircraft achieves VTOSS adjust pitch attitude to climb to 200 ft (60 m) with 2.5min power, maintainin NR at 101% to ensure full power is being applied
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B9
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
4.
At 200 ft (60 m) AGL
— Landing gear - UP and level off to accelerate to Vy (80 KIAS), using 2.5min power range, maintaining NR at 101%.
5.
OEI SEL button on collective
— Select
6.
Climb
— Continue climb at Vy to 1000 ft AGL maintaining NR at 101%.
7.
At 1000 ft (300 m) AGL
— Continue climb to final altitude at VY.
8.
LH LDG LT & RH LDG LT
— OFF/STOW (if used)
9.
Refer Single Engine Procedure, Basic RFM Page 3-97.
Page S4-B10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
SECTION 4B - PERFORMANCE DATA WIND EFFECT For Crosswind and Headwind Component computation refer to Wind Component Chart (Figure 4B-6). Example Calculate Headwind and Crosswind component for a reported wind of 25 kts from 35° with respect to the helicopter heading. Solution Enter Wind Component Chart Figure 4B-6 at 25 kt on the Reported Wind Speed axis, proceed right following the curved lines to wind relative angle of 35°. At the intercept proceed horizontally right to Headwind Component axis and read 20 kts, from the intercept proceed vertically to Crosswind Component axis and read 14 kts. W.A.T. CHARTS The Clear Area Take-Off Procedure Weight Limitation charts are shown in Figure 4B-2 to Figure 4B-5. REJECTED TAKE-OFF DISTANCE OEI The Rejected Take Off Distance maximum 900 m (2950 ft). CONTINUED TAKE-OFF DISTANCE OEI The Continued Take-Off Distance OEI maximum 600 m (1970 ft). TAKE-OFF FLIGHT PATH 1 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VTOSS and 2.5 min power is shown in Figure 4B-7 to Figure 4B-22 for various altitudes, temperatures, weights, ,headwind and Intake Anti Ice OFF amd ON. The charts apply from the end of the CTO distance to a height of 200 ft (60 m) AGL. LEVEL FLIGHT ACCELERATION The distance for the level flight acceleration from VTOSS at the end of the PATH 1 climb to VY the start of the PATH 2 Climb is shown in Figure 4B-23. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B11
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
TAKE-OFF FLIGHT PATH 2 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VY and MCP OEI is shown in Figure 4B-24 to Figure 4B-39 for various altitudes, temperatures, weights, headwind component and Anti Ice OFF and ON. The charts apply from 200 ft (60 m) AGL to 1000 ft (300 m) AGL. INFLUENCE OF TURNS DURING PATH 2 CLIMB The performance data Figure 4B-24 to Figure 4B-39 apply to climbs at YY without any significant bank angle. The following table Figure 4B-1 shows the distance travelled for a 10 degree of heading change and reduction in height gain over a distance of 100 ft (30 m) in the Take-Off flight PATH 2 gradient. (valid for all combinations of gross weight, altitude, OAT).
CAUTION Do not apply any headwind component correction.
EFFECT OF TURN ON PATH 2 Bank Angle
15°
30°
Gradient correction
-2 ft
-7 ft
566 ft
262 ft
172 m
80 m
Distance travelled for 10° of Heading change 189G1580A002 issue B
ICN-89-A-155304-G-A0126-00049-A-01-1
Figure 4B-1 Effect of Turn on PATH 2
Page S4-B12
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
CAUTION If, after correction, the resullting gradient is less than 2 ft the minimum required climb gradient for PATH 2 (150 ft/min) may not be achieved. CLIMB PERFORMANCE Single Engine Rate Off Climb at VY The ROC, at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight Manual. EXAMPLE FOR CLIMB GRADIENT WITH BANK TURN Calculate the following: • Climb Gradient for straight climb • Climb Gradient for Bank turn climb of 15° for a total heading change of 35° and the distance travelled from the comencement of the turning point. Data —Take Off weight = 7900 kg —Altitude = 4000 ft Hp —Temperature = 15° C —Headwind Component = 20 kts —Configuration = Anti Ice OFF Solution • Straight Climb - Using the Take Off Flight PATH 2 Gradient Maximum Continuous Power OEI chart, Figure 4B-30, on the Pressure Altitude axis from 4000 ft move right to intercept the 15° C line (interpolated between 10° C and 20°C ), drop down to the junction of the two graphs. Follow the Headwind Component curves until intercepting the 20 kts line, drop vertically from this point to Mean Height Gained in 100 ft of 6 ft. • Bank Turn in Climb - Using the Take Off Flight PATH 2 Gradient Maximum Continuous Power OEI chart, Figure 4B-30, on the Pressure AltiEASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B13
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
tude axis from 4000 ft move right to intercept the 15° C line (interpolated between 10° C and 20° C), drop down to the junction of the two graphs. Drop vertically from this point to Mean Height Gained in 100 ft of 5.0 ft. (Headwind Component benefit cannot be applied for turns during PATH 2 climb). Using the Effect of Turn on PATH 2 Gradient table, Figure 4B-4, from Distance Correction row move right to Bank Angle of 15° read -2 ft. Correcting the Mean Height Gained in 100 ft: 6.0 - 2 = 4.0 ft To calculate distance covered in 35° of heading change, from Distance Travelled for 10° of Heading Change row move right to Bank Angle of 15° read 566 ft. To get distance in 35° of heading change multiply by 3.5. 566 x 3.5 = 2096 ft Therefore the height gained from commencement of the turn during the PATH 2 climb will be 2096/100x4. = 84 ft.
Page S4-B14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
WEIGHT-ALTITUDE-TEMPERATURE CLEAR AREA Procedure ▼
Eng. AI: OFF Heater: OFF
▼
Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185 8 7
2
1.5
0 -10-20 1
40
3
L AT
2
0.5
50
IT IM
1
55
0
53
57
189G1580A002 issue B
61
Pressure Altitude - [m x 1000]
10
ft
30
Hd
4
it lim
00 80
20
5
XO MA
Pressure Altitude - [ft x 1000]
6
65 69 73 77 Gross Weight - [kg x 100]
0
81
85
ICN-89-A-155104-G-A0126-00002-A-02-1
Figure 4B-2 Clear Area Procedure Weight Limitations, Anti Ice OFF, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B15
Page S4-B16
Issue 1
FOR TRAINING ONLY
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8267 8149 8013 7872 7732 7594 7458 7325
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8270 8124 7982 7841 7702 7565 7432 7302
189G1580A002 Rev.B
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8280 8136 7996 7859 7725 7592 7457
10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8193 8041 7891 7743
30 8300 8300 8300 8300 8300 8300 8300 8300 8243 8092 7943 7797 7652
40 8300 8300 8300 8300 8300 8234 8042 7853 7669 7489 7310
50 8276 8106 7936 7763 7592 7424 7259 7094
55 7898 7735 7572
ICN-89-A-155104-G-A0126-00008-A-01-1
20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8214 8063 7913 7766 7622
WAT for Clear Area T.O. & Landing Heater OFF, Engine A.I. OFF
Supplement 4 CAT A Operations Clear Area T-O Procedures AW189 - RFM Document N° 189G0290X002
Figure 4B-3 Clear Area Procedure Weight Limitation Table, Anti Ice OFF, Heater OFF
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
WEIGHT-ALTITUDE-TEMPERATURE CLEAR AREA Procedure Eng. AI: ON Heater: OFF Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185
H d
2
5
1.5
4 1
0 -1
3 2
0.5
Pressure Altitude - [m x 1000]
0
6
Pressure Altitude - [ft x 1000]
10
lim
it 8
7
-20
00 0
ft
8
1 0
0
53
57
189G1580A002 issue B
61
65 69 73 77 Gross Weight - [kg x 100]
81
85
ICN-89-A-155104-G-A0126-00003-A-02-1
Figure 4B-4 Clear Area Procedure Weight Limitations, Anti Ice ON, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B17
Page S4-B18
Issue 1
FOR TRAINING ONLY
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8276 8158 8043 7929 7815 7678 7540 7404 7269 7135
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8191 8055 7913 7774 7636 7498 7362 7228 7097
189G1580A002 Rev.B
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8184 8043 7903 7762 7624 7488 7354 7219
10 8300 8300 8300 8300 8300 8300 8300 8300 8181 8014 7841 7662 7485 7316 7150 6981
30
40
50
55
ICN-89-A-155104-G-A0126-00009-A-01-1
20
WAT for Clear Area T.O. & Landing Heater OFF, Engine A.I. ON
Supplement 4 CAT A Operations Clear Area T-O Procedures AW189 - RFM Document N° 189G0290X002
Figure 4B-5 Clear Area Procedure Weight Limitation Table, Anti Ice ON, Heater OFF/ON
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
WIND COMPONENT CHART
0
CROSSWIND COMPONENT [kt] 20 30 40 50 60
10
60
60 D
40 40 ˚
30 ˚
40
20˚
50 0˚ 10˚
50
˚ 50
A
30 ˚ 60
20
C 20
B
70˚
10
80˚
10
0
90˚
0
100˚
10
-10 110
˚
12
20
-20
0˚
13 0˚
30
0˚
189G1560A001 Rev.A
-40
˚
60
-30
0˚ 14
15
170˚
180˚
50
160
40
HEADWIND COMPONENT [kt]
REPORTED WIND SPEED [kt]
30
WIND ANGLE respect to Helicopter HEADING
-50
-60
ICN-89-A-154000-G-A0126-00003-A-01-1
Figure 4B-6 Wind Component Chart EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B19
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 5500 kg (12125 lb)
9
28 26
22
7
20 6
18
XO
16
AT
5
14
IT
30
LIM
4
10
20 10
40
3
12
8
-10 0
2
6
-20
2
0 -30 -4
55
OAT - [˚C] ISA+40˚
0
0 -2
50 Min. Gradient
Vtoss/Vblss [kIAS]
4
50
1
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00001-A-02-1
Figure 4B-7 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice OFF Page S4-B20
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 5900 kg (13007 lb)
9
28 26
22
7
20 6
18
XO
16
AT
5
14
LIM
12
IT
4
30
10 20
40
3
10
8
0
2
-10
6
-20
50
1
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
4 2 0 -2
50 Min. Gradient
Vtoss/Vblss [kIAS]
0 -30 -4
0
55
OAT - [˚C] ISA+40˚
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00002-A-02-1
Figure 4B-8 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B21
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 6300 kg (13889 lb)
9
28 26
22
7
20 6
18 16
XO AT
5
14
LIM
12
IT
4
10
20 30
3
50
1
-20 -10 10 0
40
2
8 6
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
4 2 0 -2
50 Min. Gradient
Vtoss/Vblss [kIAS]
-30 -40
0
55
OAT - [˚C] ISA+40˚
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00003-A-02-1
Figure 4B-9 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice OFF Page S4-B22
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 6700 kg (14771 lb)
9
28 26
22
7
20 6
18 16
XO
5
AT
14
LIM
12
IT
4
8
-10
2
4
-30
2 0
-40
0
55
OAT - [˚C] ISA+40˚
6
-20
50
1
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
10
0 10 2030 40
3
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00004-A-02-1
Figure 4B-10 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B23
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 7100 kg (15653 lb)
9
28 26
22
7
20 6
18 16
5
14
XO
4
AT
12 10 40
2 0 -40
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
4
-30 -10
55
OAT - [˚C] ISA+40˚
0
-20
50
1
6
0
30
2
8
10
IT
20
LIM
3
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00005-A-02-1
Figure 4B-11 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice OFF Page S4-B24
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 7500 kg (16534 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12 AT IT
50
1
4 2 0
-40
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
6
-30
0
55
OAT - [˚C] ISA+40˚
8
-20 0 -10
40
LIM
2
10
10 20 30
XO
3
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00006-A-02-1
Figure 4B-12 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B25
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 7900 kg (17416 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12 10
20
3
10
X OA T
MI
LI
4 2
-30
0
-40
55
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
50
OAT - [˚C] ISA+40˚
0
6 0
30
1
8 -1
0 -2
T
2
0
40
PRESSURE ALTITUDE [m x 100]
24
MA
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00007-A-02-1
Figure 4B-13 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice OFF Page S4-B26
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
10
30 GROSS WEIGHT 8300 kg (18298 lb)
9
28 26
22
7
20 6
18 16
5
14
30
4
12 10
20
3
10
8 0
2
-20 -10
0 -2
50 Min. Gradient
Vtoss/Vblss [kIAS]
2 OAT - [˚C] ISA+40˚
-40
T MI
55
LI
0
4
-30
T
OA
50
X
MA
1
6
PRESSURE ALTITUDE [m x 100]
24
40
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00008-A-02-1
Figure 4B-14 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B27
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 5500 kg (12125 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6
2
-20
10
OAT - [˚C]
0
0 -30 -4
0
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
4
-10 0
1
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00009-A-02-1
Figure 4B-15 PATH 1 Gradient Gross Weight 5500 kg, Anti Ice ON Page S4-B28
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 5900 kg (13007 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0 -10
1
2
-20
0 -2
50 60 70
Min. Gradient
Vtoss/Vblss [kIAS]
10
OAT - [˚C]
-30 -40
0
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00010-A-02-1
Figure 4B-16 PATH 1 Gradient Gross Weight 5900 kg, Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B29
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 6300 kg (13889 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 -10 10
OAT - [˚C]
2
-40 -20-30
0
0 -2
50 60 70
Min. Gradient
Vtoss/Vblss [kIAS]
4
0
1
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00011-A-02-1
Figure 4B-17 PATH 1 Gradient Gross Weight 6300 kg, Anti Ice ON Page S4-B30
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 6700 kg (14771 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6
2 0
-30
10
OAT - [˚C]
-20 -10
0
-2
-40
50 Min. Gradient
Vtoss/Vblss [kIAS]
4
0
1
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00012-A-02-1
Figure 4B-18 PATH 1 Gradient Gross Weight 6700 kg, Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B31
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 7100 kg (15653 lb)
9
28 26
22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0
-30 -20 -10 0
1 OAT - [˚C]
2 0
-40
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
PRESSURE ALTITUDE [m x 100]
24
10
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00013-A-02-1
Figure 4B-19 PATH 1 Gradient Gross Weight 7100 kg, Anti Ice ON Page S4-B32
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 7500 kg (16534 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
0 -10 -2
1 10
OAT - [˚C]
2
30 0-
0
0
-40
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00014-A-02-1
Figure 4B-20 PATH 1 Gradient Gross Weight 7500 kg, Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B33
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 7900 kg (17416 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 0
1
4 -1
0 -2 0
0
10
OAT - [˚C]
2 -3
0
0
-4
-2
0
50 Min. Gradient
Vtoss/Vblss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00015-A-02-1
Figure 4B-21 PATH 1 Gradient Gross Weight 7900 kg, Anti Ice ON Page S4-B34
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 1 GRADIENT 2.5 min OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vtoss/Vblss
Engine A.I.: ON
10
30 GROSS WEIGHT 8300 kg (18298 lb)
9
28 26 24 22
7
20 6
18 16
5
14 4
12 10
3
8 2
6 4
-10
0
1
2
-20
-30
10
0
0
OAT - [˚C]
-4
0
-2
50 Min. Gradient
Vtoss/Vblss [kIAS]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
8
60 70 80 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A-155304-G-A0126-00016-A-02-1
Figure 4B-22 PATH 1 Gradient Gross Weight 8300 kg, Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B35
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
DISTANCE REQUIRED for LEVEL ACCELERATION from VTOSS\VBLSS to VY
Acceleration Distance - [ft x 1000] 1.8
2 2.2 2.4 2.6 2.8
3 3.2 3.4 3.6 3.8
4 4.2 4.4
e
10
°C
8
ab
ov
7
AT rO fo
5
w1
0°C
4
1.5
Tb elo
1
OA
3 2
for
Pressure Altitude - [ft x 1000]
6
0.5
Pressure Altitude - [m x 1000]
at
or
2
1 0
0
5
6
189G1580A002 issue C
7 8 9 10 11 12 Acceleration Distance - [m x 100]
13
14
ICN-89-A-155304-G-A0126-00050-A-02-1
Figure 4B-23 Clear Area Procedure Acceleration Distance from VTOSS to VY Page S4-B36
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 5500 kg (12125 lb)
25
7
15
-40
30
IT
4
0 -30
20
AT LIM
5
20
-10 -2 0
6
10
MAX O
10
40
PRESSURE ALTITUDE [ft x 1000]
8
3 2
5
PRESSURE ALTITUDE [m x 100]
9
1 50
OAT - [˚C] ISA+40
55
0
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00017-A-02-1
Figure 4B-24 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg, Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B37
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 5900 kg (13007 lb)
25
7 6
30
IT
3
15
10
40
AT LIM
4
20
20
MAX O
5
0 -30 -4 -10 -20 0 10
PRESSURE ALTITUDE [ft x 1000]
8
2
5 50
1
OAT - [˚C] ISA+40˚
0 55
0
0 10 20 30
Min. Gradient
HEADWIND COMPONENT [kt]
PRESSURE ALTITUDE [m x 100]
9
40 50 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00018-A-02-1
Figure 4B-25 PATH 2 Gradient,OEI MCP, Gross Weight 5900 kg Anti Ice OFF Page S4-B38
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 6300 kg (13889 lb)
25
7 20
-20 -30 -10 0 10 0 2
6 5
10
IT
2
40
AT LIM
3
15
-40
30
4
MAX O
PRESSURE ALTITUDE [ft x 1000]
8
5
PRESSURE ALTITUDE [m x 100]
9
1 50
OAT - [˚C] ISA+40˚
0 55
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
5
10
15
20
25
30
35
40
45
50
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00019-A-02-1
Figure 4B-26 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B39
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 6700 kg (14771 lb)
9
25
8
-10
20
-20
6
-30
10
5
-40
15
20
4
AT
40
XO
2
10
30
MA
3
LIM
5
IT
1
50
OAT - [˚C] ISA+40˚
55
0
0
0 Min. Gradient
HEADWIND COMPONENT [kt]
PRESSURE ALTITUDE [m x 100]
PRESSURE ALTITUDE [ft x 1000]
0
7
10 20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00020-A-02-1
Figure 4B-27 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice OFF Page S4-B40
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 7100 kg (15653 lb)
25
7
15 -40
20
4
10
30
3 2
40
5
XO LIM
50
AT
1
OAT - [˚C] ISA+40˚
55
IT
0
0
0 10
Min. Gradient
HEADWIND COMPONENT [kt]
-30
10
5
20
-20 -10
0
6
MA
PRESSURE ALTITUDE [ft x 1000]
8
PRESSURE ALTITUDE [m x 100]
9
20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00021-A-02-1
Figure 4B-28 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B41
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 7500 kg (16534 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 7
20 -30 -20 -10 0 10
6 5
-40
20
4
10
30
3
15
2 40
5
PRESSURE ALTITUDE [m x 100]
9
1 OAT - [˚C] ISA+40˚
50
0
55
-1 0 10
Min. Gradient
HEADWIND COMPONENT [kt]
0
20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00022-A-02-1
Figure 4B-29 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice OFF Page S4-B42
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 7900 kg (17416 lb)
25
-10
7
20
-20 0
6
-30
10
5
15 -40
20
4
10
3 30
PRESSURE ALTITUDE [ft x 1000]
8
2
5 40
1
OAT - [˚C] ISA+40˚
0 50
0
0 Min. Gradient
HEADWIND COMPONENT [kt]
PRESSURE ALTITUDE [m x 100]
9
10 20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00023-A-02-1
Figure 4B-30 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B43
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
10
30 GROSS WEIGHT 8300 kg (18298 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 -10 0
7
20
0 0 -4 -20 -3 10 20
6 5 4
15
10
3 30
2
5
PRESSURE ALTITUDE [m x 100]
9
1 40
OAT - [˚C] ISA+40˚
0
0 10
Min. Gradient
HEADWIND COMPONENT [kt]
0
20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00024-A-02-1
Figure 4B-31 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice OFF Page S4-B44
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 5500 kg (12125 lb)
25
7 20 6
4
15
-30 -20 -10 0
5 10
10
3
-40
PRESSURE ALTITUDE [ft x 1000]
8
2
5
PRESSURE ALTITUDE [m x 100]
9
1 0
OAT - [˚C]
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00025-A-02-1
Figure 4B-32 PATH 2 Gradient, OEI MCP, Gross Weight 5500 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B45
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 5900 kg (13007 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 7
20 6 15 -30
0
10
4
-20 -10
5
10 -40
3 2
5
PRESSURE ALTITUDE [m x 100]
9
1 OAT - [˚C]
0
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00026-A-02-1
Figure 4B-33 PATH 2 Gradient, OEI MCP, Gross Weight 5900 kg Anti Ice ON Page S4-B46
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 6300 kg (13889 lb)
25
7 20 6 5
0
4
15 -30
-20 -10
10
10
3
-40
PRESSURE ALTITUDE [ft x 1000]
8
2
5
PRESSURE ALTITUDE [m x 100]
9
1 0
OAT - [˚C]
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
4
8
12
16
20
24
28
32
36
40
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00027-A-02-1
Figure 4B-34 PATH 2 Gradient, OEI MCP, Gross Weight 6300 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B47
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 6700 kg (14771 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 7
20 6 5
0 -2 -10
4
0
10
-40
10
3
15
-30
2
5
PRESSURE ALTITUDE [m x 100]
9
1 0
OAT - [˚C]
0 10
Min. Gradient
HEADWIND COMPONENT [kt]
0
20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00028-A-02-1
Figure 4B-35 PATH 2 Gradient, OEI MCP, Gross Weight 6700 kg Anti Ice ON Page S4-B48
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 7100 kg (15653 lb)
25
7 20 6 -20 0 -1
5
0
-3
4
15
10
0 -40
3 10
PRESSURE ALTITUDE [ft x 1000]
8
2
5
PRESSURE ALTITUDE [m x 100]
9
1 OAT - [˚C]
0
0 10
Min. Gradient
HEADWIND COMPONENT [kt]
0
20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00029-A-02-1
Figure 4B-36 PATH 2 Gradient, OEI MCP, Gross Weight 7100 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B49
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 7500 kg (16534 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 7
20 6 -1
-20 0
5
15
-30
4
-40
0
3
10
10
2
5
PRESSURE ALTITUDE [m x 100]
9
1 OAT - [˚C]
0
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
10 20 30 40 50 0
2
4
6
8
10
12
14
16
18
20
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00030-A-02-1
Figure 4B-37 PATH 2 Gradient, OEI MCP, Gross Weight 7500 kg Anti Ice ON Page S4-B50
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Clear Area T-O Procedures
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 7900 kg (17416 lb)
25
7 20 6 15
0
0
4
10
-40
3
0
2
5
10
1 0
0
OAT - [˚C]
0 10
Min. Gradient
HEADWIND COMPONENT [kt]
-2
-1
5
-30
PRESSURE ALTITUDE [ft x 1000]
8
PRESSURE ALTITUDE [m x 100]
9
20 30 40 50 0
1
2
3
4
5
6
7
8
9
10
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00031-A-02-1
Figure 4B-38 PATH 2 Gradient, OEI MCP, Gross Weight 7900 kg Anti Ice ON EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-B51
Supplement 4 CAT A Operations Clear Area T-O Procedures
AW189 - RFM Document N° 189G0290X002
PATH 2 GRADIENT CONTINUOUS POWER OEI ROTOR SPEED: 102 %
ELECTRICAL LOAD: 100%
Vy: 80 kIAS
Engine A.I.: ON
10
30 GROSS WEIGHT 8300 kg (18298 lb)
25
PRESSURE ALTITUDE [ft x 1000]
8 7
20 6 -2
5
15
0
0
4 3
-30
-1
10 -40
0
2
5
10
1
0
OAT - [˚C]
0 Min. Gradient
HEADWIND COMPONENT [kt]
0
PRESSURE ALTITUDE [m x 100]
9
10 20 30 40 50 0
1
2
3
4
5
6
7
8
9
10
MEAN HEIGHT GAINED IN 100 ft (30 m) of HORIZONTAL DISTANCE [ft] 189G1580A002 Rev.B
ICN-89-A155304-G-A0126-00032-A-02-1
Figure 4B-39 PATH 2 Gradient, OEI MCP, Gross Weight 8300 kg Anti Ice ON Page S4-B52
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Offshore Helideck T-O
PART C OFFSHORE HELIDECK TAKE-OFF PROCEDURE
TO BE ISSUED
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-C1
Supplement 4 CAT A Operations Offshore Helideck T-O
AW189 - RFM Document N° 189G0290X002
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Page S4-C2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM
Supplement 4
Document N° 189G0290X0002
CAT A Operations
Helipad Vertical Landing
PART D HELIPAD VERTICAL LANDING PROCEDURES TABLE OF CONTENTS Page
SECTION 1D - LIMITATIONS IFR OPERATION .........................................................................................................S4-D1 GROUND OR ELEVATED HELIPAD/HELIDECK SIZE ..............................................S4-D1 WEIGHT LIMITATIONS ...............................................................................................S4-D1 ALTITUDE LIMITATIONS ............................................................................................S4-D1 WIND LIMITATIONS....................................................................................................S4-D1
SECTION 2D - NORMAL PROCEDURES GENERAL....................................................................................................................S4-D2 AIRSPEED LIMITATIONS ...........................................................................................S4-D2 LANDING DECISION POINT (LDP) ............................................................................S4-D2 GROUND OR ELEVATED HELIPAD APPROACH AND LANDING PROCEDURE ..........................................................................................S4-D4
SECTION 3D - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL....................................................................................................................S4-D7 EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING LANDING APPROACH................................................................................................S4-D8 SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) ...................................................................................................S4-D8 FOR GROUNDSPEED ABOVE 15 KTS......................................................................S4-D8 FOR GROUNDSPEED BELOW 15 KTS .....................................................................S4-D9 SINGLE ENGINE FAILURE DURING LANDING AT OR AFTER LDP (OEI LANDING) ...............................................................................................................S4-D11
SECTION 4D - PERFORMANCE DATA WIND EFFECT ..........................................................................................................S4-D13 W.A.T. CHARTS ........................................................................................................S4-D13 BALKED LANDING DISTANCE OEI .........................................................................S4-D13 TAKE-OFF FLIGHT PATH 1 & 2 ...............................................................................S4-D13 CLIMB PERFORMANCE ...........................................................................................S4-D13
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Supplement 4
AW189 - RFM
CAT A Operations
Document N° 189G0290X002
Helipad Vertical Landing
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AW189 - RFM Document N° 189G0290X0002
Supplement 4 CAT A Operations Helipad Verical Landing
LIST OF FIGURES Figure Figure 2D-1 Figure 2D-2 Figure 2D-3 Figure 3D-1 Figure 3D-2 Figure 4D-1 Figure 4D-2
Page VCOSS Calculation Chart .......................................................................S4-D3 Vertical Helipad Landing Profile ..............................................................S4-D4 Vertical Landing View RH Seat at LDP 110 ft ATS..................................S4-D6 Helipad Engine Failure before LDP.........................................................S4-D8 OEI Landing Profile ...............................................................................S4-D11 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF ..............S4-D15 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF................S4-D17
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Supplement 4 CAT A Operations Helipad Verical Landing
AW189 - RFM Document N° 189G0290X0002
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AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
Part D Helipad Vertical Landing Procedures SECTION 1D - LIMITATIONS IFR OPERATION Minimum ceiling .......................................................................................200 ft
GROUND OR ELEVATED HELIPAD/HELIDECK SIZE Minimum demonstrated heliport size .........................20 m x 20 m (65 ftx65 ft) .................................................................................... or Diameter 20 m (65 ft)
WEIGHT LIMITATIONS Weight Limitation, Anti Ice OFF ................................ Figure 4A-1, Figure 4A-2 Weight Limitation, Anti Ice ON ................................... Figure 4A-3, Figure 4A-4
ALTITUDE LIMITATIONS Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd whichever comes first
WIND LIMITATIONS Maximum cross wind component must not exceed 20 kts (10 m/s). Landing with tail wind component is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
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Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
SECTION 2D - NORMAL PROCEDURES GENERAL The Helipad Vertical Landing procedure consists of a slow approach to a high hover vertically above the landing surface proceeded by a slow descent to a HIGE and landing. See Figure 2D-3 for pilot view of helipad at LDP.
AIRSPEED LIMITATIONS Balked Landing Safety Speed (VBLSS) .................................................50 KIAS Climb Out Safety Speed (VCOSS) ................................................... Figure 2D-1 Best Rate of Climb Speed (VY)............................................................ 80 KIAS
LANDING DECISION POINT (LDP) LDP Height ................................................................................................110 ft ALS Groundspeed............................................................................. Less than 3 kts Note Radio altimeter heights are shown in the flight path profiles. Refer to Barometric altimeter when obstacles are present in the Landing flight path.
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
Vcoss SELECTION for PATH 1-2
80 78 76 74
e lin e nc re fe
70
Re
Vcoss [kIAS]
72
68 66 64 62 60 0
4
8
12
16
20
24
28
32
36
40
Reported Headwind Component [kt]
189G1580A002 Rev.C
ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2D-1 VCOSS Calculation Chart EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D3
Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
GROUND OR ELEVATED HELIPAD APPROACH AND LANDING PROCEDURE
150 ft ALS GS 10 kts ROD less than 100 fpm
LDP 110 ft ALS GS less than 3 kts
110 ft ALS
Figure 2D-2 Vertical Helipad Landing Profile
CAUTION If this procedure is modified, it may not be possible, if an engine fails in the landing path, to carry out a safe OEI landing or achieve the scheduled OEI performance.
1.
Climb Out Safety Speed
— Select VCOSS based on reported headwind component.
2.
Pre-landing checks
— Complete.
3.
Landing direction
— If possible orientate the aircraft for an approach into the prevailing wind.
Page S4-D4
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
4.
AWG (ECDU MISC page)
Supplement 4 CAT A Operations Helipad Vertical Landing
— NORM/REGR as required Note
When descending below 150 ft Rad Alt height a vocal message ‘ONE FIFTY FEET’ is activated regardless of the landing gear status. This message is suppressed if AWG is set to REGR.
5.
PARK BRAKE
— Apply, Confirm pressure can be felt on brake pedals and PARK BRAKE ON advisory illuminated on CAS
6.
Initial point
— Establish an approach to pass through 150 ft (50 m) ALS at a groundspeed of 10 kts and rate of descent of not more than 100 fpm. Descend and decelerate to achieve LDP (110 ft ALS) vertically above the landing zone with less than 3 kts groundspeed.
7.
Landing
— Continue to descend vertically over the landing zone to a HIGE, maintainng less than 3 kts groundspeed.
8.
PARK BRAKE
— As required after landing.
9.
Post Landing Checks (Refer basic RFM page 2A-37)
— Complete
EASA Approved
FOR TRAINING ONLY
Issue 1
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Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
Figure 2D-3 Vertical Landing View RH Seat at LDP 110 ft ATS
Page S4-D6
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
SECTION 3D - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL The procedures detailed herein only consider the failure of one engine in the Landing path and assume the pilot gives first priority to aircraft control and achieve a safe flight path. For all Landing procedures the following shall be observed:
1.
Engine failure prior to LDP
— Recognition of engine failure prior to the LDP dictates that a Balked Landing be carried out.
2.
Engine failure at or after LDP
— Recognition of engine failure at or after the LDP dictates that the Landing be continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine failure, must be initiated only after the aircraft control and a safe flight/ground condition have been obtained. The procedures for the emergency/malfunction can be followed according to the appropriate instructions detailed in Section 3 of the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D7
Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING LANDING APPROACH SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) Note All height are ALS
150 ft ALS GS 10 kts ROD less than 100 fpm
VY VCOSS
VBLSS 50 KIAS
LDP 110 ft ALS GS less than 3 kts
50 ft
Min 15 ft
1000 ft
35 ft
Balked Landing Distance
Path 1/Path 2
Figure 3D-1 Helipad Engine Failure before LDP
FOR GROUNDSPEED ABOVE 15 KTS 1.
Engine failure prior to LDP
— Rotate nose to 0°. Use collective to droop NR to a minimum of 90%.
2.
Acceleration/Climb
— Continue acceleration up to VBLSS (50 KIAS). while lowering collective to recover NR to 101%.
Page S4-D8
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
3.
Climb
— At VBLSS (50 KIAS) adjust pitch attitude to climb to 200 ft (60 m) ALS with 2.5min power range maintaining NR at 101% to ensure full power is being applied.
4.
At 200 ft (60 m) ALS
— Landing gear - UP. Continue climb accelerating to VCOSS, using 2.5min power range, up to 1000 ft AGL, maintaining NR at 101% .
5.
At 1000 ft (300 m) ALS
— Accelerate to VY and continue climb to final altitude at VY.
6.
OEI sel button on collective
— Select as required.
7.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
8.
LH LDG LT & RH LDG LT
— OFF/STOW (if used)
9.
Refer Single Engine Procedure, Basic RFM Page 3-97.
FOR GROUNDSPEED BELOW 15 KTS 1.
Engine failure prior to LDP
— Rotate nose down to -12°. Maintain until achieving a groundspeed of 20 kts then rotate nose up to +6° in 4 seconds. Use collective to droop NR to a minimum of 90%.
2.
Acceleration/Climb
— Reduce attitude to +4° and continue acceleration up to VBLSS (50 KIAS), while lowering collective to recover NR to 101%.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D9
Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
3.
Climb
— When the aircraft achieves VBLSS (50 KIAS) adjust pitch attitude to climb to 200 ft (60 m) with 2.5min power range, maintaining NR at 101% to ensure full power is being applied.
4.
At 200 ft (60 m) ALS
— Landing gear - UP. Continue climb accelerating to VCOSS, using 2.5min power range, up to 1000 ft AGL, maintaining NR at 101%.
5.
At 1000 ft (300 m) ALS
— Accelerate to VY and continue climb to final altitude at VY.
6.
OEI sel button on collective
— Select as required.
7.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
8.
LH LDG LT & RH LDG LT
— OFF (if used)
9.
Refer Single Engine Procedure, Basic RFM Page 3-97.
Page S4-D10
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
SINGLE ENGINE FAILURE DURING LANDING AT OR AFTER LDP (OEI LANDING)
150 ft ALS GS 10 kts ROD less than 100 fpm
LDP 110 ft ALS GS less than 3 kts
110 ft ALS
Figure 3D-2 OEI Landing Profile
1.
Engine failure at or after LDP
— Engine failure at or after LDP
2.
At 10 ft ALS
— Use collective to cushion touch down on landing zone.
3.
Landing
— After touch down centralize cyclic, reduce collective to MPOG and apply wheel brakes.
4.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure, Basic RFM Page 3-27
5.
PARK BRAKE
— As required.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D11
Supplement 4 CAT A Operations Helipad Vertical Landing
6.
AW189 - RFM Document N° 189G0290X002
Consider Emergency Ground Egress procedure, refer Basic RFM page 3-29.
Page S4-D12
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
SECTION 4D - PERFORMANCE DATA WIND EFFECT For Crosswind and Headwind computation refer to Wind Component Chart (Figure 4A-5).
W.A.T. CHARTS Helipad Vertical Landing WAT charts are shown in Figure 4A-1 to Figure 4A-4.
BALKED LANDING DISTANCE OEI The balked landing distance OEI is shown in Figure 4D-1 to Figure 4D-2. These figures are applicable to all weights permitted by WAT charts.
TAKE-OFF FLIGHT PATH 1 & 2 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VCOSS and 2.5 min power is shown in Figure 4A-8 to Figure 4A-23 for various altitudes, temperatures, weights, Anti Ice OFF and ON and Headwind Component. The charts apply from the end of the CTO distance to a height of 1000 ft (300 m) ATS.
CLIMB PERFORMANCE Rate Of Climb OEI at VY The ROC, at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D13
Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 - RFM Document N° 189G0290X002
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FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
VERTICAL PROCEDURE BALKED LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. OFF ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] 0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
24 0
4
8
12
16
20
24
28
32
36
40
44
Hd
LI M
IT
80 00 ft
-2
50
-1 189G1580A02 rev.B
30
0
1
0 -2 0 1 0
OAT - [°C] ______
10
40
55
IT IM
530 0 550 0 570 0 590 0 610 0 630 0 650 6700 6900 71 0 0 73 0 0 75 0 00 77 0 79 0 0 81 0 0 83 0 00
X MA
TL OA
2
ISA+40°C -------
20
3 4 5 Pressure Altitude - [ft x 1000]
6
7
GW - [kg] ______
8
200
400
600 800 Distance - [m]
1000
1200
1400
ICN-89-A-155204-G-A0126-00007-A-02-1
Figure 4D-1 Helipad Balked Landing Distance, Anti Ice OFF, Heater OFF EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-D15
Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 RFM Document N° 189G0290X002
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Page S4-D16
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EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Helipad Vertical Landing
VERTICAL PROCEDURE BALKED LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. ON ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] -2
0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
L Hd
IM
8 IT
24 0
0 00
4
8
12
16
20
24
28
32
36
40
44
48
52
ft
530 5500 5700 5900 6100 6300 65 0 0 67 0 0 69 0 0 71 0 0 73 0 0 75 0 0 77 0 7900 81 0 0 8300 00
0 -2 0 -1 0
10
OAT - [°C] ______
-1 189G1580A02 rev.B
0
1
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
GW - [kg] ______
8
200
400
600
800 1000 Distance - [m]
1200
1400
1600
ICN-89-A-155204-G-A0126-00015-A-02-1
Figure 4D-2 Helipad Balked Landing Distance, Anti Ice ON, Heater OFF EASA Approved
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Supplement 4 CAT A Operations Helipad Vertical Landing
AW189 RFM Document N° 189G0290X002
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EASA Approved
AW189 - RFM
Supplement 4
Document N° 189G0290X0002
CAT A Operations
Ground Heliport Landing
PART E GROUND HELIPORT LANDING PROCEDURES Page
SECTION 1E - LIMITATIONS IFR OPERATION .........................................................................................................S4-E1 MINIMUM GROUND HELIPORT SIZE........................................................................S4-E1 WEIGHT LIMITATIONS ...............................................................................................S4-E1 ALTITUDE LIMITATIONS ............................................................................................S4-E1 WIND LIMITATIONS....................................................................................................S4-E1
SECTION 2E - NORMAL PROCEDURES GENERAL....................................................................................................................S4-E2 AIRSPEED LIMITATIONS ...........................................................................................S4-E2 LANDING DECISION POINT (LDP) ............................................................................S4-E2 GROUND HELIPORT APPROACH AND LANDING PROCEDURE ...........................S4-E4
SECTION 3E - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL....................................................................................................................S4-E6 EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING LANDING APPROACH................................................................................................S4-E7 SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) ...................................................................................................S4-E7 SINGLE ENGINE FAILURE DURING LANDING AT OR AFTER LDP (OEI LANDING) ...........................................................................................................S4-E9
SECTION 4E - PERFORMANCE DATA WIND EFFECT ..........................................................................................................S4-E11 W.A.T. CHARTS ........................................................................................................S4-E11 BALKED LANDING DISTANCE OEI .........................................................................S4-E11 LANDING DISTANCE OEI.........................................................................................S4-E11 TAKE-OFF FLIGHT PATH 1 & 2 ...............................................................................S4-E11 CLIMB PERFORMANCE ...........................................................................................S4-E11
FOR TRAINING ONLY
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Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X0002
LIST OF FIGURES Figure Figure 2E-1 Figure 2E-2 Figure 3E-1 Figure 3E-2 Figure 4E-1 Figure 4E-2 Figure 4E-3 Figure 4E-4 Figure 4E-5 Figure 4E-6 Figure 4E-7 Figure 4E-8 Figure 4E-9
Page S4-Eii
Page VCOSS Calculation Chart .......................................................................S4-E3 Ground Heliport Landing Profile ..............................................................S4-E4 Ground Heliport Engine Failure before LDP............................................S4-E7 OEI Landing Profile .................................................................................S4-E9 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF, Heater OFF ...........................................................................................S4-E12 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF, Heater OFF ...........................................................................................S4-E13 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON, Heater OFF ...........................................................................................S4-E14 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON, Heater OFF ...........................................................................................S4-E15 Wind Component Chart.........................................................................S4-E16 Ground Heliport Balked Landing Distance, Anti Ice OFF, Heater OFF ...........................................................................................S4-E17 Ground Heliport Balked Landing Distance, Anti Ice ON, Heater OFF...S4-E19 Ground Heliport OEI Landing Distance, Anti Ice OFF, Heater OFF ......S4-E21 Ground Heliport OEI Landing Distance, Anti Ice ON, Heater OFF........S4-E23
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
Part E Ground Heliport Landing Procedures SECTION 1E - LIMITATIONS IFR OPERATION In accordance with Local Operating requirements, MINIMUM GROUND HELIPORT SIZE Minimum demonstrated heliport size .........................20 m x 20 m (65 ftx65 ft) or Diameter 20 m (65 ft) WEIGHT LIMITATIONS Weight Limitation, Anti Ice OFF ................................ Figure 4E-1, Figure 4E-2 Weight Limitation, Anti Ice ON ................................... Figure 4E-3, Figure 4E-4 ALTITUDE LIMITATIONS Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd whichever comes first WIND LIMITATIONS Maximum cross wind component must not exceed 20 kts (10 m/s). Landing with tail wind component is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-E1
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
SECTION 2E - NORMAL PROCEDURES GENERAL The Ground Heliport landing procedure consists of a forward flight shallow approach to hover HIGE and landing. AIRSPEED LIMITATIONS Balked Landing Safety Speed (VBLSS) .................................................50 KIAS Climb Out Safety Speed (VCOSS) ................................................... Figure 2E-1 Best Rate of Climb Speed (VY)............................................................. 80 KIAS LANDING DECISION POINT (LDP) LDP Height ................................................................................................. 50 ft ALS (15 m ALS) Groundspeed............................................................................................25 kts Note Radio altimeter heights are shown in the flight path profiles.
Page S4-E2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
Vcoss SELECTION for PATH 1-2
80 78 76 74
e lin e nc re fe
70
Re
Vcoss [kIAS]
72
68 66 64 62 60 0
4
8
12
16
20
24
28
32
36
40
Reported Headwind Component [kt]
189G1580A002 Rev.C
ICN-89-A-155304-G-A0126-00053-A-02-1
Figure 2E-1 VCOSS Calculation Chart EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-E3
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
GROUND HELIPORT APPROACH AND LANDING PROCEDURE
Note All heights are ALS
200 ft ALS 40 KIAS ROD less than 200 fpm
LDP 50 ft ALS GS 25 kts
Figure 2E-2 Ground Heliport Landing Profile
CAUTION If this procedure is modified, it may not be possible, if an engine fails in the landing path, to carry out a safe OEI landing or achieve the scheduled OEI performance.
1.
Climb Out Safety Speed
— Select VCOSS based on reported headwind component.
2.
Pre-landing checks
— Complete.
3.
Landing direction
— If possible orientate the aircraft for an approach into the prevailing wind. Avoid winds from rear sectors (relative 90°- 270°)
4.
AWG (ECDU MISC page)
— NORM/REGR as required
Page S4-E4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
Note When descending below 150 ft Rad Alt height a vocal message ‘ONE FIFTY FEET’ is activated regardless of the landing gear status. This message is suppressed if AWG is set to REGR.
5.
PARK BRAKE
— Apply, Confirm pressure can be felt on brake pedals and PARK BRAKE ON advisory illuminated on CAS
6.
Initial point
— Establish an approach to pass through 200 ft (60 m) ALS at 40 KIAS and rate of descent of not more than 200 fpm. Decelerate to achieve LDP (50 ft ALS) with a groundspeed of 25 kts.
7.
Landing
— Continue to descend to a HIGE. Maximum forward groundspeed on touchdown 5 kts.
8.
PARK BRAKE
— As required after landing.
9.
LDG LTS
— OFF/STOW, if used.
10. Post Landing Checks (Refer basic RFM page 2A-37)
EASA Approved
— Complete
FOR TRAINING ONLY
Issue 1
Page S4-E5
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
SECTION 3E - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL The procedures detailed herein only consider the failure of one engine in the Landing path and assume the pilot gives first priority to aircraft control and achieve a safe flight path. For all Landing procedures the following shall be observed:
1.
Engine failure prior to LDP
— Recognition of engine failure prior to LDP permits either a continuation of the approach and an OEI Landing or a Balked Landing to be carried out
2.
Engine failure at or after LDP
— Recognition of engine failure at or after the LDP dictates that the Landing be continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine failure, must be initiated only after the aircraft control and a safe flight/ground condition have been obtained. The procedures for the emergency/malfunction can be followed according to the appropriate instructions detailed in Section 3 of the basic Rotorcraft Flight Manual.
Page S4-E6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
EMERGENCY PROCEDURES FOR ENGINE FAILURE DURING LANDING APPROACH SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) Note All height are ALS
200 ft ALS 40 KIAS ROD less than 200 fpm
VY VCOSS LDP 50 ft ALS GS 25 kts
VBLSS 50 KIAS
1000 ft
35 ft
Min 15 ft
50 ft
Balked Landing Distance
Path 1/Path 2
Figure 3E-1 Ground Heliport Engine Failure before LDP
1.
Engine failure prior to LDP
— Attain nose down attitude change of -2° and accelerate to V BLSS (50 KIAS). Use collective to droop NR to a minimum of 90%.
2.
Climb
— At VBLSS (50 KIAS) adjust pitch attitude to climb to 200 ft (60 m) ALS with 2.5min power, while using collective to recover NR to 101% to ensure full power is being applied.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-E7
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
3.
At 200 ft (60 m) ALS
— Landing gear - UP. Continue climb accelerating to VCOSS, using 2.5min power range, maintaining NR at 101%.
4.
Climb
— Continue climb at VCOSS to 1000 ft (300 m).
5.
At 1000 ft (300 m)
— Accelerate to VY and continue climb to final altitude at VY.
6.
OEI sel button on collective
— Select as required
7.
PARK BRAKE
— Release. Confirm PARK BRAKE ON advisory not illuminated on CAS.
8.
LH LDG LT & RH LDG LT
— OFF/STOW, if used.
9.
Refer Single Engine Procedure, Basic RFM Page 3-97.
Page S4-E8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SINGLE ENGINE FAILURE DURING LANDING AT OR AFTER LDP (OEI LANDING) 200 ft ALS 40 KIAS ROD less than 200 fpm
Note All height are ALS
LDP 50 ft ALS GS 25 kts
50 ft
Landing Distance Figure 3E-2 OEI Landing Profile
1.
Collective/Cyclic
— Continue descent. Increase pitch attitude to reduce speed. Use collective to reduce rate of descent.
2.
At 10 ft ALS
— Use collective to cushion touch down. Minimum rotor speed 90%, maximum 15° nose up and maximum groundspeed 5 kts on landing.
3.
Landing
— After touch down centralize cyclic, reduce collective to MPOG and apply wheel brakes as required.
4.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN AN EMERGENCY procedure, Basic RFM Page 3-27
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-E9
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
5.
PARK BRAKE
— As required.
6.
LDG LTS
— OFF/STOW, if used
7.
Consider Emergency Ground Egress procedure, refer Basic RFM page 3-29.
Page S4-E10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SECTION 4E - PERFORMANCE DATA WIND EFFECT For Crosswind and Headwind computation refer to Wind Component Chart (Figure 4E-5). W.A.T. CHARTS Ground Heliport Landing WAT charts are shown in Figure 4E-1 to Figure 4E-4. BALKED LANDING DISTANCE OEI The balked landing distance OEI is shown in Figure 4E-6 and Figure 4E-7. These figures are applicable to all weights permitted by WAT charts. LANDING DISTANCE OEI The horizontal distance from the LDP to the landing point, applicable to all weights permitted by WAT charts, is given in Figure 4E-8 and Figure 4E-9. TAKE-OFF FLIGHT PATH 1 & 2 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VCOSS and 2.5 min power is shown in Figure 4A-8 to Figure 4A-23 for various altitudes, temperatures, weights, Anti Ice OFF and ON and Headwind Component. The charts apply from the end of the CTO distance to a height of 1000 ft (300 m) ATS. CLIMB PERFORMANCE Rate Of Climb OEI at VY The ROC, at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight Manual.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-E11
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE Helipad Shallow Procedure Eng. AI: OFF Heater: OFF Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185 8 7 2
30 40
XO AT
0.5
T
50
I LIM
55
0
0
0
0 4 8 12 16 20
10 20 30 40 53
57
189G1580A002 issue B
61
65 69 73 77 Gross Weight - [kg x 100]
81
Headwind component - [m/s]
2
1
-10 10 20
3
1
Headwind component - [kts]
it
0
Hd
lim
1.5
ft
0 -2
4
00 80
Pressure Altitude - [m x 1000]
5
MA
Pressure Altitude - [ft x 1000]
6
85
ICN-89-A-155104-G-A0126-00006-A-02-1
Figure 4E-1 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice OFF, Heater OFF Page S4-E12
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-20 8300 8300 8300 8300 8300 8300 8300 8287 8164 8039 7894 7753 7616 7481 7349 7218 7088 6961 6836
-10 8300 8300 8300 8300 8300 8300 8300 8202 8081 7961 7833 7693 7556 7423 7291 7160 7032 6907 6784
189G1580A002 Rev.B
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8300 8300 8300 8300 8300 8300 8235 8124 8005 7887 7771 7640 7505 7373 7244 7117 6991 6865
10 8300 8300 8300 8300 8300 8224 8141 8056 7940 7825 7710 7597 7467 7339 7212 7084
20 8300 8300 8300 8263 8207 8132 8052 7971 7875 7762 7652 7543 7428 7295 7163
30 8300 8271 8215 8160 8104 8023 7942 7860 7741 7621 7503 7378 7236
WAT for Shallow Landing Heater OFF, Engine A.I. OFF 50 8128 8029 7855 7677 7498 7321 7148 6977
55 7822 7654 7481
ICN-89-A-155104-G-A0126-00012-A-01-1
40 8226 8171 8116 8037 7956 7873 7755 7635 7510 7336 7165
Wind correction Wind dGW [kt] [kg] 0 0 5 62 10 129 15 156 20 156 25 156 30 156 35 156 40 156
AW189 - RFM Document N° 189G0290X002 Supplement 4 CAT A Operations Ground Heliport Landing
Figure 4E-2 Ground Heliport (Shallow) Procedure Weight Limitation Table, Anti Ice OFF, Heater OFF
Page S4-E13
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE Helipad Shallow Procedure Eng. AI: ON Heater: OFF Gross Weight - [lb x 100] 120 125 130 135 140 145 150 155 160 165 170 175 180 185 8
Hd it lim
7
0 800
1.5
4 1
0 -2 0
3
-10
2
0.5
Pressure Altitude - [m x 1000]
5
10
Pressure Altitude - [ft x 1000]
ft
6
2
0
0
0
0 4 8 12 16 20
10 20 30 40 53
57
189G1580A002 issue B
61
65 69 73 77 Gross Weight - [kg x 100]
81
Headwind component - [m/s]
Headwind component - [kts]
1
85
ICN-89-A-155104-G-A0126-00007-A-02-1
Figure 4E-3 Ground Heliport (Shallow) Procedure Weight Limitations Anti Ice ON, Heater OFF Page S4-E14
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-20 8300 8300 8300 8300 8300 8300 8266 8132 7988 7847 7708 7572 7438 7305 7174 7045 6918 6792 6666
-10 8300 8300 8300 8300 8300 8300 8183 8063 7930 7790 7652 7517 7384 7253 7124 6995 6867 6742 6619
189G1580A002 Rev.B
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
0 8300 8300 8300 8300 8300 8229 8110 7991 7873 7738 7603 7470 7338 7207 7077 6950 6824 6698
10 8300 8300 8300 8300 8247 8150 8032 7915 7800 7680 7542 7397 7251 7110 6971 6834
20
WAT for Shallow Landing Heater OFF, Engine A.I. ON 30
50
55
ICN-89-A-155104-G-A0126-00013-A-01-1
40
Wind correction Wind dGW [kt] [kg] 0 0 5 69 10 143 15 151 20 151 25 151 30 151 35 151 40 151
AW189 - RFM Document N° 189G0290X002 Supplement 4 CAT A Operations Ground Heliport Landing
Figure 4E-4 Ground Heliport (Shallow) Procedure Weight Limitation Table Anti Ice ON, Heater OFF
Page S4-E15
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 - RFM Document N° 189G0290X002
WIND COMPONENT CHART
0
CROSSWIND COMPONENT [kt] 20 30 40 50 60
10
60
60 D
40 40 ˚
30 ˚
40
20˚
50 0˚ 10˚
50
˚ 50
A
30 ˚ 60
20
C 20
B
70˚
10
80˚
10
0
90˚
0
100˚
10
-10 110
˚
12
20
0˚
13 0˚
30
-40
0˚
189G1560A001 Rev.A
-30
0˚ 14
15
60
-20
˚
170˚
180˚
50
160
40
HEADWIND COMPONENT [kt]
REPORTED WIND SPEED [kt]
30
WIND ANGLE respect to Helicopter HEADING
-50
-60
ICN-89-A-154000-G-A0126-00003-A-01-1
Figure 4E-5 Wind Component Chart Page S4-E16
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SHALLOW PROCEDURE BALKED LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. OFF ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] 0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
24
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
Hd
LI M
IT
80 00 f
t
-2
O
IM
IT 0 -2
-1 0
530 0 550 0 570 0 590 0 610 0 630 0 650 6700 6900 7100 73 0 0 75 0 0 77 0 00 79 0 81 0 0 83 0 00
X MA
L AT
0
10 50
40
55
20 30
OAT - [°C] ______ ISA+40°C -------
-1 189G1580A02 rev.B
EASA Approved
0
1
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
GW - [kg] ______
8
400
500
Figure 4E-6 Ground Heliport Balked Landing Distance, Anti Ice OFF, Heater OFF
FOR TRAINING ONLY
600
700 800 Distance - [m]
900
1000
1100
1200
ICN-89-A-155204-G-A0126-00008-A-02-1
Issue 1
Page S4-E17
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-E18
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SHALLOW PROCEDURE BALKED LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. ON ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] -2
0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
L Hd
I IM
24
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
0ft 00 8 T
530 0 550 5700 5900 6100 6300 6500 6700 69 0 0 71 0 0 73 0 0 75 0 00 77 0 79 0 0 81 0 0 83 0 00
0 -2 0 -1 0
10
OAT - [°C] ______ GW - [kg] ______
ISA+40°C -------
-1 189G1580A02 rev.B
EASA Approved
0
1
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
8
400
500
Figure 4E-7 Ground Heliport Balked Landing Distance, Anti Ice ON, Heater OFF
FOR TRAINING ONLY
600
700 800 900 Distance - [m]
1000
1100
1200
1300
ICN-89-A-155204-G-A0126-00016-A-02-1
Issue 1
Page S4-E19
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-E20
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SHALLOW PROCEDURE LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. OFF ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] 0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
24
7
8
9
10
11
12
13
14
X MA 50
189G1580A02 rev.B
EASA Approved
IT IM
0 0 -2 -1 0 10 20
OAT - [°C] ______
40
55
-1
TL OA
550 0 570 0 590 0 610 0 630 0 650 0 670 0 69 0 71 0 0 73 0 0 75 0 00 77 0 79 0 0 81 0 00 83 00
530 0
Hd
LI M
IT
80 00 f
t
-2
30
0
1
2
ISA+40°C -------
3 4 5 Pressure Altitude - [ft x 1000]
6
7
GW - [kg] ______
8
250
Figure 4E-8 Ground Heliport OEI Landing Distance, Anti Ice OFF, Heater OFF
FOR TRAINING ONLY
300 350 Distance - [m]
400
450
ICN-89-A-155204-G-A0126-00017-A-02-1
Issue 1
Page S4-E21
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-E22
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Ground Heliport Landing
SHALLOW PROCEDURE LANDING DISTANCE Clear Air Intake VBLSS 50 KIAS
Heater OFF A.I. ON ELECTRICAL LOAD 100%
ZERO WIND Pressure Altitude - [m x 100] -2
0
2
4
6
8
10
12
14
Distance - [ft x 100] 16
18
20
22
7
8
9
10
11
12
13
14
15
16
ft 00
550 5300 5700 5900 6100 6300 6500 6700 69 0 0 71 0 0 73 0 0 75 0 0 77 0 0 79 0 0 81 0 8300 00
Hd
80 IT M LI
24
0 -2 0 -1 0
10
OAT - [°C] ______ GW - [kg] ______
ISA+40°C -------
-1 189G1580A02 rev.B
EASA Approved
0
1
2
3 4 5 Pressure Altitude - [ft x 1000]
6
7
8
250
Figure 4E-9 Ground Heliport OEI Landing Distance, Anti Ice ON, Heater OFF
FOR TRAINING ONLY
300
350 Distance - [m]
400
450
500
ICN-89-A-155204-G-A0126-00018-A-02-1
Issue 1
Page S4-E23
Supplement 4 CAT A Operations Ground Heliport Landing
AW189 RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S4-E24
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Supplement 4 CAT A Operations Document N° 189G0290X0002 Clear Area Landing Procedures
PART F CLEAR AREA LANDING PROCEDURES TABLE OF CONTENTS Page
SECTION 1F - LIMITATIONS IFR OPERATION ......................................................................................................... S4-F1 MINIMUM RUNWAY LENGTH .................................................................................... S4-F1 WEIGHT LIMITATIONS ............................................................................................... S4-F1 ALTITUDE LIMITATIONS ............................................................................................ S4-F1 WIND LIMITATIONS.................................................................................................... S4-F1
SECTION 2F - NORMAL PROCEDURES AIRSPEED DEFINITIONS ........................................................................................... S4-F2 LANDING DECISION POINT (LDP) ............................................................................ S4-F2 CLEAR AREA APPROACH AND LANDING PROCEDURE............................................. S4-F6
SECTION 3F - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL.................................................................................................................... S4-F6 EMERGENCY PROCEDURES FOR ENGINE FAILURES DURING LANDING APPROACH................................................................................................ S4-F7 SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) ................................................................................................... S4-F7 SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER LDP (OEI LANDING)) .......................................................................................................... S4-F8
SECTION 4F - PERFORMANCE DATA WIND EFFECT .......................................................................................................... S4-F10 W.A.T. CHARTS ........................................................................................................ S4-F10 BALKED LANDING DISTANCE................................................................................. S4-F10 LANDING DISTANCE OEI......................................................................................... S4-F10 TAKE-OFF FLIGHT PATH 1...................................................................................... S4-F10 LEVEL FLIGHT ACCELERATION ............................................................................. S4-F10 TAKE-OFF FLIGHT PATH 2...................................................................................... S4-F11 INFLUENCE OF TURNS DURING PATH 2 CLIMB .................................................. S4-F11 CLIMB PERFORMANCE ........................................................................................... S4-F11
FOR TRAINING ONLY
Issue 1
Page S4-Fi
AW189 - RFM Supplement 4 CAT A Operations Document N° 189G0290X002 Clear Area Landing Procedures
LIST OF FIGURES Figure Figure 2F-1 Figure 2F-2 Figure 3F-1 Figure 3F-2
Page VBLSS Calculation Chart ........................................................................ S4-F3 Clear Area Landing Profile ...................................................................... S4-F4 Clear Area Engine Failure Prior to LDP .................................................. S4-F7 Clear Area Engine Failure at/after LDP................................................... S4-F8
FOR TRAINING ONLY
Issue 1
Page S4-Fii
AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
Part F Clear Area Landing Procedures SECTION 1F - LIMITATIONS IFR OPERATION In accordance with Local Operating requirements, MINIMUM RUNWAY LENGTH Minimum demonstrated runway length .................................... 700 m (2300 ft) WEIGHT LIMITATIONS Weight Limitation, Anti Ice ON ................................... Figure 4B-1, Figure 4B-2 Weight Limitation, Anti Ice OFF ................................. Figure 4B-3, Figure 4B-4 ALTITUDE LIMITATIONS Maximum Altitude for CAT A Landing ......................8000 ft (2400 m) Hp or Hd whichever comes first WIND LIMITATIONS Maximum cross wind component must not exceed 20 kts (10 m/s). Landing with tail wind component is prohibited.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S4-F1
Supplement 4 AW189 - RFM CAT A Operations Document N° Clear Area Landing Procedures 189G0290X002
SECTION 2F - NORMAL PROCEDURES AIRSPEED DEFINITIONS Balked Landing Safety Speed (VBLSS) ........................................... Figure 2F-1 Best Rate of Climb Speed (VY)............................................................. 80 KIAS LANDING DECISION POINT (LDP) Height .....................................................................................50 ft (15 m) AGL Airspeed ............................................................................................... 50 KIAS Rate of Descent.................................................................Less than 400 ft/min Note Radio altimeter heights are shown in the flight path profiles.
Page S4-F2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
Vtoss/Vblss SELECTION
80 78 76 74 72
68 66 64
lin
e
62 e
Vtoss/Vblss [kIAS]
70
Re
fe
re
nc
60 58 56 54 52 50 0
4
8
12 16 20 24 28 32 36 40 44 48 52 56 60 Reported Headwind Component [kt]
189G1580A002 Rev.C
ICN-89-A-155304-G-A0126-00052-A-02-1
Figure 2F-1 VBLSS Calculation Chart EASA Approved
FOR TRAINING ONLY
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Supplement 4 AW189 - RFM CAT A Operations Document N° Clear Area Landing Procedures 189G0290X002
CLEAR AREA APPROACH AND LANDING PROCEDURE Note All height are ALS 200 ft ALS ROD less than 500 fpm LDP 50 ft ALS 50 KIAS ROD less than 400 fpm
Figure 2F-2 Clear Area Landing Profile
CAUTION If this procedure is modified, it may not be possible, if an engine fails in the landing path, to carry out a safe OEI landing or achieve the scheduled OEI performance.
1.
Balked Landing Safety Speed
— Select VBLSS based on reported headwind component.
2.
Pre-landing checks
— Complete
3.
AWG (ECDU MISC
— NORM/REGR as required
4.
) Note When descending below 150 ft Rad Alt height a vocal message ‘ONE FIFTY FEET’ is activated regardless of the landing gear status. This message is suppressed if AWG is set to REGR.
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AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
5.
PARK BRAKE
— Confirm released.
6.
Initial point
— Establish an approach to pass through 200 ft (60 m) AGL at a rate of descent of no more than 500 fpm. Decelerate to achieve LDP, (50 ft (15 m) AGL) at 50 KIAS and rate of descent less than 400 ft/min.
7.
Landing
— Continue to cushion down for a rolling touchdown. At touchdown maximum attitude 15° nose up and 40 KIAS airspeed.
8.
PARK BRAKE
— As required.
9.
Post Landing Checks (Refer basic RFM page 2A-37)
— Complete
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Supplement 4 AW189 - RFM CAT A Operations Document N° Clear Area Landing Procedures 189G0290X002
SECTION 3F - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL The procedures detailed herein only consider the failure of one engine in the Landing path and assume the pilot gives first priority to aircraft control and achieve a safe flight path. For all Landing procedures the following shall be observed:
1.
Engine failure prior to LDP
— Recognition of engine failure prior to the LDP permits either a continuation of the approach and an OEI Landing or a Balked Landing to be carried out
2.
Engine failure at or after LDP
— Recognition of engine failure at or after the LDP dictates that the Landing be continued.
Procedures dealing with subsequent Failure/Malfunctions, other than engine failure, must be initiated only after the aircraft control and a safe flight/ground condition have been obtained. The procedures for the emergency/malfunction can be followed according to the appropriate instructions detailed in Section 3 of the basic Rotorcraft Flight Manual.
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AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
EMERGENCY PROCEDURES FOR ENGINE FAILURES DURING LANDING APPROACH SINGLE ENGINE FAILURE DURING LANDING PRIOR TO LDP (BALKED LANDING) Note All heights are AGL
200 ft AGL ROD less than 500 fpm
VY
LDP 50 ft AGL 50 KIAS ROD less than 400 fpm
VBLSS
Min 15 ft
50 ft
35 ft
Balked Landing Distance
Level accel to Vy
200 ft
Path 1
1000 ft
Path 2
Figure 3F-1 Clear Area Engine Failure Prior to LDP
1.
Engine failure prior to LDP
— Attain nose down attitude change of -2° and obtain airspeed of VBLSS. Use collective to droop NR to a minimum of 90%.
2.
Climb
— At VBLSS adjust pitch attitude to climb to 200 ft (60 m) AGL with 2.5min power, while using collective to recover NR to 101%.
3.
At 200 ft (60 m) ALS
— Landing gear - UP and level off to accelerate to Vy (80 KIAS), using 2.5min power range, maintaining NR at 101% .
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Supplement 4 AW189 - RFM CAT A Operations Document N° Clear Area Landing Procedures 189G0290X002
4.
OEI sel button on collective
— Select as required.
5.
Climb
— Continue climb at VY to 1000 ft (300 m) maintaining NR at 101%.
6.
At 1000 ft (300 m) ALS
— Continue climb to final altitude at VY.
7.
LH LDG LT & RH LDG LT
— OFF/STOW, if used.
8.
Refer Single Engine Procedure, Basic RFM Page 3-97.
SINGLE ENGINE FAILURE RECOGNIZED AT OR AFTER LDP (OEI LANDING)) Note All height are AGL
200 ft AGL ROD less than 500 fpm
LDP 50 ft AGL 50 KIAS ROD less than 400 fpm
50 ft
Landing Distance Figure 3F-2 Clear Area Engine Failure at/after LDP
1.
Collective/Cyclic
Page S4-F8
Issue 1
— Obtain nose up attiude change of +5°. Use collective to control rotor droop to a minimum of 90%.
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
2.
At 10 ft ALS
— Use collective to cushion down for a rolling landing. At touchdown maximum attitude 15° nose up and 60 KIAS airspeed.
3.
Landing
— After touch down centralize cyclic, reduce collective to MPOG and apply wheel brakes.
4.
Engine
— On affected engine, carry out ENGINE SHUTDOWN IN EMERGENCY procedure, Basic RFM Page 3-27
5.
PARK BRAKE
— As required.
6.
Consider Emergency Ground Egress procedure, refer Basic RFM page 3-29.
EASA Approved
FOR TRAINING ONLY
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Supplement 4 AW189 - RFM CAT A Operations Document N° Clear Area Landing Procedures 189G0290X002
SECTION 4F - PERFORMANCE DATA WIND EFFECT For Crosswind and Headwind components computation refer to Wind Component Chart (Figure 4B-6) W.A.T. CHARTS Clear Area WAT charts/tables are shown in Figure 4B-2 to Figure 4B-5. BALKED LANDING DISTANCE The horizontal distance from the LDP to the point at which a minimum of 35 ft (10 m) is attained at VBLSS and a positive OEI rate of climb is shown is 200 m (660 ft). LANDING DISTANCE OEI The maximum landing distance OEI from 50 ft AGL to touch down is 450 m (1480 ft) and 250 m (820 ft) braking distance for a maximum total landing distance of 700 m (2300 ft). TAKE-OFF FLIGHT PATH 1 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VBLSS (50 KIAS) and 2.5min power is shown in Figure 4B-6 to Figure 4B-21 for various altitudes, temperatures, weights, and headwind component and Intake Anti Ice OFF and ON. The charts apply from the end of the Balked Landing distance to a height of 200 ft (60 m) AGL. LEVEL FLIGHT ACCELERATION The distance for the level flight acceleration from VTOSS, at the end of the PATH 1 climb, to VY, the start of the PATH 2 climb, is shown in Figure 4B-23.
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AW189 - RFM Supplement 4 Document N° CAT A Operations 189G0290X002 Clear Area Landing Procedures
TAKE-OFF FLIGHT PATH 2 Mean Height Gained in 100 ft (30 m) Horizontal Distance The mean height gained in 100 ft (30 m) of horizontal distance travelled during an OEI climb at VY and MCP OEI is shown in Figure 4B-24 to Figure 4B-39 for various altitudes, temperatures, weights, headwind component and Intake Anti Ice OFF and ON. The charts apply from 200 ft (60 m) to 1000 ft (300 m) AGL. INFLUENCE OF TURNS DURING PATH 2 CLIMB The performance data Figure 4B-24 to Figure 4B-39 apply to climbs at YY without any significant bank angle. The table Figure 4B-1 shows the distance travelled for a 10 degree of heading change and reduction in height gain over a distance of 100 ft (30 m) in the Take-Off flight PATH 2 gradient. (valid for all combinations of gross weight, altitude, OAT). CLIMB PERFORMANCE Single Engine Rate Off Climb at VY The ROC at VY and MCP OEI, is unchanged from the basic Rotorcraft Flight Manual.
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AW189 - RFM Document N° 189G0290X002
Supplement 4 CAT A Operations Offshore Helideck Landing
PART G OFFSHORE HELIDECK LANDING PROCEDURES
TO BE ISSUED
EASA Approved
FOR TRAINING ONLY
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Supplement 4 CAT A Operations Offshore Helideck Landing
AW189 - RFM Document N° 189G0290X002
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 5
EXTERNAL HOIST OPERATIONS (GOODRICH) P/N 8G2591F00111
ISSUE 1 : 22 DECEMBER 2014
REVISION 1 : 6 MAY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
Title, pages A-1, B-1, S5-17
EASA Approved
FOR TRAINING ONLY
APPROVAL EASA Approval N° 10051751 dated 22 December 2014 EASA Approval N° 10053254 dated 7 May 2015
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AW189 - RFM Document N° 189G0290X002
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
A-2
0
B-1
1
B-2
0
S5-i thru S5-iv
0
PART I - EASA APPROVED S5-1 thru S5-16
0
S5-17
1
S5-18 thru S5-36
0
PART II - MANUFACTURER’S DATA S5-37 and S5-38
0
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AW189 - RFM
Document N° 189G0290X0002
Supplement 5
External Hoist
Operations (Goodrich)
SUPPLEMENT 5 EXTERNAL HOIST OPERATIONS (GOODRICH) TABLE OF CONTENTS Page
PART I - EASA APPROVAL DEFINITIONS AND ABBREVIATIONS .................................................................S5-1 GENERAL INFORMATION....................................................................................S5-1 RADIO ICS SYSTEM..................................................................................................... S5-9
SECTION 1 - LIMITATIONS GENERAL.................................................................................................................... S5-11 TYPE OF OPERATION ............................................................................................... S5-11 MINIMUM FLIGHT CREW ........................................................................................... S5-12 NUMBER OF OCCUPANTS........................................................................................ S5-12 HEC FOR COMPENSATION OPERATING LIMITATIONS......................................... S5-12 WEIGHT AND CG LIMITATIONS ................................................................................ S5-12 AIRSPEED LIMITATIONS ........................................................................................... S5-14 ALTITUDE LIMITATIONS ............................................................................................ S5-15 HOIST LIMITATIONS .................................................................................................. S5-15 MISCELLANEOUS LIMITATIONS............................................................................... S5-15 PLACARDS.................................................................................................................. S5-21
SECTION 2 - NORMAL PROCEDURES HEIGHT-VELOCITY ENVELOPE ................................................................................ S5-23 EXTERNAL PRE-FLIGHT CHECK .............................................................................. S5-23 COCKPIT PRE START CHECKS ............................................................................. S5-24 SYSTEM CHECKS ...................................................................................................... S5-26 IN FLIGHT PROCEDURES ......................................................................................... S5-29 ADVISORY CAPTION DEFINITION ............................................................................ S5-31
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ENGINE FAILURE IN HOVER WITH LOAD ON HOIST ............................................. S5-32 HOIST LOAD JETTISON............................................................................................. S5-33 HOIST CUT ARM......................................................................................................... S5-34
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Supplement 5 External Hoist
Operations (Goodrich)
Document N° 189G0290X002
Page HOIST CABLE FOUL................................................................................................... S5-35 HOIST OVER-TEMPERATURE................................................................................... S5-35 DOUBLE AC GENERATOR FAILURE ........................................................................ S5-36
SECTION 4 - PERFORMANCE DATA................................................................S5-36 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S5-37
Page S5-ii
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AW189 - RFM Document N° 189G0290X0002
Supplement 5 External Hoist Operations (Goodrich)
LIST OF FIGURES Figure Figure S5-1 Figure S5-2 Figure S5-3 Figure S5-4 Figure S5-5 Figure S5-6 Figure S5-7 Figure S5-8 Figure S5-9 Figure S5-10 Figure S5-11 Figure S5-12 Figure S5-13 Figure S5-14 Figure S5-15 Figure S5-16
Page Hoist Installation Side View ....................................................................... S5-3 Hoist Installation Front View (Stowed position) ......................................... S5-4 Pilot Control Panel .................................................................................... S5-4 Hoist Operator Control Panel .................................................................... S5-5 HO-ICS Control Panel............................................................................... S5-5 Pilot and Copilot Collective Hoist Controls................................................ S5-6 HO Pendant .............................................................................................. S5-7 HO Auxiliary Equipment (Example)........................................................... S5-8 Polycon Control Panel and HEC Portable Transceiver ........................... S5-10 Lateral C of G Limitation for Hoist Operation .......................................... S5-16 Lateral C of G Limitation for Hoist Operation (Imperial Units)........................................................................................ S5-17 WAT for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON....................................................................................... S5-18 Table for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON....................................................................................... S5-19 Wind/Ground/Air speed Azimuth Envelopes AEO .................................. S5-20 View of Cabin with Placard Positions (Example)..................................... S5-21 Longitudinal and Lateral Positions for Loads Attached to Hoist Hook .... S5-38
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Supplement 5 External Hoist Operations (Goodrich)
DEFINITIONS AND ABBREVIATIONS Abbreviations and acronyms used throughout this Supplement are defined as follows: — BQRS
: Backup Quick Release System
— HEC
: Human External Cargo
— HO
: Hoist Operator
— NHEC
: Non Human External Cargo
— PCDS
: Personnel Carrying Device System
— PQRS
: Primary Quick Release System
GENERAL INFORMATION The Goodrich External Hoist P/N 8G2591F00111 consists of a hoist unit installed onto a mounting frame on the right side of the cabin (Figure S5-1 and Figure S5-2). The hoist unit has a dedicated operating pendant. The installation consists of: — electric hoist motor and winch assembly — an electronic control system that allows the pilot to operate the hoist from the collective grip (See Figure S5-6) — a pilot control panel (See Figure S5-3) — a HO control panel (See Figure S5-4) — remote pendant (See Figure S5-7), that allows the HO to operate the hoist and display the cable payout — a HO-ICS control panel (See Figure S5-5) to allow communication among crew-members — a HO safety harness — an electrical cable cutter (PQRS) and a manual cable cutter (BQRS) for emergency use — a HO SEARCHLIGHT mounted under the aircraft and driven by a 5 way switch on the HO control panel
EASA Approved
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Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
— 3 roof mounted attachment points (2 forward and one aft) for HO harness and rope handrail. — a step bar protection on the lower right side of the fuselage. The hoist unit contains 290 ft (88.4 m) of usable cable and may lower/lift a maximum load of 600 lb (272 kg). The cable payout is shown on the 3 digit display on the pendant. A display format xxx means the cable payout is in feet while yy.y means the cable payout is in meters. The cable payout indication is for information only and may not reflect the exact position of the cable. The display is also used to indicate fault codes within the hoist unit. The Pilot Control panel PWR ON/OFF switch is used to turn the hoist ON, then the cargo hoisting and lowering can be controlled by the HO through the remote pendant thumb wheel (Figure S5-7) which provides variable cable speeds. The cable speed for hoisting raising and lowering is vairiable from 0 to 250 fpm (76 m/min) with maximum load. The pilot can also control the operation at a fixed cable speed of 50% of nominal through the hoist control switch on the collective grip (Figure S5-6). Both controls automatically slow down and stop the electric motor at the cable extremes. The Pilot hoist control overrides the HO control. The hoist is provided with a cable foul protection system which automatically stops the motor if the cable is not correctly wound onto the drum and displays the HOIST CBL FOUL caution message on the MFD. An electrical cable cutter system (PQRS) is available to the Pilot and Copilot, via a guarded switch on the collective grips (Figure S5-6) and to the HO, via a guarded switch CUT on the HO control panel mounted in the cabin (Figure S54). The hoist kit also comprises a manual cable cutter (BQRS) and a right side cabin door step protection pad to prevent damage to the hoist cable if it contacts the step. In the event of a failure of the electrical cable cutter system, the cable may be cut with the manual cutter installed under the HO seat or in a position easily accessible to the HO. The hoist SEARCHLIGHT is controlled by the pilot control panel LT switch and the LAMP ON/OFF switch and the 5 way switch on the HO control panel. When the pilot control panel LT switch is selected to ON the HO controller SEARCHLIGHT circuit is powered. Selecting the HO controller LAMP switch ON the lamp system is supplied with power but the lamp remains off. Pressing the central fifth position on the 5 way switch the lamp illuminates but remains stowed. Moving the 5 way switch to FWD un-stows the lamp, which can then Page S5-2
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
be directed using the switch FWD/R/AFT/L positions. Switching the LAMP switch to OFF turns the lamp off but leaves it extended. Pushing the center position switches the light off (if not already switched off) and stows the light. The HO audio panel, Figure S5-5, is used to control the HO communication with other crew members. The HO plugs his headset into the HOIST CONTROL panel HEADSET socket. Then the HO can use either VOX or the PTT trigger, first detent, on the back of the Pendant to speak on the aircraft intercom. The HO can also transmit on COM3 or COM4 using the Pendant HO PTT trigger, second detent. The pendant also includes a Winchman Trim Mode caption and a five position switch to give the HO limited lateral and longitudinal groundspeed control when in HOV Mode and selected by the pilot. See Supplement 24 SAR Operations for details.
ICN-89-A-155000-G-00001-04199-A-001-01
Figure S5-1 Hoist Installation Side View EASA Approved
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Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04200-A-001-01
Figure S5-2 Hoist Installation Front View (Stowed position)
ICN-89-A-155000-G-00001-07116-A-001-01
Figure S5-3 Pilot Control Panel Page S5-4
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
HEADSE T
NORM
NVG DIM
SQ1 SQUIB
SEARCHLIGH T LAM P R ON FWD
OFF
B RT
TES T SQ2
OFF
AF T
CU T
L
ICN-89-A-155000-G-00001-07117-A-001-01
Figure S5-4 Hoist Operator Control Panel
NOT OPERATIVE ICN-89-A-155000-G-00001-04162-A-001-01
Figure S5-5 HO-ICS Control Panel EASA Approved
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AW189 - RFM Document N° 189G0290X002
HOIST CABLE CUT
HOIST RAISE/LOWER CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
Figure S5-6 Pilot and Copilot Collective Hoist Controls Page S5-6
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Supplement 5 External Hoist Operations (Goodrich)
ICN-89-A-155000-G-00001-07115-A-001-01
Figure S5-7 HO Pendant EASA Approved
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Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
HOIST OPERATOR CONTROL PANEL
HOIST SEARCH LIGHT
STEP PROTECTION
HOIST MANUAL CABLE CUTTER HOIST OPERATOR PENDANT HO-ICS CONTROL PANEL POLYCON CONTROL PANEL
ICN-89-A-155000-G-00001-04172-A-001-01
Figure S5-8 HO Auxiliary Equipment (Example) Page S5-8
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
RADIO ICS SYSTEM Polycon Communication System (HEC) P/N 8G2350F00511 This or an equivalent approved Radio-ICS system is required for HEC operations. The system is linked to the aircraft ICS and provides a wireless communication link between the HEC portable transceiver and the crew. The HO ICS audio panel, Figure S5-5, is used to connect the wireless system to the ICS. Any crew member that has an audio panel can listen and talk to the HEC by selecting HOIST. The Polycon control panel, mounted in the cabin roof, controls the system transmission and channel selection for crew to HEC communication.
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Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04164-A-001-01
Figure S5-9 Polycon Control Panel and HEC Portable Transceiver Page S5-10
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AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
SECTION 1 - LIMITATIONS GENERAL — With HOIST fitted, but not used, the Limitations stated in the Basic RFM for CAT B operations and in Supplement 4 for CAT A operations are applicable. — The external hoist equipment certification approval does NOT constitute operational approval. Operational approval for external load operation must be granted by the Local Aviation Authority. — The external hoist system meets the certification requirements for HEC. — For compliance with operating rules, the AW189 is certified to CAT A engineering standards. — The HO Pendant and bracket must be removed when Hoist operations are not envisaged and when 16 or more passenger seats are installed. — During External Hoist operations the number of hoist lifts must be recorded in the helicopter log-book. An External Hoist lift is defined as an unreeling and recovery of the cable with a load attached to the hook. Any operations where a load is applied for half of the operation (i.e. unreeling or recovery) must be considered as one lift. TYPE OF OPERATION — The hoist installation is approved for: Lifting external loads which are jettisonable and which are lifted free of land or water Lowering/raising NHEC or HEC in areas where landing cannot be carried out, under the following conditions: • Day/Night with ground visual contact. • Right cabin door locked open. — Operation of the external hoist equipment with HEC requires the use of a Personnel Carrying Device System (PCDS), which must be approved and the appropriate size selected for the mission. TSO-C167 provides one acceptable means of approval for such systems. PCDS part number AMTC-H1037-BL is TSO-C167 approved.
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AW189 - RFM Document N° 189G0290X002
— If the operating rules require one engine inoperative hover performance capability procedures, the maximum weight is defined using the Hover OGE 2.5 min OEI charts. — For HEC operations an approved Radio-ICS system must be installed and operated in accordance with the applicable Local Operating Regulations. MINIMUM FLIGHT CREW One or two pilots (see Basic RFM) and one Hoist Operator (HO). NUMBER OF OCCUPANTS For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with cabin seats in the 1st and 4th rows only) must be used and a maximum number of occupants in the cabin is 8. Hoist Operator Limitations — The HO shall be familiar with hoist operating procedures. — The HO must be restrained by a safety harness during all phases of hoist operation and shall wear protective gloves for guiding cable during operation. — The HO must guide the cable during hoist operation. — The HO must always have a manual cable cutter (BQRS) available during all phases of hoist operation. HEC FOR COMPENSATION OPERATING LIMITATIONS — HEC can be lowered/raised within the limitations defined in the AIRSPEED LIMITATIONS, Load Lowering or Raising paragraph. — Transportation of HEC for compensation must be carried out with HEC inside the cabin. WEIGHT AND CG LIMITATIONS After installation of the Goodrich Hoist System the new empty weight and center of gravity position must be determined. Maximum weight with Single Hoist installed .................................. 8300 kg
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Supplement 5 External Hoist Operations (Goodrich)
Hover Weight Limitations — Maximum weight for NHEC/HEC with manoeuvre envelope as detailed in Figure S5-14, is OGE AEO WAT chart: Anti Ice ON/OFF/Heater OFF/ON .................. Figure S5-12, Figure S5-13 Note Weights defined in the above charts guarantee adequate controllability margins for operation within the Wind/Ground/Air speed Azimuth Envelopes Figure S5-14. — Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT chart, limited to a maximum of 4000 ft Hp or Hd: HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF See Basic RFM ....................................................................... Figure 4-39 HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF See Basic RFM ....................................................................... Figure 4-44 HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON See Basic RFM ....................................................................... Figure 4-49 HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON See Basic RFM ....................................................................... Figure 4-54 — Maximum weight for HEC, requiring OEI hover performance capability, is Hover Ceiling OGE, 2.5 min OEI chart, limited to a maximum altitude of 3000 ft Hd: HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater OFF See Basic RFM ........................................................................ Figure 4-42 HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater OFF See Basic RFM ........................................................................ Figure 4-47 HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater ON See Basic RFM ........................................................................ Figure 4-52 HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater ON See Basic RFM ........................................................................ Figure 4-53 Note Weights defined in the above charts guarantee no rotor droop/ height loss in case of an engine failure, therefore do not lower collective.
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Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
CAT B and CAT A Weight Limitations The correction to the Basic RFM CAT B WAT charts, when the Goodrich Single External Hoist is installed, can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The correction to Category A WAT charts (Supplement 4 or Weight Extension 8600 kg Supplement 21) when the single hoist is installed can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation. Longitudinal CG Limitations No change. Lateral CG Limitation Lateral C of G limitations .................................... Figure S5-10 & Figure S5-11 AIRSPEED LIMITATIONS Load Lowering or Raising Hoist operation (load raising or lowering) is permitted with helicopter in stationary hover and up to 50 KIAS in forward flight.
CAUTION For raising (or lowering) in forward flight ensure hoist hook load is sufficient and/or provide another suitable means to maintain the cable and load clear of aircraft structure, undercarriage (if extended) and enable the HO to keep the cable entering/exiting the hoist mechanism close to vertical.
Page S5-14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
Load Deployed Maximum airspeed for flight within ±10 degrees azimuth quadrant ........................................... See Figure S5-14 Maximum groundspeed for sideways and rearward flight beyond forward ±10 degrees azimuth quadrant.................... See Figure S5-14 Maximum windspeed beyond forward ±10 degrees azimuth quadrant .................................................................. See Figure S5-14 ALTITUDE LIMITATIONS Maximum altitude for hoist operation .....................................3000 ft HdFigure HOIST LIMITATIONS Maximum hoist load ...................................................................272 kg (600 lb) Maximum permissible bank angle with extended cable ............................... 20° Take Off and Landing with a suspended load on hoist is prohibited. The Hoist must not be used in lightning conditions. MISCELLANEOUS LIMITATIONS Autopilot Limitations During hoist operations the Pilot must either: — fly manually or — fly attentive when: • HOV and RHT (or ALT) modes are engaged
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-15
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
8600 8400
+0.106 m 8300 kg
-0.09 m 8300 kg
+0.115 m 8300 kg
8200 8000 7800 7600
HOIST OPERATIONS ONLY
7400
Weight [kg]
7200 7000
+0.122 m 6843 kg
6800 6600
-0.097 m 6529 kg +0.135 m 6654 kg
6400 6200 6000 5800 5600 5400 5200 -0.12
-0.026 m 5400 kg -0.08
+0.048 m 5400 kg
MAST
-0.04
0
0.04
0.08
0.12
BL [m] 189G0290T020-2 Iss A
ICN-89-A-155005-G-A0126-00001-A-01-1
Figure S5-10 Lateral C of G Limitation for Hoist Operation Page S5-16
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
- 3.50 i n 18 30 0 lb
18500
+4.20 i n 18 30 0 lb
+4. 53 in 18 30 0 lb
18000
17500
17000
16500
HOIST OPERATIONS ONLY
16000
W eight [lb]
15500
+4. 80 in 15 08 9 lb
15000
- 3.80 in 13 35 6 l b
14500
+5. 31 in 14 67 0 lb
14000
13500
13000
12500
12000
- 1.01 in 11 90 0 lb
11500 -5
-4
-3
-2
+1. 89 in 11 90 0 lb
MAST -1
0
1
2
3
4
5
6
BL [inches] ICN - 89 - A - 155005 - G - A012 6 - 0 0001 - B - 02 - 1
189G 0290 T020 - 2 Is s A
Figure S5-11 Lateral C of G Limitation for Hoist Operation (Imperial Units) EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-17 Rev. 1
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
WEIGHT-ALTITUDE-TEMPERATURE for HOIST OPERATIONS
ROTOR SPEED 102%
GROSS WEIGHT [lb x 100] 150 8
155
160
165
170
175
180
24 22
HD LI MIT 3000 ft
-3 0
6
5
20 18
-2 0
16 -1 0
14
4
12
0
10
3
10
2
8 6
20
4
1
30
2
40
0 OAT - [°C]
PRESSURE ALTITUDE [m x 100]
7 PRESSURE ALTITUDE [ft x 1000]
185
-4 0
0
50
-2
-1 68
70
72
74
76
78
80
82
84
TOTAL WEIG HT [kg x 100]
189G1580A001 Rev.B
ICN-89-A-155105-G-A0126-00007-A-02-1
Figure S5-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON Page S5-18
Issue 1
FOR TRAINING ONLY
EASA Approved
EASA Approved
FOR TRAINING ONLY
Issue 1
-40 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8226 8071
-30 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8193
189G1580A001 Rev.B
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000
-20 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8172
-10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8161
20 8300 8300 8300 8300 8300 8183
30 8300 8300 8300 8206 8059
40 8300 8237 8090
50 8127
55
ROTOR SPEED 102%
ICN-89-A-155105-G-A0126-00014-A-01-1
OAT [˚C] 0 10 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8300 8167 8300 8160
WAT for HOIST Operations
AW189 - RFM Document N° 189G0290X002 Supplement 5 External Hoist Operations (Goodrich)
Figure S5-13 Table for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON
Page S5-19
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
-10°
+10°
DIRECTION OF WIND
DIRECTION OF WIND
20
DIRECTION OF WIND
30 35
50 kts
DIRECTION OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
Figure S5-14 Wind/Ground/Air speed Azimuth Envelopes AEO Page S5-20
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
PLACARDS
A
B C (if installed in this position)
A
B
C
ICN-89-A-155000-G-00001-04166-A-001-01
Figure S5-15 View of Cabin with Placard Positions (Example) EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-21
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
MAX LOAD 130 kg (286 lb)
USE CEILING ROPE AS HANDRAIL WHEN DOORS ARE CLOSED USE LIMITED TO ONE PERSON AT A TIME
Next to roof mounted attachment points for HO harness and rope handrail
Page S5-22
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
SECTION 2 - NORMAL PROCEDURES HEIGHT-VELOCITY ENVELOPE The use of aircraft gross weights and hover heights that do not respect the requirements of the Flyaway or Vertical Reject WAT charts (presented in the Basic RFM Section 4) may make a safe flyaway or vertical reject not possible following and engine failure in the hover. EXTERNAL PRE-FLIGHT CHECK AREA N°2 (Fuselage – Right Hand Side) 1.
Hoist, hoist cowlings and mounting/boom
— Condition, security, oil leaks.
2.
Hoist unit electrical cables and connectors
— Condition and secure.
3.
Hoist boom
— Condition.
4.
Right step protection pad cover
— Condition and secure.
5.
Hoist search light
— Condition.
CAUTION Step shall be inspected to ensure the protection is not damaged. Damaged protection may lead to cable failure.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-23
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
AREA N°7 Cabin and Cockpit Interior 1.
Pilot Hoist Control panel
— Condition.
2.
HO control panel and ICS control — Condition panel
3.
Hoist control pendant wiring and connectors
— Present, condition, connector
4.
HO harness, gloves and manual cable cutter
— Present and condition.
5.
Radio-ICS control panel (HEC operations)
— Condition.
6.
Radio-ICS portable transceiver unit (HEC operations)
— Present and condition.
COCKPIT PRE START CHECKS 1.
HOIST CUT pushbutton on pilot and copilot collective grip
— Guard closed.
2.
CUT pushbuttons on HO control panel
— Guard closed.
The following ‘before the first flight of the day’ checks should be carried out after connection of external electrical power or with APU electrical power:
WARNING Illumination of the HOIST CUT ARM caution at any time when the HOIST is selected OFF or ON and all HOIST/CUT guards are down indicates a malfunction of the hoist cable cut system. The hoist is unserviceable and must not be selected ON or the guards raised as the hoist cable may be cut.
Page S5-24
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
Note The AIR COND system, if fitted, should be selected OFF during hoist operations. 3.
PWR switch on Pilot HOIST control — Select ON, HOIST ON advisory panel illuminates on CAS. Confirm HOIST CUT ARM caution not illuminated on CAS.
4.
HO pendant
— Confirm zero on cable payout indicator and SLOW message illuminated.
5.
HO-ICS
— Confirm correct operation.
WARNING Protective gloves must always be worn whenever handling the hoist cable to prevent injury from possible broken cable strands.
CAUTION Care should be taken to prevent cable damage caused by kinking when handling cable on the ground. The cable should lie onto a clean surface whenever possible . 6.
HO pendant cable reel out
— Thumbwheel DN, confirm correct operation by reeling out approximately 6 ft (2 m) of cable. Confirm correct cable payout couting.
7.
HOIST hook
— Condition, security, freedom of rotation. Note
When reeling in the cable with no load, apply tension to cable to ensure smooth and even wrapping. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-25
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
. 8.
HO pendant cable reel in
— Thumbwheel UP, confirm hoist automatically stops when cable fully reeled in. Confirm zero on cable payout indicator.
9.
Hoist operation from Pilot collective grip switch
— DN, confirm correct operation. UP, confirm hoist automatically stops when cable fully reeled in.
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable.
10. PWR switch on Pilot HOIST control panel
— DC electrical supply ON advisory not illuminated on CAS.
11. DC electrical supply
— As required.
SYSTEM CHECKS After engine and rotor start, carry out the following:
WARNING Illumination of the HOIST CUT ARM caution at any time when the HOIST is selected OFF or ON and all HOIST/CUT guards are down indicates a malfunction of the hoist cable cut system. The hoist is unserviceable and must not be selected ON or the guards raised as the hoist cable may be cut. Note The AIR COND system, if fitted, should be selected OFF during hoist operations.
Page S5-26
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
1.
PWR switch on Pilot HOIST control panel
— Select ON, HOIST ON advisory illuminates on CAS. Confirm HOIST CUT ARM caution not illuminated on CAS.
2.
LT switch on Pilot HOIST control panel
— Select ON if night operations are envisaged.
3.
SQUIB TEST pushbutton on HO control panel
— Push. Confirm the 2 lights illuminate and CAS HOIST CUT ARM caution illuminates. Release pushbutton and confirm lights and caution extinguish.
4.
HOIST CUT guard on pilot collective grip
— Raise guard, confirm HOIST CUT ARM caution illuminates on CAS. Close guard confirm HOIST CUT ARM caution extinguished.
5.
HOIST CUT guard on copilot collective grip
— Raise guard, confirm HOIST CUT ARM caution illuminates on CAS. Close guard confirm HOIST CUT ARM caution extinguished.
6.
CUT guard on HO control panel
— Raise guard, confirm HOIST CUT ARM caution illuminates on CAS. Close guard confirm HOIST CUT ARM caution extinguished.
7.
Right cabin door
— Open and locked.
WARNING Protective gloves must always be worn whenever handling the hoist cable to prevent injury from possible broken cable strands.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-27
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
CAUTION Care should be taken to prevent cable damage caused by kinking when handling cable on the ground. The cable should lie onto a clean surface whenever possible Note When reeling in the cable with no load, apply tension to cable to ensure smooth and even wrapping . 8.
HO pendant thumbwheel
— Rotate to DN and UP and confirm cable lowering or raising according to thumbwheel selection
9.
Hoist operation from cabin training panel, if fitted
— DN and UP and confirm operation over-rides HO thumb wheel selection. Press RESET to return control to HO pendant.
10. Hoist operation from Pilot collective grip switch, HO
— DN and UP and confirm pilot operation over-rides HO thumbwheel selection.
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable. 11. Radio-ICS portable transceiver (HEC operations)
— Verify transceiver and control box are set on the same frequency and confirm communication between transceiver and crew is satisfactory
12. Right cabin door
— Close or as required.
13. PWR switch on Pilot HOIST control panel
— Select OFF. Confirm HOIST ON advisory not illuminated on CAS.
Page S5-28
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
IN FLIGHT PROCEDURES Hoist Operating Procedure Note The AIR COND system, if fitted, should be selected OFF during hoist operations. . 1.
PWR switch on Pilot HOIST control panel
— Select ON, HOIST ON advisory illuminates on CAS. Confirm HOIST CUT ARM not illuminated on CAS.
WARNING HO must be secured to helicopter by an approved safety harness during hoist operation. 2.
Position
— Establish hover over hoist operation area.
3.
Right cabin door
— Open and lock.
WARNING Exceeding 15° of lateral pendulum angle/helicopter vertical axis may lead to clutch slippage.
CAUTION During hoist operation the HO must maintain his hand on the cable and verify correct cable unwinding and rewinding. 4.
HOIST control switch (pilot) or HO thumb wheel
EASA Approved
— DN as required.
FOR TRAINING ONLY
Issue 1
Page S5-29
Supplement 5 External Hoist Operations (Goodrich)
5.
Cable speed (HO only)
AW189 - RFM Document N° 189G0290X002
— As required. Note
As hook nears the down or up limits hoist speed slows automatically and amber SLOW light illuminates on HO pendant.
WARNING Static electricity must be discharged by suitable means before ground personnel touch the hook or cable.
CAUTION Do not allow cable to drag on ground or any other surface which may contaminate or damage the cable or hook. 6.
HOIST control switch (pilot) or HO — UP as required. thumb wheel
7.
Cable speed (HO only)
— As required.
8.
Load Recovery
— Recover load into cabin whilst hovering or in forward flight below 50 KIAS.
CAUTION For raising (or lowering) in forward flight ensure hoist hook load is sufficient and/or provide another suitable means to maintain the cable and load clear of aircraft structure, undercarriage (if extended) and enable the HO to keep the cable entering/exiting the hoist mechanism close to vertical.
Page S5-30
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
CAUTION If load is moved, whilst extended, to a suitable location for recovery, ensure adequate clearance is maintained between hoist load and obstacles. 9.
Hoist
— Confirm cable and hook stowed.
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable. 10. Right cabin door
— Close.
11. PWR switch on Pilot HOIST control panel
— OFF, HOIST ON advisory extinguished on CAS. Note
During hoist operation the HO shall record the number of lifts completed, any shock loading of the cable or any fault codes that may appear on the pendant cable payout display. ADVISORY CAPTION DEFINITION CAS Caption (Green)
System State
HOIST ON
Hoist power on
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-31
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ENGINE FAILURE IN HOVER WITH LOAD ON HOIST See Basic RFM Section 3 for aircraft procedures. Procedures when OEI hover performance capability is not required.
1.
Collective pitch
— Commence manoeuvre to recover aircraft control. (Vertical Reject or Flyaway see Basic RFM page 3-21 or 3-22)
2.
Hoist Load
— Raise load and recover into cabin or Emergency Jettison, depending on operational conditions and type of load, or transition forward (maximum 50 KIAS).
Procedures when OEI hover performance capability is required Note Weights defined in weight limitation charts guarantee no rotor droop/height loss in case of an engine failure. 1.
Collective pitch
— Maintain collective pitch setting. Hover OEI is assured with 2.5 min rating.
2.
Hoist Load
— Raise load and recover into cabin. Note
Time required to raise the maximum load from fully extended approximately 2 minutes.
Page S5-32
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
HOIST LOAD JETTISON The hoist is provided with an electrical cable cut system (PQRS) operated by either pilot or copilot or HO. If an emergency condition should require the release of a hoisted load carry out the following:
1.
PWR switch on Pilot HOIST control panel
— Confirm ON, HOIST ON advisory illuminated on CAS.
2.
HOIST CUT pushbutton on pilot or — Lift guard, HOIST CUT ARM caution copilot collective grip or HO control illuminates on CAS. Press pushbutt panel on.
If the electrical HOIST CUT system fails, cut cable with the manual cable cutters accessible to HO. Cut cable as close to the hoist as possible.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-33
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
HOIST CUT ARM
HOIST CUT ARM Hoist cut system armed due to one of the HOIST CUT guards lifted OR Malfunction in hoist cut system
If due to cable cut system armed intentionally
If due to malfunction - Do not lift HOIST CUT guard - HOIST must not be used
- Continue operation as required
Page S5-34
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
HOIST CABLE FOUL
HOIST CBL FOUL Hoist cable fouled and hoist inoperative
- Proceed in forward flight with load suspended allowing adequate load clearance over obstacles
At suitable site - Establish hover and slowly descend to lay load on ground. - Recover cable on board manually
HOIST OVER-TEMPERATURE A hoist over temperature is indicated by an amber TEMP light on the HO control pendant. In the event of a hoist over temperature, complete the hoist cycle. Wait for system to cool down (indication on HO control pendant extinguishes) before resuming operation.
CAUTION Prolonged operation of hoist with amber TEMP indication on hoist pendant display will result in hoist failure. Note When the hoist TEMP light is on, the hoist is automatically slowed in operation.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S5-35
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
DOUBLE AC GENERATOR FAILURE See Section 3 Basic RFM for aircraft procedures. In the case of a double AC generator failure the hoist will be supplied by the APU generator. If the APU requires starting a period of approximately 45 seconds will be required for the start, after which hoisting operations can be completed.
SECTION 4 - PERFORMANCE DATA When the Goodrich External Hoist is installed aircraft performance is affected by the installation. The correction to the aircraft basic performance can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The Correction to Category A Performance can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation.
Page S5-36
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 5 External Hoist Operations (Goodrich)
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE The following Longitudinal and Lateral positions for loads attached to HOIST hook must be used in the Weight and Balance Calculations.
FOR TRAINING ONLY
Issue 1
Page S5-37
Supplement 5 External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
STN 4200 mm
BL 1658 mm RH
ICN-89-A-155000-G-00001-04167-A-001-01
Page S5-38
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configurations
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 6
DITCHING CONFIGURATIONS P/N 8G9560F00111 P/N 8G9560F00211 P/N 8G2560F00511
ISSUE 1 : 31 JANUARY 2014
REVISION 3 : 6 MAY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 6 Ditching Configurations
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configurations
RECORD OF REVISIONS REVISION No. — Issue 1
SUBJECT
1
Title, pages A-1, B-1, S6-1, S6-8.
2
Title, pages A-1, B-1, S6-i, S6-15.
3
Title, pages A-1, B-1, S6-6.
EASA Approved
FOR TRAINING ONLY
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 EASA Approval N° 10051720 dated 18 December 2014 EASA Approval N° 10051742 dated 18 December 2014 EASA Approval N° 10052433 dated 26 February 2015 EASA Approval N° 10053254 dated 7 May 2015
Issue 1
Page A-1
Supplement 6 Ditching Configurations
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page A-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configurations
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
3
A-1
3
A-2
0
B-1
3
B-2
0
S6-i
2
S6-ii
0
PART I - EASA APPROVED S6-1
1
S6-2 thru S6-5
0
S6-6
3
S6-7
0
S6-8
1
S6-9 thru S6-14
0
S6-15
2
S6-16 thru S6-20
0
FOR TRAINING ONLY
Issue 1
Page B-1
Supplement 6 Ditching Configurations
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page B-2
Issue 1
FOR TRAINING ONLY
AW189 - RFM
Supplement 6
Document N° 189G0290X0002
Ditching
Configurations
SUPPLEMENT 6 DITCHING CONFIGURATION TABLE OF CONTENTS Page GENERAL INFORMATION............................................................................................ S6-1
SECTION 1 - LIMITATIONS BASIS OF CERTIFICATION.......................................................................................... S6-6 TYPE OF OPERATIONS ............................................................................................... S6-6 WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S6-6 TAKE OFF LIMITATIONS.............................................................................................. S6-7 MISCELLANEOUS LIMITATIONS................................................................................. S6-7
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE-FLIGHT CHECK .............................................................................. S6-10 COCKPIT PRE-START CHECKS................................................................................ S6-11 EMER FLOATS PANEL............................................................................................... S6-11 PRE-TAKE OFF CHECKS........................................................................................... S6-12 IN FLIGHT PROCEDURES ......................................................................................... S6-12 PRE-LANDING CHECKS ............................................................................................ S6-13 SHUTDOWN PROCEDURES ..................................................................................... S6-13 PRE-SHUTDOWN CHECKS ....................................................................................... S6-13
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES EMERGENCY PROCEDURES ................................................................................... S6-14 DITCHING.................................................................................................................... S6-14 DITCHING PROCEDURE............................................................................................ S6-15 MALFUNCTION PROCEDURES................................................................................. S6-18 FLOTATION ARM CAUTION....................................................................................... S6-18
SECTION 4 - PERFORMANCE DATA ................................................................S6-19
FOR TRAINING ONLY
Issue 1
Page S6-i Rev. 2
Supplement 6 Ditching Configurations
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S6-1 Figure S6-2 Figure S6-3 Figure S6-4 Figure S6-5
Page S6-ii
Page Flotation Installation Diagram.................................................................... S6-3 Emergency Flotation Control Panel and Pilot and Copilot Collective FLOAT Override Switch ......................................................................................... S6-4 Flotation Pressure Inspection Window and Life Raft Installation Diagram with Manual Deployment Handle Position ........................................................ S6-5 Flotation Gas Bottle Pressure Limits ......................................................... S6-8 Life Raft Gas Bottle Pressure Limits ......................................................... S6-9
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
GENERAL INFORMATION Ditching Regulations Demonstration of emergency over water landing capability and bouyancy up to Sea State 4 is required by ditching regulations. However, for this installation Sea State 6 has been demonstrated and approved for weights up to 8600 kg. Emergency Flotation System (P/N 8G9560F00111, P/N 8G9560F00211) This system comprises of 4 flotation bags, 2 mounted on the lower nose section (left and right hand sides) and two mounted on the lower aft central section (left and right hand side). The system incorporates 2 inflation bottles, mounted inboard on the aft flotation bags container, piping and electrical connections for inflation of the 4 flotation bags simultaneously. The inflation bottle pressure can be inspected prior to flight by viewing a pressure gauge through an inspection window behind the two aft flotation bag installations. The flotation bags are automatically deployed on ditching by water sensors (2 of the four sensors must be activated for flotation inflation) or by manual operation of the guarded FLOAT override pushbutton on either the Pilot or Copilot collective grip. (See Figure S6-2 ) For operation of both automatic or manual flotation inflation the OFF/ARMED switch on the FLOATS EMER control panel, mounted in the interseat console, must be set to ARMED. When selected to ARMED a FLOAT ARM caution illuminates on the CAS. The control panel also incorporates indicator lights (LH BTL and RH BTL) that indicate the state of the system: —
On the ground the 4 indicator lights should illuminate when the TEST button is pushed to indicate that all the electrical circuits are functioning correctly. If any of the lights fail to illuminate there is a malfunction in the electrical system circuitry.
—
In flight if any of the 4 indicator light illuminates there is a malfunction in the electrical system.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-1 Rev. 1
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
Emergency Life Raft System (P/N 8G2560F00511) The life raft system consists of 2 x 14 man (21 man overload) life rafts mounted outside the helicopter on the upper part of the left and right sponson. The life raft inflation is activated manually, and independantly, for left or right life raft installation. Two modes of manual deployment are available, one via a remote handle mounted on the Pilot/Copilot forward door frame and the other by a handle mounted externally to the aircraft and directly on the life raft container, under a flap, which is clearly marked. (See Figure S6-3 ). The inflation bottle pressure can be inspected prior to flight by viewing a pressure gauge through an inspection window in each sponson lift raft installation.
Page S6-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
STBD INFLATION ASSEMBLY
AFT STBD FLOAT ASSEMBLY GAS DISTRIBUTION ASSEMBLY
PORT INFLATION ASSEMBLY
FWD STBD FLOAT ASSEMBLY
AFT PORT FLOAT ASSEMBLY FLOAT SWITCHES FLOAT SWITCHES
FWD PORT FLOAT ASSEMBLY
ICN-89-A-155000-A-A0126-04140-A-001-01
Figure S6-1 Flotation Installation Diagram EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-3
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
EMERGENCY FLOTATION CONTROL PANEL
PILOT/COPILOT FLOTATION OVERRIDE GUARDED PUSHBUTTON
PILOT/COPILOT COLLECTIVE "FLOAT" OVERRIDE SWITCH
ICN-89-A-155000-A-A0126-04141-A-001-01
Figure S6-2 Emergency Flotation Control Panel and Pilot and Copilot Collective FLOAT Override Switch Page S6-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
A
B
A
C PRESSURE LIMITATIONS CHART
PRESSURE INSPECTION WINDOW
C
B
PRESSURE INSPECTION WINDOW AND PRESSURE LIMITATIONS CHART
DEPLOYMENT HANDLE ICN-89-A-155000-A-A0126-04142-A-001-01
Figure S6-3 Flotation Pressure Inspection Window and Life Raft Installation Diagram with Manual Deployment Handle Position EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-5
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
SECTION 1 - LIMITATIONS BASIS OF CERTIFICATION The Emergency Flotation System is approved for ditching, up to Sea State 6, in accordance with CS/FAR 29 provided the following approved equipments, in accordance with the National/Local Operation rules, are fitted: —
Life raft(s) (Life rafts P/N 8G2560F00511 have been approved for use by AW. The use of other life raft installations must be in accordance with CS/FAR 29 and must be approved)
—
Survival type Emergency Locator Transmitter
—
Life preservers The following life preservers installations have been approved by AW: • 8G2560F00611
Kit Life Jacket
• 8G2560F00711
Kit Life Jacket Fourth Row
• 8G2560F00811
Kit Pilots Life Jacket
Different life preserver installations must be in accordance with CS/FAR 29 and must be approved. —
Helicopter Emergency Exit Lighting System (HEELS) P/N 4F3350F00111 or other approved variant.
TYPE OF OPERATIONS For flight over water the helicopter must be operated in accordance with the National/Local Operating rules. When not required by the National/Local Operating rules the life rafts may be removed. Note Removal of the life rafts does not affect the operation of the Emergency Flotation System WEIGHT AND CENTER OF GRAVITY LIMITATION After installation of the Emergency Flotation System and Life Rafts the new empty weight and center of gravity position must be determined.
Page S6-6 Rev. 3
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
TAKE OFF LIMITATIONS Take-Off after ditching is prohibited. MISCELLANEOUS LIMITATIONS Cabin Doors The cabin doors must be closed for operations over water with Sea State greater than Sea State 4. Flotation System The Emergency Flotation system shall only be used for ditching. Flotation bags must not be inflated in flight. Flotation Gas Bottle Pressure The flotation gas bottle pressure limitation is related to ambient temperature. See Figure S6-4 for pressure limits (pressure limits placard mounted beside pressure monitoring window at rear of aft flotation bag installation).
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-7
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
Figure S6-4 Flotation Gas Bottle Pressure Limits
Page S6-8 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
Life Raft Gas Bottle Pressure The Life Raft gas bottle pressure limitation is related to ambient temperature. See Figure S6-5 for pressure limits. (pressure limits placard mounted beside pressure monitoring window on each sponson.
Figure S6-5 Life Raft Gas Bottle Pressure Limits
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-9
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE-FLIGHT CHECK AREA N°1 (Helicopter Nose)
1.
Left and right nose flotation covers — Condition of external covers and attachment bolts present.
AREA N°2 (Fuselage – Right Hand Side)
1.
Right hand sponson liferaft installation (if fitted)
— Verify gas bottle pressure is within limits for ambient conditions. (Inflation diagram can be found beside pressure gauge window).
2.
Right hand sponson life raft (if fitted)
— Condition and secure.Confirm closing belts present and integrity.
3.
Right hand flotation
— Verify gas bottle pressure is within limits for ambient conditions. (Inflation diagram can be found beside pressure gauge window).
4.
Right hand flotation covers
— Condition of external covers and attachment bolts present.
5.
Right hand flotation covers
— Condition of external covers and attachment bolts present.
Page S6-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
AREA N°6 (Fuselage – Left Hand Side)
1.
Left hand flotation
— Verify gas bottle pressure is within limits for ambient conditions. (Inflation diagram can be found beside pressue gauge window).
2.
Left hand flotation covers
— Condition of external coversand attachment bolts present
3.
Left hand sponson life raft installation (if fitted)
— Verify gas bottle pressure is within limits for ambient conditions. (Inflation diagram can be beside pressure gauge window).
4.
Left hand sponson life raft (if fitted)
— Condition and secure. Confirm closing belts present and integrity
COCKPIT PRE-START CHECKS
CAUTION The FLOAT override pushbutton guard on the collective grips must not be raised during the following checks. After electrical power has been supplied to the aircraft: EMER FLOATS PANEL
1.
FLOATS EMER TEST pushbutton — Press, confirm the two LH SYS and two RH SYS lights illuminate. Release and confirm lights extuinguish
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-11
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
CAUTION If FLOAT ARM caution is illuminated, prior to the following procedure, do not continue as the flotation system has malfunctioned.
WARNING During the following test personel must NOT be close to flotation bags as an internal malfunction of the FLOAT system may cause the flotation to inflate.
2.
OFF/ARMED switch (FLOATS EMER panel)
— ARMED, confirm FLOAT ARM caution displayed on CAS, the LH SYS and RH SYS lights do not illuminate and flotation system does not inflate. Select switch to OFF.
CAUTION If the LH SYS and RH SYS lights illuminate when the flotation system is in ARMED the flotation system has malfunctioned, maintenance action required. PRE-TAKE OFF CHECKS 1.
OFF/ARMED switch (FLOATS EMER panel) Over land operation
— OFF
Over water operation
— ARMED, FLOAT ARM caution displayed on CAS.
Page S6-12
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
IN FLIGHT PROCEDURES 1.
OFF/ARMED switch (FLOATS EMER panel) Over land operation
— Confirm OFF.
Over water operation
— Confirm ARMED, FLOAT ARM caution displayed on CAS and LH SYS & RH SYS lights are not illuminated.
PRE-LANDING CHECKS 1.
OFF/ARMED switch (FLOATS EMER panel) Over land operation
— Confirm OFF
Over water operation
— Confirm ARMED, FLOAT ARM caution displayed on CAS.
SHUTDOWN PROCEDURES PRE-SHUTDOWN CHECKS
1.
OFF/ARMED switch (FLOATS EMER panel)
EASA Approved
— OFF, FLOAT ARM caution not displayed on CAS.
FOR TRAINING ONLY
Issue 1
Page S6-13
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES EMERGENCY PROCEDURES DITCHING Consideration should be given to the environmental factors, such as wind direction and speed, sea state and engine power available. Approach and landing should be into wind. When landing into waves, land head-on to oncoming waves avoiding, if possible, ditching into the face of the wave.
CAUTION As considerable error can result from estimation of height over water, the radar altimeter should be used for height cues during descent.
CAUTION Do not deploy flotation bags in flight. Bags will automatically deploy on water touchdown.
CAUTION At high touchdown speeds, the rotorcraft may roll and turn to the left after touchdown due to gyroscopic effects. This will require pilot corrective action. Note With the undercarriage retracted the Rotor Brake does not function.
Page S6-14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
DITCHING PROCEDURE Preliminary 1.
Descent
— Plan
2.
Crew/passengers
— Notify and Brief
3.
ATC
— Notify
4.
Transponder
— Set 7700
5.
Cabin sign (ECDU-LT-CAB LTS)
— Check ON
6.
Loose equipment
— Secure
WARNING Cockpit and Cabin Doors must be kept closed to avoid potentially large quantities of water from entering the helicopter. 7.
Cabin doors
— Ensure closed
8.
HTAWS (if fitted)
— MUTE
9.
AWG
— DEGR
10. Life Vest, Harness & Belts
— ON & tighten
11. Shoulder harness reel control
— Up & locked
Approach 1.
RAD ALT
— Set
2.
Wipers (ECDU-MENU -WIPERS page)
— FAST
3.
PITOT (ECDU-MENU-PITOT page)
— OFF
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-15 Rev. 2
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
4.
Flotation
— Confirm Armed
5.
Sea conditions/wind direction
— Determine
6.
Ditching heading
— Establish
7.
Descent rate & speed
— Establish to ensure maximum 30 kts groundspeed at water contact.
8.
EMERG LTS
— ON
9.
LDG GEAR
— UP
10. Crew/passengers
— ALERT for imminent impact
11. Radio
— Transmit final position
12. Brace for impact
— Order using PA
13. Hover
— Establish at safety height if power available
Upon water contact 1.
ENG 1 & 2 FIRE ARM guard
— Lift and press
2.
APU FIRE ARM guard
— Lift and press
3.
FLOTATION
— Activate
Time and conditions permitting 1.
ENG 1 & 2 MODE switches
— OFF
2.
APU MODE switch
— OFF
WARNING Do not open cockpit and cabin doors to avoid potential large quantities of water entering helicopter and impairing aircraft stability, when Sea State is greater than Sea State 4. Page S6-16
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
3.
Survival equipment
— ON
4.
EMERG EXITS
— OPEN/RELEASE
5.
Life rafts
— Release
6.
ELT
— DEPLOY/ON
7.
Evacuation
— Initiate using PA
8.
BATT MASTER
— OFF
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-17
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
MALFUNCTION PROCEDURES FLOTATION ARM CAUTION
FLOAT ARM
Flotation system ARMED
- Confirm FLOATS EMER panel OFF/ARMED switch selected to ARMED
If switch selected to ARMED
- Check, periodically, LH SYS and RH SYS lights are not illuminated
If lights not illuminated
Flotation system ready for emergency operation, if required
If switch selected to OFF
Flotation system malfunction - Do not select switch to ARMED (flotation system may inflate erroneously)
If lights illuminate - Select OFF/ARMED switch to OFF Continue flight according to operational requirements - Select OFF/ARMED switch on FLOATS EMER panel to ARMED if ditching required/ flotation system ready for emergency operation
Page S6-18
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 6 Ditching Configuration
SECTION 4 - PERFORMANCE DATA No change in aircraft performance when emergency flotation equipment and life rafts are installed.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S6-19
Supplement 6 Ditching Configuration
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page S6-20
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 7
FORWARD AND AUXILIARY FUEL TANKS P/N 4F2810F00212 P/N 8G2810F00111
ISSUE 1 : 31 JANUARY 2014
REVISION 1 : 18 DECEMBER 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title, pages A-1, B-1, S7-6 thru S7-18 EASA Approved N° 10051720 dated 18 December 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Page A-1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page A-2
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
A-2
0
B-1
1
B-2
0
S7-i and S7-ii
0
PART I - EASA APPROVED S7-1 thru S7-5
0
S7-6 thru S7-9
1
PART II - MANUFACTURER’S DATA S7-10 thru S7-18
1
FOR TRAINING ONLY
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Page B-1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page B-2
Issue 1
FOR TRAINING ONLY
AW189 - RFM
Document N° 189G0290X0002
Supplement 7
Forward and
Auxiliary Fuel Tanks
SUPPLEMENT 7 FORWARD AND AUXILIARY FUEL TANKS TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION............................................................................................ S7-1
SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................... S7-3 FUEL CAPACITIES ....................................................................................................... S7-3 FORWARD TANK LIMITATIONS .................................................................................. S7-4
SECTION 2 - NORMAL PROCEDURES ...............................................................S7-4 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL...................................................................................................................... S7-5 FUEL PRESSURE 1 LOW............................................................................................ S7-6 FUEL PRESSURE 2 LOW............................................................................................ S7-7 DOUBLE FUEL PUMP FAILURE .................................................................................. S7-8
SECTION 4 - PERFORMANCE .............................................................................S7-9 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE WEIGHT - ARMS AND MOMENTS ............................................................................. S7-10
FOR TRAINING ONLY
Issue 1
Page S7-i
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S7-1
Page S7-ii
Page Forward Fuel Tank Positions ..................................................................... S7-2
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
GENERAL INFORMATION Forward Fuel Tanks The forward fuel tank kit P/N 4F2810F00212 consists of two additional tanks installed under the cabin floor between STN 3.800 and STN 4.800 m. One on the left and the other on the right of the aircraft centerline. (See Figure S7-1) The tanks are connected directly to the main fuel tanks via flexible hoses. The fuel is transferred from the forward tanks to the main tanks by two ejectors (one for each tank) whose motive flow is supplied by the main fuel pumps when operating. Each forward tank has a fuel gauge probe which is connected to the fuel contents measuring system Refuelling of the forward tanks occurs automatically when the main tanks are refuel. This occurs due to the physical layout of the tanks and no operator control is required. Auxiliary Fuel Tank The Auxiliary Fuel Tank P/N 8G2810F00111 is a role fit removable single additional fuel tank. The tank consists of a fuel cell installed in the bay between the right and left standard fuel tanks. The tank is installed behind the cabin and isolated by bulkheads from the cabin and baggage compartments. The tank is connected to and forms an extension to the main fuel tank through two connectors. It is filled via the main tank and feeds the main tank by gravity. A fuel vent line from the tank is connected to the main tank vent line system and an electrical connection provides Fuel Gauging Control Unit information. The Fuel Gauging System automatically compensates for the additional fuel quantity.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S7-1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
FORWARD FUEL TANKS
MAIN FUEL TANKS
ICN-89-A-155000-A-A0126-04143-A-001-01
Figure S7-1 Forward Fuel Tank Positions Page S7-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATION After installation of the Forward Tank kit or the role fit Auxiliary Fuel Tank, the new empty weight and center of gravity position must be determined. No change to weight or CG limitations. FUEL CAPACITIES Forward Tanks Two Forward Tank Total Usable .......................................................... 238 litres Total Usable (Main plus 2 Forward Tanks) ........................................ 1541 litres Unusable (Main plus Forward Tanks).......................................... 22 kg/28 litres (24 litres + 4 litres) Auxiliary Tank Auxiliary Tank Usable.......................................................................... 522 litres Total Usable (Main plus Auxiliary Tanks)........................................... 1825 litres Unusable (Main plus Auxiliary Tanks) ........................................ 24 kg/30 litres (24 litres + 6 litres) Forward Plus Auxiliary Tank Forward plus Auxiliary Tanks Usable .................................................. 760 litres Total Usable ...................................................................................... 2063 litres Unusable (Main plus Forward plus Auxiliary Tanks) .................. 27 kg/34 litres (24 + 4 + 6 litres)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S7-3
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
FORWARD TANK LIMITATIONS
CAUTION When the total fuel contents is between 850 kg and 640 kg a discrepancy between the N°1 and N°2 fuel indications of up to 70 kg may be seen. When the total fuel contents is below 640 kg this discrepancy is no longer present. —
With a Boost Pump failure the forward tank fuel quantity, for the tank with the failed boost pump, will be unusable. This will be up to a maximum of 105 kg.
SECTION 2 - NORMAL PROCEDURES No Change.
Page S7-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL When only the Auxiliary Fuel Tank P/N 8G2810F00111 is fitted refer to Basic RFM Section 3. When the Forward Fuel Tank kit P/N 4F2810F00212 is fitted the following malfunctions procedures must be used.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S7-5
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
FUEL PRESSURE 1 LOW
1 FUEL PUMP 1 Fuel pressure low (less than 0.3 bar) - Confirm XFEED opens automatically (FUEL XFEED advisory displayed) - Select APU MODE switch to ON (APU VALVE OPEN caution illuminates)
If fuel pressure not recovered. Possible fuel leak, - Close FUEL XFEED - Select PUMP 1 OFF - Select APU MODE to OFF
If fuel pressure recovered and caution extinguishes
If fuel pressure recovered and caution does not extinguish
- Continue flight
- Select PUMP 1 OFF - Select APU MODE to OFF
- Continue flight - Continue flight See CAUTION on page S7-7
- Be attentive for signs of fuel leak or engine loss of power. Note
Operation of the APU with 1 FUEL PUMP failure will require the cross feed to be OPEN to supply fuel pressure to the APU from 2 FUEL PUMP. The APU does not function in suction mode. Note In suction mode the maximum unusable fuel is 95 kg. Engine operation, in suction mode, is assured and FUEL pressure, is invalid displaying 0 or amber dashed. Avoid abrupt aircraft manoeuvres.
Page S7-6 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
FUEL PRESSURE 2 LOW
2 FUEL PUMP 2 Fuel pressure low (less than 0.3 bar) - Confirm XFEED opens automatically (FUEL XFEED advisory displayed) - Select PUMP 2 OFF - Select APU MODE to ON (APU VALVE OPEN caution illuminates)
If fuel pressure not recovered.
If fuel pressure recovered.
- Continue flight Possible fuel leak, - Close FUEL XFEED - Continue flight - Be attentive for signs of fuel leak or engine loss of power.
CAUTION When cross feeding, the tank with pump off NOT supplying the engines, will have a maximum quantity of unusable fuel of up to 378 kg. Close X-FEED to restore the availability of up to 283 kg of fuel (fuel level value returns to green). In suction mode the maximum unusable fuel is 95 kg. Engine operation, in suction mode, is assured and FUEL pressure, is invalid displaying 0 or amber dashed. Avoid abrupt aircraft manoeuvres.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S7-7 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
DOUBLE FUEL PUMP FAILURE
1-2 FUEL PUMP Fuel pressure low (less than 0.3 bar) in both fuel systems
- Select APU MODE to ON (APU VALVE OPEN caution illuminates)
If
2 FUEL PUMP
If caution remains
caution illuminates (Fuel pump 1 supplied by DC EMER bus)
- Select XFEED CLSD - Select PUMP 1 & 2 OFF - Select APU MODE OFF
- Confirm XFEED opens automatically (XFEED advisory illuminated) - Select PUMP 2 OFF
- Land as soon as practicable
- Continue flight
CAUTION The APU is not available after a double FUEL PUMP failure.
CAUTION Engine operation, in suction mode, is assured and FUEL pressure, is invalid displaying amber ‘0’ or dashed. The maximum quantity of unusable fuel in suction mode is 190 kg (95 kg Tank 1 / 95 kg Tank 2). Avoid abrupt aircraft manoeuvres.
Page S7-8 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
SECTION 4 - PERFORMANCE No Change.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S7-9 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE When the Forward and Auxiliary Fuel Tanks installed the following Longitudinal Moments for the Fuel must be used in the Weight and Balance Calculations. WEIGHT - ARMS AND MOMENTS LONGITUDINAL MOMENTS TOTAL FUEL MAIN + FORWARD TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
20
25.0
6188.3
123766
40
50.0
6203.8
248151
60
75.0
6210.5
372629
80
100.0
6213.8
497100
100
125.0
6215.6
621568
120
150.0
6216.9
746023
140
175.0
6217.8
870493
160
200.0
6218.4
994951
180
225.0
6219.0
1119418
200
250.0
6219.4
1243882
220
275.0
6219.7
1368341
240
300.0
6220.0
1492802
260
325.0
6220.3
1617268
280
350.0
6220.5
1741744
300
375.0
6220.7
1866206
320
400.0
6220.5
1990559
340
425.0
6219.7
2114703
360
450.0
6218.0
2238471
380
475.0
6217.3
2362578
400
500.0
6216.7
2486687
Page S7-10 Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
TOTAL FUEL MAIN + FORWARD TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
420
525.0
6216.2
2610808
440
550.0
6215.8
2734956
460
575.0
6215.7
2859208
480
600.0
6215.7
2983512
500
625.0
6215.7
3107868
520
650.0
6218.0
3233383
540
675.0
6225.9
3361984
560
700.0
6233.2
3490612
580
725.0
6240.1
3619253
600
750.0
6246.5
3747899
620
775.0
6252.5
3876539
640
800.0
6258.1
4005166
660
825.0
6263.3
4133770
680
850.0
6205.7
4219844
700
875.0
6151.3
4305921
720
900.0
6100.0
4392007
740
925.0
6051.4
4478062
760
950.0
6005.4
4564090
780
975.0
5961.7
4650118
800
1000.0
5920.2
4736147
820
1025.0
5880.7
4822176
840
1050.0
5843.1
4908205
860
1075.0
5830.1
5013880
880
1100.0
5869.8
5165382
900
1125.0
5882.2
5294003
920
1150.0
5894.2
5422652
940
1175.0
5905.8
5551464
960
1200.0
5917.4
5680702
980
1225.0
5927.7
5809144
FOR TRAINING ONLY
Issue 1
Page S7-11 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
TOTAL FUEL MAIN + FORWARD TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
1000
1250.0
5938.0
5937979
1020
1275.0
5948.0
6066986
1040
1300.0
5957.8
6196140
1060
1325.0
5967.4
6325449
1080
1350.0
5979.1
6457398
1100
1375.0
5987.9
6586732
1120
1400.0
5996.5
6716111
1140
1425.0
6004.9
6845536
1160
1450.0
6012.9
6975006
1180
1475.0
6020.8
7104517
1200
1500.0
6028.4
7234072
12330
1541.0
60321.1
7422812
Page S7-12 Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
LONGITUDINAL MOMENTS (CONT) TOTAL FUEL MAIN + AUX TANK Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
20
25.0
6188.3
123766
40
50.0
6203.8
248151
60
75.0
6210.5
372629
80
100.0
6213.8
497100
100
125.0
6215.6
621562
120
150.0
6216.9
746023
140
175.0
6217.8
870487
160
200.0
6218.4
994951
180
225.0
6219.0
1119418
200
250.0
6219.4
1243882
220
275.0
6219.7
1368341
240
300.0
6220.0
1492802
260
325.0
6220.3
1617268
280
350.0
6220.5
1741738
300
375.0
6220.7
1866206
320
400.0
6220.5
1990553
340
425.0
6219.7
2114697
360
450.0
6218.0
2238471
380
475.0
6217.3
2362578
400
500.0
6216.7
2486687
420
525.0
6216.2
2610801
440
550.0
6215.8
2734950
460
575.0
6215.7
2859201
480
600.0
6215.7
2983506
500
625.0
6215.7
3107862
520
650.0
6218.0
3233383
540
675.0
6225.9
3361984
FOR TRAINING ONLY
Issue 1
Page S7-13 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
TOTAL FUEL MAIN + AUX TANK Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
560
700.0
6233.2
3490612
580
725.0
6240.1
3619253
600
750.0
6246.5
3747899
620
775.0
6252.5
3876527
640
800.0
6258.1
4005166
660
825.0
6263.3
4133770
680
850.0
6268.2
4262352
700
875.0
6272.8
4390947
720
900.0
6277.2
4519568
740
925.0
6281.4
4648217
760
950.0
6285.6
4777029
780
975.0
6290.1
4906267
800
1000.0
6293.3
5034709
820
1025.0
6297.0
5163544
840
1050.0
6300.7
5292551
860
1075.0
6304.3
5421705
880
1100.0
6308.0
5551014
900
1125.0
6311.6
5680484
920
1150.0
6315.4
5810122
940
1175.0
6319.1
5939931
960
1200.0
6322.8
6069902
980
1225.0
6326.5
6200018
1000
1250.0
6330.3
6330279
1020
1275.0
6334.0
6460687
1040
1300.0
6337.8
6591262
1060
1325.0
6341.5
6721983
1080
1350.0
6345.2
6852861
1100
1375.0
6349.0
6983890
1120
1400.0
6352.7
7115072
Page S7-14 Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
TOTAL FUEL MAIN + AUX TANK Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
1140
1425.0
6356.5
7246405
1160
1450.0
6360.3
7377892
1180
1475.0
6364.0
7509544
1200
1500.0
6367.8
7641342
1220
1525.0
6371.6
7773307
1240
1550.0
6375.3
7905418
1260
1575.0
6379.1
8037642
1280
1600.0
6382.7
8169888
1300
1625.0
6386.3
8302155
1320
1650.0
6389.7
8434438
1340
1675.0
6393.1
8566755
1360
1700.0
6396.4
8699097
1380
1725.0
6399.6
8831466
1400
1750.0
6402.8
8963861
1420
1775.0
6405.8
9096267
1440
1800.0
6408.8
9228701
1460
1825.0
6411.8
9361166
1465
1831.0
6414.3
9395648
FOR TRAINING ONLY
Issue 1
Page S7-15 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
LONGITUDINAL MOMENTS TOTAL FUEL MAIN + FORWARD + AUX TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
20
25.0
6188.3
123766
40
50.0
6203.8
248151
60
75.0
6210.5
372629
80
100.0
6213.8
497100
100
125.0
6215.6
621562
120
150.0
6216.9
746023
140
175.0
6217.8
870487
160
200.0
6218.4
994951
180
225.0
6219.0
1119418
200
250.0
6219.4
1243882
220
275.0
6219.7
1368341
240
300.0
6220.0
1492802
260
325.0
6220.3
1617268
280
350.0
6220.5
1741738
300
375.0
6220.7
1866206
320
400.0
6220.5
1990553
340
425.0
6219.7
2114697
360
450.0
6218.0
2238471
380
475.0
6217.3
2362578
400
500.0
6216.7
2486687
420
525.0
6216.2
2610801
440
550.0
6215.8
2734950
460
575.0
6215.7
2859201
480
600.0
6215.7
2983506
500
625.0
6215.7
3107862
520
650.0
6218.0
3233383
540
675.0
6225.9
3361984
Page S7-16 Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 7 Forward and Auxiliary Fuel Tanks
TOTAL FUEL MAIN + FORWARD + AUX TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
560
700.0
6233.2
3490612
580
725.0
6240.1
3619253
600
750.0
6246.5
3747899
620
775.0
6252.5
3876527
640
800.0
6258.1
4005166
660
825.0
6263.3
4133770
680
850.0
6205.7
4219844
700
875.0
6151.3
4305921
720
900.0
6100.0
4392007
740
925.0
6051.4
4478062
760
950.0
6005.4
4564090
780
975.0
5961.7
4650118
800
1000.0
5920.2
4736147
820
1025.0
5880.7
4822176
840
1050.0
5843.1
4908205
860
1075.0
5830.1
5013880
880
1100.0
5869.8
5165382
900
1125.0
5882.2
5294003
920
1150.0
5894.2
5422652
940
1175.0
5905.8
5551464
960
1200.0
5917.4
5680702
980
1225.0
5927.7
5809144
1000
1250.0
5938.0
5937979
1020
1275.0
5948.0
6066986
1040
1300.0
5957.8
6196140
1060
1325.0
5967.4
6325449
1080
1350.0
5976.8
6454919
1100
1375.0
5986.0
6584557
1120
1400.0
5995.0
6714367
FOR TRAINING ONLY
Issue 1
Page S7-17 Rev. 1
Supplement 7 Forward and Auxiliary Fuel Tanks
AW189 - RFM Document N° 189G0290X002
TOTAL FUEL MAIN + FORWARD + AUX TANKS Weight (kg)
L (0,8 kg/L)
Arm (mm)
Moment (kgmm)
1140
1425.0
6003.8
6844338
1160
1450.0
6012.5
6974453
1180
1475.0
6020.9
7104714
1200
1500.0
6029.3
7235122
1220
1525.0
6037.5
7365697
1240
1550.0
6045.5
7496418
1260
1575.0
6053.4
7627297
1280
1600.0
6061.2
7758325
1300
1625.0
6068.9
7889507
1320
1650.0
6076.4
8020841
1340
1675.0
6083.8
8152328
1360
1700.0
6091.2
8283979
1380
1725.0
6098.4
8415777
1400
1750.0
6105.5
8547742
1420
1775.0
6112.6
8679853
1440
1800.0
6119.5
8812077
1460
1825.0
6126.2
8944323
1480
1850.0
6132.8
9076590
1500
1875.0
6139.2
9208874
1520
1900.0
6145.5
9341191
1540
1925.0
6151.6
9473532
1560
1950.0
6157.6
9605901
1580
1975.0
6163.5
9738296
1600
2000.0
6169.2
9870702
1620
2025.0
6174.8
10003136
1640
2050.0
6180.2
10135601
1655
2069.0
6171.3
10214870
Page S7-18 Rev. 1
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 8
TRAFFIC ADVISORY SYSTEM II (TCAS II) TTR-4000
ISSUE 1 : 31 JANUARY 2014
REVISION 2 : 26 FEBRUARY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
RECORD OF REVISIONS REVISION No. — Issue 1
1
2
SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title, pages A-1, B-1 S8-3, S8-4 and EASA Approval S8-11 N° 10051718 dated 18 December 2014 Title, pages A-1, B-1, S8-3 EASA Approval N° 10052433 dated 26 February 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Page A-1
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page A-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
2
A-1
2
A-2
0
B-1
2
B-2
0
S8-i and S8-ii
0
PART I - EASA APPROVED S8-1 and S8-2
0
S8-3
2
S8-4
1
S8-5 thru S8-10
0
S8-11
1
S8-12 thru S8-15
0
PART II - MANUFACTURER’S DATA S8-16
0
FOR TRAINING ONLY
Issue 1
Page B-1
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page B-2
Issue 1
FOR TRAINING ONLY
AW189 - RFM
Document N° 189G0290X0002
Supplement 8
Traffic Advisory
System II (TCAS II)
SUPPLEMENT 8 TRAFFIC ADVISORY SYSTEM II (TCAS II) TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION............................................................................................ S8-1 RESOLUTION ADVISORY MANOUVRES.................................................................... S8-1
SECTION 1 - LIMITATIONS TYPE OF OPERATION ................................................................................................. S8-3 WEIGHT AND CG LIMITATIONS .................................................................................. S8-3 TCAS II SYSTEM LIMITATIONS ................................................................................... S8-3
SECTION 2 - NORMAL PROCEDURES GENERAL...................................................................................................................... S8-5 EXTERNAL PRE-FLIGHT CHECK ................................................................................ S8-7 SYSTEM CHECKS ........................................................................................................ S8-7 IN FLIGHT PROCEDURES ........................................................................................... S8-8 TCAS II TA ONLY MODE .............................................................................................. S8-8 POST LANDING AND SHUTDOWN PROCEDURES ................................................... S8-9 TCAS II RA MESSAGES ON PFD............................................................................... S8-10 TCAS II TA MESSAGE ON PFD ................................................................................. S8-12 TCAS II OFF MESSAGES ON PFD AND MFD ........................................................... S8-13
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES PFD AND MFD DISPLAY MESSAGES ....................................................................... S8-14 TCAS II SYSTEM FAILURE ........................................................................................ S8-14
SECTION 4 - PERFORMANCE DATA ................................................................S8-15
FOR TRAINING ONLY
Issue 1
Page S8-i
Supplement 8
Traffic Advisory
System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
PART II - MANUFACTURER’S DATA Page
SECTION 6 - WEIGHT AND BALANCE .............................................................S8-16 SECTION 7 - SYSTEM DESCRIPTION...............................................................S8-16
Page S8-ii
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
GENERAL INFORMATION The Rockwell Collins onboard Traffic Alert and Collision Avoidance System (TCAS II) monitors a radius of nominal 14 NM around the helicopter by interrogating any intruding aircraft transponder and determining if a potential conflict with other aircraft exists. The system comprises of a TCAS II processor installed in the aft avionic bay and two directional antennas one mounted on the top surface within the nose radome and the second rear antenna is mounted under the rear part of the aircraft belly. The TCAS II system interrogates ICAO compliant transponders of aircraft in the vicinity and based on replies received computes the relative range, altitude (if included in the reply message), bearing and closure rate of other transponder equipped aircraft with respect to the helicopter. The TCAS II calculates the time to reach the Closest Point of Approach (CPA) with the intruder, this time value is the main parameter for issuing alerts. If the transponder replies from nearby aircraft includes their altitude, the TCAS II computes the time to reach co-altitude. TCAS II issues two types of alerts: —
TAs (Traffic Advisory) to assist the visual search for the intruder aircraft and prepare the pilot for a potential RA,
—
RAs (Resolution Advisory) to recommend manoeuvres that will either increase or maintain the existing vertical separation from the intruder aircraft. When the intruder aircraft is also fitted with TCAS II, both TCAS II systems coordinate their RAs through the Mode S data link to ensure that complementary resolution senses are selected.
RESOLUTION ADVISORY MANOUVRES The recommended pilot action on activation of a Resolution Advisory is to initiate immediately a climb or descent as dictated by the TCAS II Resolution Advisory. The technique to achieve the requested climb or descend rate will be dependant on the initial flight conditions such as airspeed, altitude, weight, AFCS modes engaged etc. On activation of a RA the pilot should not initiate banking manoeuvres but attempt to fly the aircraft in accordance with the indication displayed on the VSI.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-1
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
Note To manoeuvre the aircraft for compliance with a RA the cyclic and collective FTR buttons should be pressed and, if AFCS upper modes are engaged, held pressed throughout the entire manoeuvring phase to maintain the IAS and Vertical mode bugs synchronized with the actual airspeed and altitude. When a ‘CLIMB’ Resolution Advisory is generated initiate immediately a climb to achieve the rate of climb as dictated by the TCAS II. The following airspeed and power considerations should be taken into account: —
If airspeed is above 90 KIAS initiate climb using cyclic to reduce airspeed towards but not below 90 KIAS, whilst simultaneously applying MCP 100% PI, using collective.
—
If airspeed is 90 KIAS or below initiate climb using collective to apply 30 min Torque/5 min Engine 116% whilst allowing IAS to increase towards but not above 90 KIAS.
—
If the required climb rate cannot be achieved, maintain the maximum achievable within the aircraft limits.
—
Following the ‘CLEAR OF CONFLICT’ advisory, the aircraft should be returned promptly to the applicable clearance unless otherwise directed by ATC.
When a ‘DESCENT’ Resolution Advisory is generated then: —
initiate immediately a descent to achieve the rate of descent as dictated by the TCAS II using collective to decrease the torque setting as required, but not entering into autorotation (minimum 10% PI).
—
If the required descent rate cannot be achieved, maintain the maximum descent rate respecting the aircraft limits.
—
Following the ‘CLEAR OF CONFLICT’ advisory, the aircraft should be returned promptly to the applicable clearance unless otherwise directed by ATC.
The TCAS II continues to monitor the flight paths of conflicting aircraft following an RA. If the aircraft flight paths are different from those required, the TCAS II can issue a new RA to maximize separation. If this occurs follow the revised RA.
Page S8-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
SECTION 1 - LIMITATIONS TYPE OF OPERATION The TCAS II system is approved for VFR and IFR operation as an aid to visually acquiring traffic and indicates the vertical manoeuvre necessary to avoid conflicting traffic. WEIGHT AND CG LIMITATIONS After TCAS II system installation, the new empty weight and CG location must be determined. TCAS II SYSTEM LIMITATIONS —
The pilot must not manoeuvre the helicopter based only on Traffic Advisory (TA) or on information displayed on the traffic display.
—
The pilot is authorized to deviate from the current ATC clearance to comply with a TCAS II Resolution Advisory (RA)
—
Compliance with a Resolution Advisory (RA) is mandatory unless the pilot has information about the cause of the RA and can maintain safe separation visually.
—
The pilot is not authorized to exceed aircraft flight envelope limits based on Resolution Advisory (RA) alarms.
—
TCAS II must be selected to TA ONLY mode during underslung load operations.
—
The following inhibits are active: INHIBIT
PARAMETERS
Increase Descent RA
Inhibited below 1650 ft AGL while climbing and inhibited below 1450 ft AGL while descending
Descend RA
Inhibited below 1200 ft AGL while climbing and inhibited below 1000 ft AGL while descending
TA Voice Messages
Inhibited below 400 ft AGL while descending and inhibited below 600 ft AGL while climbing
RAs
Inhibited below 1100 ft AGL while climbing, and inhibited below 900 ft AGL while descending. (TCAS II automatically reverts to TA only)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-3 Rev. 2
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
Advisory Priority
Automatically reverts to TA Only when higher priority messages (such as HTAWS and CAS WARNINGS) are present
Climb RA
Inhibited above 10000 ft
Increase Climb
Always Inhibited
Page S8-4 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
SECTION 2 - NORMAL PROCEDURES GENERAL The following aural messages (and manoeuvres required) are heard with the TCAS II system: Phrase 1
‘Traffic, Traffic’ (Threat aircraft is approaching and the pilot should try to acquire visually and prepare for possible manoeuvre)
2
‘Climb, Climb’ (Climb at the rate depicted by the green (fly to) arc on VSI nominally between 1500 and 2000 fpm)
3
‘Descend, Descend ‘ (Descend at the rate depicted by the green (fly to) arc on the VSI nominally between 1500 and 2000 fpm)
4
‘Monitor Vertical Speed’ (Ensure that vertical speed is out of the red arc on VSI ,until RA is completed)
5
‘Climb, Crossing Climb, Climb, Crossing Climb’ (Climb at the rate depicted by the green (fly to) arc on VSI nominally between 1500 and 2000 fpm. Safe separation will be best achieved by climbing through the threats flight path)
6
‘Descend, Crossing Descend, Descend, Crossing Descend’ (Descend at the rate depicted by the green (fly to) arc on the VSI nominally between 1500 and 2000 fpm. Safe separation will be best achieved by descending through the threats flight path)
7
‘Maintain Vertical Speed, Maintain’ (Continue the existing climb or descent rate, or other vertical speed, as depicted by the green (fly to) arc on VSI)
8
‘Maintain Vertical Speed, Crossing Maintain’ (Continue the existing climb or descent rate, or other vertical speed, as depicted by the green (fly to) arc on VSI. Safe separation will be best achieved by not altering the existing vertical speed and climbing or descending through the threats flight path)
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-5
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
Phrase 9
‘Level Off, Level Off’ (Reduce rate of climb or descent to achieve level flight)
10
‘Clear Of Conflict’ (Range is increasing, and separation is adequate. Return to the applicable ATC clearance, unless otherwise directed by ATC)
11
‘Climb – Climb Now, Climb – Climb Now’ (Climb at the rate depicted by the green (fly to) arc on VSI nominally between 1500 and 2000 fpm. Received after ‘DESCEND’ resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation from a manoeuvering threat aircraft)
12
‘Descend – Descend Now, Descend – Descend Now’ (Descend at the rate depicted by the green (fly to) arc on the VSI nominally between 1500 and 2000 fpm. Received after a ‘CLIMB’ resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation from a manouvering threat aircraft)
13
‘Increase Descent, Increase Descent’ (Descend at the rate depicted by the green (fly to) arc on the VSI, nominally between 2500 and 3000 fpm. Received after ‘DESCEND’ resolution advisory and indicates additional descent rate is required to achieve safe separation from manoeuuvring aircraft) Note For full information on the use of the TCAS II refer to AW189 TCAS II Pilots Manual (189G3450X001) latest issue.
Page S8-6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
EXTERNAL PRE-FLIGHT CHECK AREA N°1 (Helicopter Nose)
1.
TCAS II Antenna (Upper)
— Condition.
AREA N°3 (Helicopter Fuselage - Right Hand Side)
1.
TCAS II Antenna (Lower)
— Condition.
SYSTEM CHECKS
1.
MCDU
— Select TUNE page. Check TCAS/ XPDR set to TA/RA as required.
2.
PFD
— Select OVERLAY and TCAS to display TCAS.
3.
MFD
— Select OVERLAY and TCAS to display TCAS.
4.
MFD page
— Select FPLN page. Select range to 2.5 NM.
5.
MCDU
— On TCAS/XPDR page press TCAS TEST key .
6.
MFD (MAP) page
— Verify TCAS TEST amber annunciation inside TCAS status box. Traffic test page presented. At the end of test sequence confirm aural message “TCAS SYSTEM TEST OK” is heard. Ve r i f y T C A S s t a t u s b o x i s a s selected.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-7
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
Note The RA test indication is not displayed during the TCAS II functional test.
7.
MFD page
— Select as required.
IN FLIGHT PROCEDURES
CAUTION Do not attempt manoeuvres based only on Traffic Advisory (TA) information shown by TCAS II. Information on the display is provided as an aid in visually acquiring traffic, it is not a replacement for ATC instructions and See & Avoid techniques.
CAUTION Resolution Advisory (RA) indications should be complied with promptly even if it deviates from the current ATC clearance. Reporting of the RA and actions should also be communicated to the ATC as soon as operational conditions permit. TCAS II TA ONLY MODE Switch the TCAS II in TA ONLY mode when flying the following operating conditions: —
To preclude un-necessary RA’s when intentionally operating near other aircraft such as closely spaced parallel runways etc.
—
With One Engine Inoperative (OEI) Note When the conditions for selecting TA ONLY have been removed the TCAS II should be selected to TA/RA mode again.
Page S8-8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
AFTER TAKE-OFF
1.
MCDU
— TCAS/XPDR, TA/RA selection as required. Note
If MFD is not set in FPLN page (eg. PWR PLANT) and TCAS II is ON, as soon as a TA or RA is generated from the system, the cursor is prompted on FPLN bezel key. Pressing the ENTER key on CCD control panel, the FPLN page is displayed on MFD with traffic information. Moreover a TRAFFIC message is displayed on the PFD on the left side of the ADI (amber for TA and red for RA) and an aural warning is generated. Note On MFD FPLN page if north up (PLAN) presentation is selected the TCAS display is not shown. The audio alarms and PFD TCAS II display function correctly. POST LANDING AND SHUTDOWN PROCEDURES PRE-SHUTDOWN CHECKS
1.
MCDU
EASA Approved
— Check TCAS/XPDR set to STBY.
FOR TRAINING ONLY
Issue 1
Page S8-9
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
TCAS II RA MESSAGES ON PFD
1
--
ICN-89-A-155000-A-A0126-04156-A-001-01
Aural warning and climb/descent action annotated on VSI (depending on aircraft manoeuvre required)
+ Flashing then steady red on PFD attitude indicator
TRAFFIC
Resolution Advisory alarm
The crew should attempt to manoeuvre the aircraft to fly within the GREEN areas indicated on the VS indicator, whilst respecting aircraft limits.
CAUTION The TCAS II may request climb or descent actions which would exceed aircraft limitations or put the aircraft in undesirable conditions (i.e. autorotation). The pilot should achieve a maximum climb or descent rate applicable for the aircraft condition and maintain this until the conflict is clear or an alternative manoeuvre is requested. Page S8-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
CAUTION The Pilot must maintain situational awareness of conflicting and proximity traffic and use good airmanship to maximize separations. Maintain frequent visual scan and continue to communicate as necessary and as appropriate with ATC. Note The RA voice messages are inhibited and TCAS II switches automatically into TA ONLY mode for HTAWS or CAS WARNING voice messages. In this mode, RAs are not issued and current RAs become TAs. The TCAS II remains in TA ONLY mode for 10 seconds after the HTAWS or CAS WARNING voice message is removed.The RA and other voice messages may play together if appropriate conditions are met. Differing voice tones make the aural messages distinguishable.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-11 Rev. 1
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
TCAS II TA MESSAGE ON PFD
1
--
ICN-89-A-155000-A-A0126-04144-A-001-01
Aural Warning ‘TRAFFIC - TRAFFIC’
+ TRAFFIC
Flashing then steady amber on PFD attitude indicator
TRAFFIC ALARM
The crew should attempt to gain visual contact with the intruder and be prepared to manoeuvre upon visual acquisition or if a RA is issued. Note The TA and CAS Warning/HTAWS voice messages may play together if appropriate conditions are met. Differing voice tones make the aural messages distinguishable.
Page S8-12
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
TCAS II OFF MESSAGES ON PFD AND MFD
TCAS STBY
On MFD MAP page TCAS window
+ TCAS STBY
On PFD attitude indicator
TCAS II system in STBY
1 2.5
--
ICN-89-A-155000-A-A0126-04157-A-001-01
TCAS TEST
On PFD area (TCAS status window)
+ TCAS TEST
On MFD FPLN page (TCAS status window)
TCAS II system functional test
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-13
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES PFD AND MFD DISPLAY MESSAGES TCAS II SYSTEM FAILURE
1 2.5
--
ICN-89-A-155000-A-A0126-04145-A-001-01
TCAS FAIL
On PFD area (TCAS status window)
+ TCAS FAIL
On MFD FPLN page (TCAS status window)
TCAS system failure
Traffic information, TA and RA not available
Page S8-14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 8 Traffic Advisory System II (TCAS II)
SECTION 4 - PERFORMANCE DATA No Change.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S8-15
Supplement 8 Traffic Advisory System II (TCAS II)
AW189 - RFM Document N° 189G0290X002
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No Change.
SECTION 7 - SYSTEM DESCRIPTION See Basic RFM Section 7 for TCAS II system details.
Page S8-16
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 9
HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM (HTAWS) P/N 8G3440F00211
ISSUE 1 : 31 JANUARY 2014
REVISION 2 : 26 FEBRUARY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
RECORD OF REVISIONS REVISION No. — Issue 1
SUBJECT
1
Title, pages A-1, B-1, S9-3 and S9-9
2
Title, pages A-1, B-1, S9-3 thru S9-7
EASA Approved
FOR TRAINING ONLY
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 EASA Approvals N° 10051718, N° 10051720 dated 18 December 2014 EASA Approval N° 10052433 dated 26 February 2015
Issue 1
Page A-1
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page A-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
2
A-1
2
A-2
0
B-1
2
B-2
0
S9-i and S9-ii
0
PART I - EASA APPROVED S9-1 and S9-2
0
S9-3
1
S9-4 thru S9-7
2
S9-8
0
S9-9
1
S9-10 thru S9-15
0
PART II - MANUFACTURER’S DATA S9-16
0
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Supplement 9 HTAWS System
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AW189 - RFM
Supplement 9
Document N° 189G0290X0002
HTAWS
System
SUPPLEMENT 9 HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM (HTAWS) TABLE OF CONTENTS Page
PART I - EASA APPROVED ABBREVIATIONS AND DEFINITIONS.......................................................................... S9-1 GENERAL INFORMATION............................................................................................ S9-1
SECTION 1 - LIMITATIONS WEIGHT AND CG LIMITATIONS .................................................................................. S9-4 HTAWS LIMITATIONS .................................................................................................. S9-4 HTAWS DATABASE LIMITATIONS .............................................................................. S9-4
SECTION 2 - NORMAL PROCEDURES SYSTEM CHECKS ........................................................................................................ S9-5 HTAWS IN FLIGHT PROCEDURE................................................................................ S9-5 AFTER TAKE-OFF ....................................................................................................... S9-5 APPROACH AND LANDING CHECKS ......................................................................... S9-6 HTAWS VOICE MESSAGES AND ASSOCIATED CAPTIONS .................................... S9-6 HTAWS DESCRIPTION OF INDICATIONS .................................................................. S9-8 HTAWS PFD MESSAGES........................................................................................... S9-11
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES HTAWS FAILURE MESSAGES ON PFD .................................................................... S9-14
SECTION 4 - PERFORMANCE DATA ................................................................S9-15 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S9-16 SECTION 7 - SYSTEM DESCRIPTION...............................................................S9-16
FOR TRAINING ONLY
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Page S9-i
AW189 - RFM
Supplement 9
Document N° 189G0290X002
HTAWS
System
THIS PAGE INTENTIONALLY LEFT BLANK
Page S9-ii
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
ABBREVIATIONS AND DEFINITIONS Abbreviations and definitions used throughout this Supplement are defined as follows: —
AMSL: ............. Above Mean Sea Level
—
CDS: ............... Cockpit Display System
—
FLTA: ............. Forward Looking Terrain (and Obstacle) Alerting
—
GPWS: ............. Ground Proximity Warning System
—
HTAWS: ........... Helicopter Terrain Awareness and Warning System
—
TA: .................... Terrain Awareness
—
TAD: ................ Terrain/Obstacle Awareness Display
—
TAWS: ............. Terrain Awareness and Warning System
—
Low Altitude:..... Operations below 300 ft AGL
—
Obstacle: ......... A human made structure, higher than 50 ft AGL
GENERAL INFORMATION The HTAWS embedded in the Collins MFD-2810 provides the pilot with the following: —
Terrain and obstacle awareness display;
—
Voice alerts/warnings/callouts;
—
Visual Caution and Warning messages.
This information is provided through two independent functions: 1.
Forward Looking Terrain (and Obstacle) Alerting (FLTA)
This function is based on look-ahead algorithms through which alerts are generated if terrain or obstacles conflict with the path of the aircraft. It uses aircraft position and altitude (derived from GPS) combined with vertical speed to compute a projected aircraft flight path. During enroute operations, a caution alert is generated approximately 20 seconds ahead of the terrain or obstacle conflicts. The caution alert will be upgraded to a warning alert approximately 10 seconds ahead of the conflict.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-1
Supplement 9 HTAWS System
2.
AW189 - RFM Document N° 189G0290X002
Ground Proximity Warning System (GPWS)
This function is separate from the FLTA alerting system and is a downward looking alert capability based on the radar altimeter as an alerting source to compute helicopter separation with respect to terrain. The GPWS can be considered as a backup system if FLTA is not available due to no GPS position data or due to the helicopter in a hover condition. There are five operating modes: Mode 1: Excessive Rate of Descent Mode 2 Not applicable to AW189 Mode 3: Descent after Take-Off or Missed Approach Mode 4: Flight into Terrain when not in Landing configuration Mode 5: Excessive downward deviation from an ILS glideslope Mode 6: Altitude Callout The display of the TAWS information is selectable on the PFD and MFD MAP area. The Terrain image is selectable from the OVERLAY menu when the MAP format has been selected on the PFD and/or the FPLN format has been selected on the MFD. The TAWS will display Terrain and Obstacle data in the Latitude interval ranging from 70° North to 70° South. Terrain consists of the earth’s natural surface surrounding the aircraft based on a calculated Geometric Altitude and NOT a corrected barometric altitude. It represents the true height above mean sea level (MSL) and it is used as a reference altitude for color coding of the terrain display. The TAWS presentation range is automatically adjusted in conjunction with the MAP range selection up to a maximum range of 40 NM. The control of the various functions available on HTAWS is via the CTRL MFD MENU TAWS tab. When no MAP format is selected on both pilot and co-pilot PFD and no FPLN ARC or ROSE presentation is selected on both pilot and co-pilot MFD and a TAWS alert occurs, the MFD FPLN and the PFD MAP Menu bar legend are overlapped by a TAWS alert (black text over amber background) to enable TAWS overlay selection with a single keypress. When MAP format or FPLN ARC or ROSE format is selected on at least one PFD or MFD but no TAWS overlay is active and a TAWS alert occurs, the TAWS overlay is automatically enabled and the MAP range scale adjusted to 5NM or to 2NM if the TAWS LOW ALT setting is active.
Page S9-2
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
The audio alerts, visual cautions and warnings may be inhibited on the TAWS tab of the MFD CTRL menu as follows: —
Selecting INHIBIT, a white INHIBIT message illuminates in the upper left corner on PFD/MFD MAP page. This mode inhibits the terrain and obstacle aural alerts, visual cautions and warnings and terrain/obstacles display.
—
Selecting AUDIO INHIB, a white MUTE message illuminates in the upper left corner on PFD/MFD MAP page. This mode inhibits the terrain and obstacle audio alerts while the visual cautions, warnings remain active. The terrain and obstacle audio alerts are restored immediately by deselecting AUDIO INHIB.
For full information on the use of the HTAWS see Section 7 of the Basic RFM.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-3 Rev. 1
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
SECTION 1 - LIMITATIONS WEIGHT AND CG LIMITATIONS No Change HTAWS LIMITATIONS —
HTAWS must not be used for navigation.
CAUTION The Terrain and Obstacle display is intended to serve as a terrain and obstacle awareness tool only. The display and database may not provide the accuracy and fidelity on which to base routine navigation decisions and plan routes to avoid terrain or obstacles. —
Low Altitude Mode shall not be selected when operating under IFR conditions except as required when performing offshore platform IFR Approach Procedure.
HTAWS DATABASE LIMITATIONS —
The Terrain and Obstacle Data Base installed shall be the last update for the region being flown.
—
The data base provides information on terrain and obstacles (higher than 50ft AGL) in the Latitude interval ranging from 70° North to 70° South. Outside this latitude interval the TAWS FAIL message is displayed.
Page S9-4 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
SECTION 2 - NORMAL PROCEDURES SYSTEM CHECKS 1.
2.
MCDU DB IDENT page
On MFD TAWS CTRL menu
—
Select TAWS display on MFD FPLN page and PFD MAP.
—
Confirm TAWS FAIL, TERR, GPWS INOP and OBST INOP not displayed.
— Select TAWS TEST. Confirm the following: - TAWS TEST message displayed on PFD and MFD. - WARNING TERRAIN and CAUTION TERRAIN audio messages are heard. —
When TEST complete confirm no TAWS failure indications remain.
HTAWS IN FLIGHT PROCEDURE Note If a simultaneous TAWS and POWER PLANT alert occur, the TAWS alert always has the highest priority and the MAP soft key is armed. AFTER TAKE-OFF 1.
TAWS PFD and MFD display
— Set as required.
2.
TAWS map range
— Set as required.
3.
TAWS functions
— Set as required on MFD CTRL MENU/TAWS tab.
4.
Terrain or Obstacle Awareness Caution alert occurs in flight
— Verify aircraft flight path and correct as necessary.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-5 Rev. 2
Supplement 9 HTAWS System
5.
AW189 - RFM Document N° 189G0290X002
Terrain or Obstacle Awareness Warning alert occurs in flight
— Immediately initiate manoeuvre to provide maximum terrain or obstacle clearance, until alerts cease. Note
For operations in day VFR where terrain clearance may be assured visually and the Terrain or Obstacle audio alerts may hamper aircrew performance, the audio alerts, visual cautions and warnings may be inhibited on the TAWS tab of the MFD CTRL. APPROACH AND LANDING CHECKS Note Whenever the ILS approach is not in the aircraft database the TAWS G/S CANCEL function should be enabled before approaches. Note When in an approach to an airport that is not in the HTAWS Data Base the automatic declutter of the FLTA (TERRAIN and OBSTACLES) will not activate. If required the audio and visual alert envelope can be reduced by selecting the OFF APT option which will reduce nuisance alerts but does not inhibit the system. HTAWS VOICE MESSAGES AND ASSOCIATED CAPTIONS Note Cautionary aural alerts are annunciated once. Warning aural alerts are repeated until the triggering condition no longer exists. The following audio and visual messages are displayed on the PFD:
Page S9-6 Rev. 2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
Priority
Aural Message
Red Caption
Amber Caption
1
PULL UP
PULL UP
—
2
WARNING TERRAIN
TERRAIN
—
2
WARNING OBSTACLE
OBSTACLE
—
3
CAUTION TERRAIN
—
3
CAUTION OBSTACLE
—
OBSTACLE
4
THREE HUNDRED
—
—
4
Active callouts (see table)
—
—
5
TOO LOW GEAR
—
TERRAIN
TOO GEAR
LOW
6
SINKRATE
—
SINKRATE
7
DON’T SINK
—
DON’T SINK
8
GLIDESLOPE
—
GLIDESLOPE
Active Callouts The following aural call outs may be enabled:
Altitude (ft)
Aural Message
Red Caption
Amber Caption
200
TWO HUNDRED
—
—
100
ONE HUNDRED
—
—
80
FIFTY
—
—
60
FORTY
—
—
40
THIRTY
—
—
20
TWENTY
—
—
10
TEN
—
—
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-7 Rev. 2
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
HTAWS DESCRIPTION OF INDICATIONS
PULL UP
Audio alert and red PULL UP message on attitude indicator. Aircraft has entered the predetermined ‘red’ threshold for Excessive Descent Rate compared with height above terrain and either the FLTA function is not available or the Helicopter ground speed is less than 40kts.
WARNING TERRAIN
Audio alert and red TERRAIN message on attiude indicator. Terrain has entered in the ‘red’ area of the FLTA search envelope.
WARNING OBSTACLE
Audio alert and red OBSTACLE message on attitude indicator. Obstacle has entered in the ‘red’ area of the FLTA search envelope.
CAUTION TERRAIN
Audio alert and amber TERRAIN message on attitude indicator. Terrain has entered in the ‘amber’ area of the FLTA search envelope.
CAUTION OBSTACLE
Audio alert and amber OBSTACLE message on attitude indicator. Obstacle has entered in the ‘amber area of the FLTA search envelope.
CAUTION OBSTACLE
Audio alert and amber OBSTACLE message on attitude indicator. Obstacle has entered in the ‘amber area of the FLTA search envelope.
TOO LOW GEAR
Audio alert and amber TOO LOW GEAR message on attitude indicator. Aircraft has entered the threshold for insufficient terrain clearance with LANDING GEAR up.
SINKRATE
Audio alert and amber SINK RATE messageon attitude indicator. Aircraft has entered the predetermined ‘amber’ threshold for Excessive Descent Rate compared with height above terrain and either the FLTA function is not available or the helicopter ground speed is less than 40 kts.
Page S9-8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
DON’T SINK
Audio alert and amber DON’T SINK message on attitude indicator. Aircraft has entered the predetermined threshold for Altitude Loss after Take-Off or during a missed approach.
GLIDESLOPE
Audio alert and amber GLIDESLOPE message on attitude indicator. Aircraft has developed an excessive downward deviation from the ILS glideslope.
OUT OF RANGE
White message inside PFD/MFD MAP area. Map selected range scale higher than 80 NM
MUTE
White message on upper left corner of PFD/MFD MAP status window. Audio inhibit function engaged via MFD TAWS CTRL menu. The AUDIO INHIB message starts flashing 5 minutes after activation.
G/S CANCEL
Amber message on upper left corner of PFD/MFD MAP status window. TAWS GLIDESLOPE CANCEL mode selected via MFD TAWS CTRL menu. ILS glideslope excessive downward deviation alert suppressed.
INHIBIT
White message on upper left corner of PFD/MFD MAP status window. TAWS INHIBIT function engaged via MFD TAWS CTRL menu. Terrain and obstacle displays and alerts inhibited.
LOW ALT
Green message on upper left corner of PFD/MFD MAP status window. LOW ALT function engaged via MFD TAWS CTRL menu. Height/Altitude thresholds reduction for flight at low altitude.
OFF APT
Amber message on upper left corner of PFD/MFD MAP status window. TAWS OFF AIRPORT mode selected via MFD TAWS CTRL menu. TAWS alerts suppression for landing at non-airport location.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-9 Rev. 1
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
TAWS TEST
Amber message on upper left corner of PFD/MFD MAP status window. TAWS functional self test engaged from MAP TAWS CTRL menu.
TERRAIN
Green message on upper left corner of PFD/MFD MAP status window. Indicates terrain display is selected for MAP overlay and FLTA/GPWS functions operating normally
Page S9-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
HTAWS PFD MESSAGES The following TAWS Alert Messages may be seen on the PFD:
190 180 170 160
140 130 120
210
DH
200
450 300
RH T 0 T/D 0
ICN-89-A-155000-A-A0126-04146-A-001-01
Red Messages PULL UP TERRAIN OBSTACLE — — —
Amber Messages TERRAIN OBSTACLE TOO LOW GEAR SINKE RATE DON’T SINK GLIDESLOPE
The following Terrain Status Messages may be seen on the PFD: EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-11
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
190 180 170 160
140 130 120
210
DH
200
450 300
RH T 0 T/D 0
ICN-89-A-155000-A-A0126-04147-A-001-01
G/S CANCEL TAWS TEST OFF APT TERRAIN LOW ALT INHIBIT
Page S9-12
Issue 1
Amber Amber Green Green Green White
OUT OF RANGE White
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES Note When no MAP format is selected on both pilot and co-pilot PFD and no FPLN ARC or ROSE presentation is selected on both pilot and co-pilot MFD, and a TAWS alert occurs, the MFD FPLN and the PFD MAP Menu bar legend are overlapped by a TAWS alert (black text over amber background) to enable TAWS overlay selection with a single keypress. When MAP format or FPLN ARC or ROSE format is selected on at least one PFD or MFD, but no TAWS overlay is active and a TAWS alert occurs, the TAWS overlay is automatically enabled and the MAP range scale adjusted to 5NM or to 2NM if the TAWS LOW ALT setting is active. Note If a simultaneous TAWS and POWER PLANT alert occur, the TAWS alert always has the highest priority and the MAP soft key is armed.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-13
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
HTAWS FAILURE MESSAGES ON PFD 190 180 170 160
140 130 120
210
DH
200
450 300
RH T 0 T/D 0
ICN-89-A-155000-A-A0126-04148-A-001-01
TAWS FAIL
Amber
TERR
Amber
GPWS INOP
Amber
OBST INOP
Amber
HTAWS failure conditions: TAWS FAIL
Amber message. Loss of valid HTAWS information. FLTA not available. GPWS may also not be available.
TERR
Amber message. Terrain data not available.
GPWS INOP
Amber message. GPWS function inoperative. One or several GPWS modes not available.
OBST INOP
Amber message. Obstacle database not installed or not available.
CAUTION During failure conditions of the TAWS, Terrain and Obstacle Avoidance Indications and alerts are not available or not reliable. Page S9-14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 9 HTAWS System
SECTION 4 - PERFORMANCE DATA No change.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S9-15
Supplement 9 HTAWS System
AW189 - RFM Document N° 189G0290X002
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change
SECTION 7 - SYSTEM DESCRIPTION See Basic RFM Section 7 for HTAWS system details.
Page S9-16
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 10
SYNTHETIC VISION SYSTEM P/N 8G9300F00111
ISSUE 1 : 31 JANUARY 2014
REVISION 2 : 26 FEBRUARY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 10 Synthetic Vision System (SVS)
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
RECORD OF REVISIONS REVISION No. — Issue 1
1
2
SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title, pages A-1, B-1, S10-1 and S10-6. EASA Approvals N° 10051718, 10051720 dated 18 December 2014 Title, pages A-1, B-1, S10-3 and S10-5. EASA Approval N° 10052433, dated 26 February 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Page A-1
Supplement 10 Synthetic Vision System (SVS)
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Page A-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
2
A-1
2
A-2
0
B-1
2
B-2
0
S10-i and S10-ii
0
PART I - EASA APPROVED S10-1
1
S10-2
0
S10-3
2
S10-4
0
S10-5
2
S10-6
1
S10-7 and S10-8
0
PART II - MANUFACTURER’S DATA S10-9 and S10-10
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Supplement 10 Synthetic Vision System (SVS)
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Supplement 10
Document N° 189G0290X0002
Synthetic Vision
System (SVS)
SUPPLEMENT 10 SYNTHETIC VISION SYSTEM TABLE OF CONTENTS Page
PART I - EASA APPROVED ABBREVIATIONS AND DEFINITIONS........................................................................ S10-1 GENERAL INFORMATION.......................................................................................... S10-1
SECTION 1 - LIMITATIONS WEIGHT AND CG LIMITATIONS ................................................................................ S10-3 SVS LIMITATIONS ...................................................................................................... S10-3 SVS DATABASE LIMITATIONS .................................................................................. S10-3
SECTION 2 - NORMAL PROCEDURES SYSTEM CHECKS ...................................................................................................... S10-5 AFTER TAKE-OFF ...................................................................................................... S10-5 APPROACH AND LANDING CHECKS ....................................................................... S10-5
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES SVS FAILURE MESSAGES ON PFD ......................................................................... S10-6 FMS/GPS MISCOMPARE ........................................................................................... S10-7
SECTION 4 - PERFORMANCE DATA ................................................................S10-8 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S10-9 SECTION 7 - SYSTEM DESCRIPTION...............................................................S10-9
FOR TRAINING ONLY
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Supplement 10
Synthetic Vision
System (SVS)
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S10-1
Page S10-ii
Page PFD Menu Bar......................................................................................... S10-1
Issue 1
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AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
ABBREVIATIONS AND DEFINITIONS Abbreviations and definitions used throughout this Supplement are defined as follows: —
AMSL:
Above Mean Sea Level
—
CDS:
Cockpit Display System
—
FPV:
Flight Path Vector
—
Obstacle:
A human made structure, higher than 50 ft AGL
GENERAL INFORMATION The SVS embedded in the Collins MFD-2810 provides the pilot with a tridimensional synthetic view of the external aircraft environment. This function is provided through the use of precise navigation sensor inputs and an high resolution terrain, obstacle and runway/heliport database. The SVS also provides display of airport runways and helipads as well as of towered and non-towered obstacles higher than 50ft.
A Flight Path Vector (FPV) which provides a direct perception of the aircraft trajectory is also provided. The display of the SVS information is selectable on the attitude and navigation area of the PFD by means of the PFD MENU or by the on side DCP panel. The FPV and obstacles display can also be disabled through the PFD MENU. For full information on the use of the SVS see Basic RFM Section 7.
SVS
OBSTACLE
FPV
ICN-89-A-155000-A-A0126-04149-A-001-01
Figure S10-1 PFD Menu Bar
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Supplement 10 Synthetic Vision System (SVS)
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Supplement 10 Synthetic Vision System (SVS)
SECTION 1 - LIMITATIONS WEIGHT AND CG LIMITATIONS No change to weight and CG limitations SVS LIMITATIONS —
SVS must not be selected ON during take-off, approach and landing.
CAUTION The SVS display is intended to enhance terrain and obstacle awareness. The display and database may not provide the accuracy and fidelity on which to base routine navigation decisions and plan routes to avoid terrain or obstacles. SVS DATABASE LIMITATIONS —
The Terrain and Obstacle Database installed shall be the last update for the region being flown.
—
The Database provides information on terrain and obstacles (higher than 50 ft AGL) in the Latitude interval ranging from 70° North to 70° South. Outside this latitude interval the SVS FAIL message is displayed.
EASA Approved
FOR TRAINING ONLY
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Supplement 10 Synthetic Vision System (SVS)
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Supplement 10 Synthetic Vision System (SVS)
SECTION 2 - NORMAL PROCEDURES SYSTEM CHECKS 1.
MCDU DB IDENT page
—
Confirm Data Base valid for the intent of the flight
2.
SVS pushbutton on DCP
—
Press to select SVS display.
—
Confirm SVS FAIL or SVS DEGRADED message is not displayed.
Note SVS must be selected OFF during take-off. AFTER TAKE-OFF
1.
SVS display on PFD
—
Set as required.
2.
Obstacle display
—
Set as required on PFD SVS Menu.
3.
FPV display
—
Set as required on PFD SVS Menu.
APPROACH AND LANDING CHECKS Note SVS must be selected OFF during, approach and landing.
1.
SVS display on PFD
EASA Approved
—
Select OFF.
FOR TRAINING ONLY
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Supplement 10 Synthetic Vision System (SVS)
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES SVS FAILURE MESSAGES ON PFD
ICN-89-A-155000-A-A0126-04150-A-001-01
SVS FAIL
Loss of SVS function
SVS DEGRADED
Loss of obstacle and/or NAV data (runway/airport/helipad)
Page S10-6 Rev. 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
FMS/GPS MISCOMPARE
FMS/GPS MSCP
+ GPS POS (on PFD)
Miscompare between FMS position using priority GPS 1(2) and the standby 2(1) GPS position data and subsequent loss of RNAV operations capability
All other operations
BRNAV/RNAV5 operations
- Revert to Radio Navigation, deselecting the FMS as Primary NAV source - Notify ATC loss of RNAV capability
Use radio navigation procedures
Note Be aware of possible inaccuracy in FMS or GPS position data.
EASA Approved
FOR TRAINING ONLY
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Supplement 10 Synthetic Vision System (SVS)
AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE DATA No change.
Page S10-8
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AW189 - RFM Document N° 189G0290X002
Supplement 10 Synthetic Vision System (SVS)
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change
SECTION 7 - SYSTEM DESCRIPTION See Basic RFM Section 7 for SVS system details.
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Supplement 11 Weather Radar RDR 1600
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 11
WEATHER RADAR RDR 1600 P/N 8G3441F00111
ISSUE 1 : 31 JANUARY 2014
REVISION 1 : 18 DECEMBER 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 11 Weather Radar RDR 1600
AW189 - RFM Document N° 189G0290X002
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AW189 - RFM Document N° 189G0290X002
Supplement 11 Weather Radar RDR 1600
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
APPROVAL
Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 Title, pages A-1, B-1, S11-5 and S11-7. EASA Approvals N° 10051718, 10051720 dated 18 December 2014
EASA Approved
FOR TRAINING ONLY
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Supplement 11 Weather Radar RDR 1600
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 11 Weather Radar RDR 1600
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
A-2
0
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1
B-2
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S11-i and S11-ii
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S11-5
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S11-7
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Supplement 11 Weather Radar RDR 1600
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AW189 - RFM
Supplement 11
Document N° 189G0290X0002
Weather Radar
RDR-1600
SUPPLEMENT 11 WEATHER RADAR RDR 1600 TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION.......................................................................................... S11-1
SECTION 1 - LIMITATIONS RADAR RDR-1600 LIMITATIONS............................................................................... S11-5
SECTION 2 – NORMAL PROCEDURES PRE-START CHECKS................................................................................................. S11-5 PRE-TAKE-OFF CHECKS........................................................................................... S11-5 IN FLIGHT PROCEDURES ......................................................................................... S11-6 PRE-LANDING CHECKS ............................................................................................ S11-6
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES................................................................................. S11-7 WEATHER RADAR TRANSMITTING ON GROUND .................................................. S11-7
SECTION 4 - PERFORMANCE ...........................................................................S11-7 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S11-8 LIST OF FIGURES Figure Figure S11-1
Page Radar RDR 1600 Control Drop Down Menu ............................................S11-2
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Supplement 11
Document N° 189G0290X002
Weather Radar
RDR-1600
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Supplement 11 Weather Radar RDR 1600
GENERAL INFORMATION This Supplement gives details of the Surveillance and Weather Radar RDR1600 which is a multi-mode radar capability for maritime missions. The radar provides three primary modes of operation: • Air to surface search and detection • Weather avoidance • Beacon detection and navigation mode. The information may be displayed on the PFD and MFD. The weather radar system comprises of a 12 inch flat plate antenna and drive unit, a receiver/transmitter unit, an interface unit and is controlled from the MFD drop down menu and the CCD. The radar drop down menu allows the selection of all radar modes, radar controls and beacon modes. See Figure S11-1 and selection description below. For full information on the use of the radar RDR-1600 refer to RDR-1600 Pilots Guide Latest Issue.
EASA Approved
FOR TRAINING ONLY
Issue 1
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Supplement 11 Weather Radar RDR 1600
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-A-A0126-04151-A-001-01
Figure S11-1 Radar RDR 1600 Control Drop Down Menu Page S11-2
Issue 1
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AW189 - RFM Document N° 189G0290X002
Supplement 11 Weather Radar RDR 1600
Drop down menu functions:
— OFF
Used to select radar OFF, (WX OFF message on PFD/ MFD).
— STBY
Used to set radar in standby mode. (WX STBY message on PFD/MFD).
— TEST
Used to select self-test pattern. (WX TEST oramber R/T message on PFD/MFD).
— WX
Used to select weather mode. (WX message on PFD)
— WXA
Used to select weather Alert mode (WXA message on PFD).
— BCN
Used to select beacon only mode.
— SR1
Used to set Sea Clutter rejection (active only for 10 mile range and below, WX SR1 message on PFD/ MFD)
— SR2
Used to select Short Range precision mapping. (active only for 10 mile range and below, WX SR2 on PFD)
— SR3
Used to select Normal surface mapping (WX SR3 on PFD).
— Scan 120
Used to set sector scan of 120° around aircraft center line
— Scan 60
Used to select sector scan of 60° center line.
— BCN pushbutton
Used to select beacon dual mode by pressing the CCD PUSH SELECT knob.
— Beacon code readout
Used to select beacon mode and code through selection of CCD outer and inner knob. (A type = 181, B type = DO172)
EASA Approved
FOR TRAINING ONLY
around aircraft
Issue 1
Page S11-3
Supplement 11 Weather Radar RDR 1600
AW189 - RFM Document N° 189G0290X002
— Beacon Gain
Used to adjust gain of the beacon search receiver through selection of CCD outer and inner knobs.
— Search Gain
Used to adjust gain of the search receiver through selection of CCD outer and inner knobs.
— TILT
Used to adjust antenna tilt using CCD knob. (Tilt angle displayed on PFD/PFD).
— STAB OFF
Used to de-select antenna stabilization (STAB OFF message on PFD/PFD).
Page S11-4
Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 11 Weather Radar RDR 1600
SECTION 1 - LIMITATIONS RADAR RDR-1600 LIMITATIONS —
The radar must not be used for navigation or terrain avoidance.
SECTION 2 – NORMAL PROCEDURES Note For complete weather radar functionality, refer to the 1600 Weather Radar Pilot’s Manual latest issue.
RDR
PRE-START CHECKS
1.
Weather Radar
— OFF Note
The weather radar does not transmit when the helicopter is on the ground due to WOW safety interlock. PRE-TAKE-OFF CHECKS
WARNING Do not turn the radar on within 25 ft (8 m) of personnel or containers holding flammable or explosive material.
1.
Weather Radar
EASA Approved
— OFF or STBY
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Supplement 11 Weather Radar RDR 1600
AW189 - RFM Document N° 189G0290X002
IN FLIGHT PROCEDURES
1.
Radar
— As required. Note
WX RANGE annunciations transiently display when the display range is changed in dual PRF operation. PRE-LANDING CHECKS
1.
Radar
Page S11-6
— OFF or STBY.
Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 11 Weather Radar RDR 1600
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES MALFUNCTION PROCEDURES WEATHER RADAR TRANSMITTING ON GROUND
1-2 WOW FAIL On ground, if radar switched ON and WOW micro switches fail radar will transmit
- Confirm radar switched OFF
SECTION 4 - PERFORMANCE No Change.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S11-7 Rev. 1
Supplement 11 Weather Radar RDR 1600
AW189 - RFM Document N° 189G0290X002
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change.
Page S11-8
Issue 1
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AW189 - RFM Document N° 189G0290X002
Supplement 12 Digital Map System
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 12
DIGITAL MAP SYSTEM P/N 8G3460F00111
ISSUE 1 : 31 JANUARY 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 12 Digital Map System
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 12 Digital Map System
RECORD OF REVISIONS REVISION No. — Issue 1
EASA Approved
SUBJECT
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1
FOR TRAINING ONLY
Issue 1
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Supplement 12 Digital Map System
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 12 Digital Map System
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
0
A-1 and A-2
0
B-1 and B-2
0
S12-i and S12-ii
0
PART I - EASA APPROVED S12-1 and S12-2
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PART II - MANUFACTURER’S DATA S12-3 and S12-4
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Supplement 3 Digital Map System
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Supplement 12
Document N° 189G0290X0002
Digital Map
System
SUPPLEMENT 12 DIGITAL MAP SYSTEM TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION.......................................................................................... S12-1
SECTION 1 LIMITATIONS WEIGHT AND CG LIMITATIONS ................................................................................ S12-1 DIGITAL MAP LIMITATIONS....................................................................................... S12-1
SECTION 2 - NORMAL PROCEDURES .............................................................S12-1 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DIGITAL MAP FAILURE .............................................................................................. S12-2
SECTION 4 - PERFORMANCE DATA ................................................................S12-2 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S12-3 LIST OF FIGURES Figure Figure S12-1
Page DMAP Failure Message ......................................................................... S12-2
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Supplement 12
Document N° 189G0290X002
Digital Map
System
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AW189 - RFM Document N° 189G0290X002
Supplement 12 Digital Map System
GENERAL INFORMATION The Digital Map system provides a moving map display which can be selected to underlay the FPLN on the MFD, by selecting the ‘DMAP’ item on the MFD Menu. The display system can receive two DMAP videos (DMAP1/DMAP2) and either option can be selected of the DMAP menu. For full information on the use of the Digital Map refer to Pilot’s Guide and Operating Manual, latest issue.
SECTION 1 LIMITATIONS WEIGHT AND CG LIMITATIONS No change to weight or C of G limitations. DIGITAL MAP LIMITATIONS —
The Digital Map must not be used for navigation.
CAUTION The Digital Map display is intended to serve as an awareness tool only. The display and database may not provide the accuracy and fidelity on which to base routine navigation decisions and plan routes.
SECTION 2 - NORMAL PROCEDURES Note For complete Digital Map functionality, refer to Digital Map Pilot’s Guide and Operating Manual, latest issue.
EASA Approved
FOR TRAINING ONLY
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Supplement 12 Digital Map System
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DIGITAL MAP FAILURE For any digital map failure or mismatch between the flight plan information and the digital map settings the digital map data is removed and a DMAP FAIL amber message is displayed on the MFD display.
ICN-89-A-155000-A-A0126-04152-A-001-01
Figure S12-1 DMAP Failure Message
SECTION 4 - PERFORMANCE DATA No Change.
Page S12-2
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Supplement 12 Digital Map System
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change.
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Supplement 13 ‘Green’ Configuration for Ferry Flight
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 13
‘GREEN’ CONFIGURATION FOR FERRY FLIGHT
ISSUE 1 : 31 JANUARY 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 13 ‘Green’ Configuration for Ferry Flight
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 13 ‘Green’ Configuration for Ferry Flight
RECORD OF REVISIONS REVISION No. — Issue 1
EASA Approved
SUBJECT
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1
FOR TRAINING ONLY
Issue 1
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Supplement 13 ‘Green’ Configuration for Ferry Flight
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AW189 - RFM Document N° 189G0290X002
Supplement 13 ‘Green’Configuration for Ferry Flight
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
0
A-1 and A-2
0
B-1 and B-2
0
S13-i and S13-ii
0
PART I - EASA APPROVED S13-1 thru S13-4
0
PART II - MANUFACTURER’S DATA S13-5 and S13-6
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Supplement 13 ‘Green’Configuration for Ferry Flight
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Supplement 13
‘Green’ Configuration
for Ferry Flight
SUPPLEMENT 13 ‘GREEN’ CONFIGURATION FOR FERRY FLIGHT TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION.......................................................................................... S13-1
SECTION 1 - LIMITATIONS MINIMUM FLIGHT CREW ........................................................................................... S13-3 NUMBER OF OCCUPANTS........................................................................................ S13-3 CABIN OCCUPANT PRE FLIGHT BRIEFING............................................................. S13-3 WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S13-3 BAGGAGE LIMITATIONS ........................................................................................... S13-3
SECTION 2 - NORMAL PROCEDURES .............................................................S13-4 SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES..................S13-4 SECTION 4 - PERFORMANCE DATA ................................................................S13-4 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S13-5
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‘Green’ Configuration
for Ferry Flight
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Supplement 13 ‘Green’ Configuration for Ferry Flight
GENERAL INFORMATION The ‘Green’ Configuration for Ferry Flight is defined as an interim before aircraft completion and is the AW189 Basic Helicopter P/N 8G00X00231 with the addition of an occupant seat installation as identified in P/N 8G2520F00311 and Internal and External Markings as required by P/N 8G1100X00131 “A GA of the Internal and External Markings”. The following items are not or are partially installed: a) The helicopter may not be painted externally b) Passenger seats not installed, one occupant seat installed behind the pilots seats. c) Interior cabin arrangement (soundproofing, upholstery, etc.), not installed d) No cabin internal emergency lights e) No cabin public address system f) Interior cabin Fire Extinguisher not installed. The equipment listed in items c) to f) may be partially installed.
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Supplement 13 ‘Green’ Configuration for Ferry Flight
SECTION 1 - LIMITATIONS MINIMUM FLIGHT CREW See Basic RFM. NUMBER OF OCCUPANTS A maximum of one occupant is permitted in the cabin. CABIN OCCUPANT PRE FLIGHT BRIEFING The cabin occupant must be brief as follows: • Four (4) emergency exits are available on each side of the cabin. • In order to open each emergency exit it is necessary to identify the location of the red strap positioned at the lower part of the wndow, close to the photoluminescent marking which indicates the applicable instructions. • The strap must be pulled to remove the cord. • The window may then be pushed outwards, by pushing where the PUSH HERE markings are. • For overwater operations: Life vest is located below the seat in the dedicated pouch. WEIGHT AND CENTER OF GRAVITY LIMITATION In the ‘Green’ configuration, the empty weight and center of gravity position must be determined. BAGGAGE LIMITATIONS —
No baggage/cargo is permitted in the cabin.
—
Baggage in the baggage compartment must be suitably restrained with the approved cargo net. (see Basic RFM)
EASA Approved
FOR TRAINING ONLY
Issue 1
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Supplement 13 ‘Green’ Configuration for Ferry Flight
AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES No Change.
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES No Change.
SECTION 4 - PERFORMANCE DATA No Change.
Page S13-4
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AW189 - RFM Document N° 189G0290X002
Supplement 13 ‘Green’ Configuration for Ferry Flight
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change.
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Supplement 14 Night Vision Goggle Operations
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 14
NIGHT VISION GOGGLE OPERATIONS
ISSUE 1 : 31 JANUARY 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 14 Night Vision Goggle Operations
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
RECORD OF REVISIONS REVISION No. — Issue 1
EASA Approved
SUBJECT
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1
FOR TRAINING ONLY
Issue 1
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Supplement 14 Night Vision Goggle Operations
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
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Document N° 189G0290X0002
Supplement 14
Night Vision Goggle
Operations
SUPPLEMENT 14 NIGHT VISION GOGGLE OPERATIONS TABLE OF CONTENTS Page
PART I - EASA APPROVED DEFINITIONS AND ABBREVIATIONS........................................................................ S14-1 GENERAL INFORMATION.......................................................................................... S14-1
SECTION 1 - LIMITATIONS GENERAL.................................................................................................................... S14-5 TYPE OF OPERATION ............................................................................................... S14-5 MINIMUM FLIGHT CREW ........................................................................................... S14-5 NVG OPERATION LIMITATIONS ............................................................................... S14-5 PLACARDS.................................................................................................................. S14-6
SECTION 2 - NORMAL PROCEDURES PRE FLIGHT CHECKS................................................................................................ S14-7 SYSTEM CHECKS ..................................................................................................... S14-7 IN FLIGHT.................................................................................................................... S14-7 PRE-LANDING CHECKS ............................................................................................ S14-8 POST SHUT DOWN CHECKS .................................................................................... S14-8
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL.................................................................................................................... S14-9 NVG MALFUNCTIONS................................................................................................ S14-9 NVG BATTERY LOW INDICATION........................................................................... S14-10 NVIS LIGHTING MALFUNCTION.............................................................................. S14-10
SECTION 4 - PERFORMANCE .........................................................................S14-10 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE ...........................................................S14-11
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Night Vision Goggle
Operations
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S14-1 Figure S14-2
Page S14-ii
Page ECDU Cockpit Lights Page and Display Dimmer Panel.......................... S14-3 MISC PNL (Miscellaneous panel) and ECDU External Lights page...... S14-4
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
DEFINITIONS AND ABBREVIATIONS Abbreviations and acronyms used throughout this Supplement are defined as follows: —
IR
: Infra Red
—
NVG
: Night Vision Goggles
—
NVIS
: Night Vision Imaging System.
GENERAL INFORMATION This supplement covers the cockpit NVIS compatible lighting configuration which make the aircraft compatible for the use with NVG systems. The aircraft configuration involving internal/external emitting/reflecting equipment approved for use with NVG is described in the Report 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK. Any internal/ external emitting/reflecting equipment and NVG types not defined in the above AW report does not permit NVG Operations. The cockpit is separated from the cabin by an approved physical barrier included in the reference handbook. All cockpit internal and external lights installed are either NVG compatible or friendly, apart from the cockpit STORM lights and the external strobe lights. Internal Lighting The NVIS compatible cockpit consists of compatible displays, controller panels, lighting. See Document 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK. The cockpit lights are controlled by the ECDU LIGHTS/CKPT LTS page and display DIM panel (Figure S14-1 ). The MISC PNL panel mounted in the interseat console includes the MODE NVG/NIGHT/DAY switch which is used to select the brightness of the displays, instruments and internal lighting. When selected to DAY, full brightness is available to the displays but this can be varied by DIM panel dimmers. The MCDU and ECDU display brightness can be controlled by dedicated knobs on each panel bezel. The backlighting of the control panels is switched OFF and all indicator lighting is set to maximum brightness. When selected to NIGHT all displays are reduced to a prefixed brightness but with further adjustment available using the DIM panel dimmers or, for the MCDU and ECDU display by dedicated knobs on each panel bezel. EASA Approved
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AW189 - RFM Document N° 189G0290X002
All control panel and bezel back lighting is selected to a prefixed level which can be further adjusted by the ECDU CKPT LTS selections. Indicator lighting is reduced to a prefixed level with no further adjustment possible. When selected to NVG all cockpit displays and control panel bezel lighting and indicating systems function as for the NIGHT setting although amber and green indicators brightness will reduce further. The STORM lights, if lit, and the external STROBE lights will automatically be switched OFF. Note In NVG mode the Fasten Seat Belt signs, if lit, will automatically switch OFF. Additionally a cockpit cabin device is installed to prevent inadvertent entry of non NVG compatible light from the cabin, (See 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK). External Lighting The NVIS friendly external lighting consists of: —
Two normal light NVIS friendly anti-collision lights (one on the top of the tail and one underside).
—
Three normal light NVIS friendly position lights
—
Two steerable landing lights with selectable normal light (white) and IR light options. Selection of WHITE IR is via the ECDU LIGHTS page, see Figure S14-2 .
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
ICN-89-A-155000-A-A0126-04153-A-001-01
Figure S14-1 ECDU Cockpit Lights Page and Display Dimmer Panel EASA Approved
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AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-A-A0126-04154-A-001-01
Figure S14-2 MISC PNL (Miscellaneous panel) and ECDU External Lights page Page S14-4
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
SECTION 1 - LIMITATIONS GENERAL Any change to the aircraft configuration involving light emitting or reflective equipment or NVG model types not included in document 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK makes the aircraft NOT NVIS COMPATIBLE and NVIS operations are not permitted. TYPE OF OPERATION —
The Operator must receive NVG operations approval by the Competent Authority in accordance with the applicable National/Local Operating Regulations.
MINIMUM FLIGHT CREW For two pilot operations both pilots must be equipped with NVG’s. For Single pilot operations: —
an additional, trained, crew member wearing NVG’s must be in the left hand seat during Take Off and Landing, on unimproved sites, to assist in obstacle identification and clearance
—
an additional crew member using NVG’s is not required during Take Off and Landing on improved sites and when the aircraft is above 300 ft AGL and in cruise.
All crew members must be familiar with NVG operating procedures. NVG OPERATION LIMITATIONS The following required equipment must be in proper working order for NVG operations: —
Aviator’s Night Vision Goggles as specified in 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK
—
Helmet with NVG mount suitable for NVG Model being used
—
Cockpit/Cabin physical separation device as defined in 189G3360A001 AW189 NVG COMPATIBILITY REFERENCE HANDBOOK.
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AW189 - RFM Document N° 189G0290X002
PLACARDS
NVIS APPROVED
Installed on the instrument panel when the aircraft configuration complies with document 189G3360A001
NVIS NOT APPROVED
Installed on the instrument panel when the configuration of NVG compatible aircraft has been modified with components not defined in document 189G3360A001
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
SECTION 2 - NORMAL PROCEDURES PRE FLIGHT CHECKS AREA N°7 (Cabin and Cockpit Interior) 1.
Cockpit/Cabin dividing device
— Condition, correctly installed. Note
The use of the chart holder light is not recommended SYSTEM CHECKS 1.
NVIS internal lighting
— Select MODE to NVG on MISC PNL. Adjust dimmers as required.
2.
NVIS external lighting
— Select as required. Note
Any equipments that may be moved, to allow its operation from the cockpit or by crew member in the cabin, should not disturb the dividing device functionality creating light leakage from the cabin to the cockpit. 3.
NVIS lighting
— Select MODE switch DAY/NIGHT/ NVG as required.
IN FLIGHT Note Prior to selecting MODE switch to NVG advise cabin occupants that NVG operations are being selected. 1.
Cockpit/Cabin dividing device
— Check in place.
2.
MODE switch on MISC PNL
— Select NVG as required.
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AW189 - RFM Document N° 189G0290X002
3.
NVIS lighting internal
— Adjust as required.
4.
NVIS external lighting
— Select as required. Note
Transition from NVG operations to non NVG operations (and vice versa) should be carried out during a non critical phase of flight and by one crew member at a time. Note Prior to selecting MODE switch to NIGHT advise cabin occupants that non NVG operations are being selected. PRE-LANDING CHECKS 1.
MODE switch on MISC PNL
— As required.
2.
NVIS lighting internal
— As required.
3.
NVIS external lighting
— As required.
POST SHUT DOWN CHECKS Record NVG battery operational times in NVG Battery Record.
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AW189 - RFM Document N° 189G0290X002
Supplement 14 Night Vision Goggle Operations
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES GENERAL If aircraft emergencies or malfunctions occur during NVG operations the pilot must first maintain control of the aircraft and then initiate the RFM procedure for the emergency or malfunction. The pilots decision to continue NVG operations should be based on the emergency or malfunction situation. NVG MALFUNCTIONS Two Pilot Operations Partial/complete failure of right (left) pilot NVGs and right (left) pilot flying - Left (right) pilot take control of aircraft
- Continue operations or transition to unaided flight as required
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AW189 - RFM Document N° 189G0290X002
Single Pilot Operation Partial or complete failure of NVGs
- Transition to unaided flight
NVG BATTERY LOW INDICATION NVG battery LOW indication
- Second battery ON
Continue operations
NVIS LIGHTING MALFUNCTION Discontinue NVG use if the malfunction degrades the NVIS compatibility.
SECTION 4 - PERFORMANCE No Change.
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Supplement 14 Night Vision Goggle Operations
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No Change.
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Supplement 15 Crash Position Indicator with Deployable ELT
The information contained in this document supplements the information of the basic Rotorcraft Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 15
CRASH POSITION INDICATOR WITH DEPLOYABLE ELT P/N 8G2560F00311
ISSUE 1 : 31 JANUARY 2014
REVISION 1 : 26 FEBRUARY 2015
EASA Approved
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
Supplement 15 Crah Position Indicator with Deployable ELT
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
Title, pages A-1, B1, S15-4
EASA Approved
FOR TRAINING ONLY
APPROVAL Approved by EASA on 31 January 2014. Refer to Type Certificate Data Sheet (TCDS) No. EASA.R.510 Issue 1 EASA Approval N° 10052433 dated 26 February 2015
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AW189 - RFM Document N° 189G0290X002
Supplement 15 Crash Position Indicator with Deployable ELT
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Document N° 189G0290X0002
Supplement 15
Crash Position Indicator
with Deployable ELT
SUPPLEMENT 15 CRASH POSITION INDICATOR WITH DEPLOYABLE ELT TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION.......................................................................................... S15-1
SECTION 1 - LIMITATIONS ELT TEST .................................................................................................................... S15-3 WEIGHT AND CENTER OF GRAVITY LIMITATION .................................................. S15-3 ELT LIMITATIONS....................................................................................................... S15-3 PLACARDS.................................................................................................................. S15-3
SECTION 2 - NORMAL PROCEDURES GENERAL.................................................................................................................... S15-4
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES EMERGENCY SITUATIONS ....................................................................................... S15-5
SECTION 4 - PERFORMANCE ...........................................................................S15-6 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S15-7
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Crash Position Indicator
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AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S15-1
Page S15-ii
Page CPI Control Panel.................................................................................... S15-1
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AW189 - RFM Document N° 189G0290X002
Supplement 15 Crash Position Indicator with Deployable ELT
GENERAL INFORMATION The Crash Position Indicator (CPI) system is a primary radio location aid to alert Search and Rescue and assist location in the event of an aircraft distress condition. The Emergency Locator Transmitter (ELT), mounted on the left hand side of the tail cone, consists of a locator beacon containing the transmitter and antenna. The beacon, which can be manually or automatically activated, is deployed from the aircraft in the event of a crash situation, providing full emergency frequency operation at 121.5 MHz and 406.025 MHz. The CPI system also comprises of a Beacon Release Unit, System Interface Unit, Cockpit Control Panel (mounted in the interseat console, Figure S15-1 ), water activated switch and an Aircraft Identification Device. The ELT automatically activates during a crash or aircraft ditching and transmits the standard swept tone on 121.5 MHz until the battery power is exhausted, which will typically be 48hrs. The 406.025 MHz transmitter sends an encoded digital message of aircraft position, as received from the GPS/FMS aircraft system via ARINC, and will operate for 24hrs.
D E P L OY
TRANSMIT
ICN-89-A-155000-A-A0126-04155-A-001-01
Figure S15-1 CPI Control Panel
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AW189 - RFM Document N° 189G0290X002
Supplement 15 Crash Position Indicator with Deployable ELT
SECTION 1 - LIMITATIONS ELT TEST The Self Test function of the ELT should not be carried out more frequently than a monthly check. Operation of the Self Test function should only be carried out after the nearest Air Traffic Control establishment has been notified WEIGHT AND CENTER OF GRAVITY LIMITATION After installation of the CPI the new empty weight and center of gravity position must be determined. No change to weight and center of gravity limitations. ELT LIMITATIONS When flying over water: —
Do not use the Beacon Transmit Switch for manual activation of CPI,
—
Use only the Delpoy Beacon Switch to activate the CPI in emegency.
PLACARDS
DO NOT USE TRANSMIT OVER WATER Placed next to CPI control panel
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AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES GENERAL
CAUTION ELT Self Test function carried out more frequently than monthly will shortened battery life. Note Prior to self test activation the nearest Air Traffic Control establishment should be notified as the distress signals transmitted will be considered as valid.
ELT Self Test
Page S15-4 Rev. 1
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— On CPI CONTROLLER press the TEST/RESET button. Confirm both TX/TEST and BEACON GONE lights illuminate and the TX/TEST light flashes in synchronisation with the audio tone on VHF radio, 121.5 MHz and 406 MHz. The lights should then extinguish.
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 15 Crash Position Indicator with Deployable ELT
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES EMERGENCY SITUATIONS The activation and release of the beacon is automatic for crash conditions or ditching, however, manual operation can be carried out at the Pilot’s discretion.
CAUTION If the CPI Beacon is activated manually the system no longer has the capability of being deployed either manually or automatically. To permit deployment, after manual activation, the TRANSMIT switch must be set to OFF and the guard lowered then the RESET button must be pushed.
Manual Activation of beacon transmission
— Over land only, on CPI CONTROLLER, liftguard and operate TRANSMIT switch. Confirm TX/TEST light illuminates and audio tone heard. Note
Transmission may be stopped by moving the TRANSMIT switch to the off position and pressing TEST/RESET button.
Manual Activation of beacon transmission and beacon release
EASA Approved
— On cockpit control panel, lift guard and operate DEPLOY switch. Confirm TX/TEST and BEACON GONE lights illuminate.
FOR TRAINING ONLY
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AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE No Change.
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AW189 - RFM Document N° 189G0290X002
Supplement 15 Crash Position Indicator with Deployable ELT
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No change.
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Supplement 16 Double External Hoist Operations (Goodrich)
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 16
DOUBLE EXTERNAL HOIST OPERATIONS (GOODRICH) P/N 8G2591F00311
ISSUE 1 : 22 DECEMBER 2014 REVISION 1 : 6 MAY 2015
EASA Approved
FOR TRAINING ONLY
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
APPROVAL
EASA Approval N°10051750 dated 22 December 2014 Title, pages A-1, B-1, S16-3, S16-20, EASA Approval S16-43 N° 10053254 dated 7 May 2015
EASA Approved
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AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
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Document N° 189G0290X0002
Supplement 16
Double External Hoist
Operations (Goodrich)
SUPPLEMENT 16 DOUBLE EXTERNAL HOIST OPERATIONS (GOODRICH) TABLE OF CONTENTS Page
PART I - EASA APPROVED DEFINITIONS AND ABBREVIATIONS ...............................................................S16-1 GENERAL INFORMATION..................................................................................S16-1 RADIO ICS SYSTEM................................................................................................. S16-11
SECTION 1 - LIMITATIONS GENERAL.................................................................................................................. S16-13 TYPE OF OPERATION ............................................................................................. S16-13 MINIMUM FLIGHT CREW ......................................................................................... S16-14 NUMBER OF OCCUPANTS...................................................................................... S16-14 HEC FOR COMPENSATION OPERATING LIMITATIONS....................................... S16-14 WEIGHT AND CG LIMITATIONS .............................................................................. S16-15 AIRSPEED LIMITATIONS ......................................................................................... S16-16 ALTITUDE LIMITATIONS .......................................................................................... S16-17 HOIST LIMITATIONS ................................................................................................ S16-17 MISCELLANEOUS LIMITATIONS............................................................................. S16-17 PLACARDS................................................................................................................ S16-24
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE-FLIGHT CHECK ............................................................................ S16-26 COCKPIT PRE START CHECKS.............................................................................. S16-27 SYSTEM CHECKS .................................................................................................... S16-27 IN FLIGHT PROCEDURES ....................................................................................... S16-34 ADVISORY CAPTION DEFINITION .......................................................................... S16-37
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ENGINE FAILURE IN HOVER WITH LOAD ON HOIST ........................................... S16-38 HOIST LOAD JETTISON........................................................................................... S16-38 CHANGE OF HOIST PROCEDURE.......................................................................... S16-39 HOIST CUT ARM....................................................................................................... S16-41 HOIST CABLE FOUL................................................................................................. S16-42
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Supplement 16
Double External Hoist
Operations (Goodrich)
Document N° 189G0290X002
Page HOIST OVER-TEMPERATURE................................................................................. S16-42 AC GENERATOR FAILURES.................................................................................... S16-43
SECTION 4 - PERFORMANCE DATA HEIGHT-VELOCITY ENVELOPE .............................................................................. S16-44 PERFORMANCE WITH DOUBLE HOIST INSTALLED............................................. S16-44
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE ...........................................................S16-45
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Supplement 16 Double External Hoist Operations (Goodrich)
LIST OF FIGURES Figure Figure S16-1 Figure S16-2 Figure S16-3 Figure S16-4 Figure S16-5 Figure S16-6 Figure S16-7 Figure S16-8 Figure S16-9 Figure S16-10 Figure S16-11 Figure S16-12 Figure S16-13 Figure S16-14 Figure S16-15 Figure S16-16
Page Double Hoist Installation Side View......................................................... S16-4 Double Hoist Installation Front View ....................................................... S16-5 Hoist Operator Control Panel ................................................................. S16-6 HO-ICS Control Panel............................................................................. S16-6 Pilot and Copilot Collective Hoist Controls.............................................. S16-7 HO Pendant ............................................................................................ S16-8 HOIST Light Control Panels................................................................... S16-9 Goodrich Double Hoist Equipment Installation...................................... S16-10 Polycon Control Panel and HEC Portable Transceiver ......................... S16-12 Lateral C of G Limitation for Hoist Operation ........................................ S16-19 Lateral C of G Limitation for Hoist Operation (Imperial Units)...................................................................................... S16-20 WAT for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON, Weights between 8300 kg and 8600 kg.................... S16-21 WAT Table for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON, Weights between 8300 kg and 8600 kg..................... S16-22 Wind/Ground/Air Speed Azimuth Envelope AEO.................................. S16-23 View of Cabin with Placard Positions (Example)................................... S16-24 Longitudinal and Lateral Moments for Loads Attached to Hoist Hook .. S16-46
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Supplement 16 Double External Hoist Operations (Goodrich)
DEFINITIONS AND ABBREVIATIONS Abbreviations and acronyms used throughout this Supplement are defined as follows: — BQRS
: Backup Quick Release System
— HEC
: Human External Cargo
— HO
: Hoist Operator
— NHEC
: Non Human External Cargo
— PCDS
: Personnel Carrying Device System
— PBIT
: Power-up Built In Test
— PQRS
: Primary Quick Release System
GENERAL INFORMATION The Goodrich Double External Hoist P/N 8G2591F00311 consists of two identical hoist units installed side-by-side on a common boom on the right side of the cabin (Figure S16-1 and Figure S16-2). The hoist units are assigned HOIST 1 for the inboard hoist and HOIST 2 for the outboard hoist. Each hoist unit has its own dedicated operating pendant but only one hoist can be operated at a time. The installation consists of: — two AC electric hoist motor and winch assemblies mounted side-by-side — an electronic control system that allows the pilot to operate the hoists from the collective grip (See Figure S16-5) — a HO control panel used to select power with the ‘PULL TO SEL’ rotary switch to the hoist unit, by the HO, and a guarded cable cut switch. — 2 electronic remote pendants NVG compatible (See Figure S16-6), one for each hoist unit, that allows the HO to operate the hoist, as selected on the HO control panel, and display the cable payout. If only one pendant is installed, to use the alternative hoist the pendant can be unplugged and connected to the alternative hoist plug. — a HO-ICS control panel (See Figure S16-4) to allow communication among crew-members — a HO safety harness EASA Approved
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Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
— an electrical cable cutter (PQRS), on each hoist unit, and a manual cable cutter (BQRS) for emergency use — Two HO SEARCHLIGHTS installations mounted under the aircraft. Each searchlight has its own dedicated control panel mounted in the cabin with a 5 way switch to operate the searchlight. — 3 roof mounted attachment points (2 forward and one aft) for HO harness and rope handrail. — a step bar protection on the lower right side of the fuselage. Each hoist unit contains 290 ft (88.4 m) of usable cable and may lower/lift a maximum load of 600 lb (272 kg). The cable payout is shown on the 3 digit display on the pendant. A display format xxx means the cable payout is in feet while yy.y means the cable payout is in meters. The cable payout indication is for information only and may not reflect the exact position of the cable. The display is also used to indicate fault codes within the hoist unit. Cargo hoisting and lowering can be controlled by the HO through the remote pendant thumb wheel (Figure S16-6) which provides variable cable speeds. The cable speed for hoisting is 320 fpm (97.5 m/min) with maximum load, which increases to 345 fpm (105.2 m/min) with a load of 300 lb (136 kg). The pilot can also control the operation through the hoist control switch on the collective grip (Figure S16-5). The operation using the collective grip control gives a fixed cable speed of 100 fpm (32.8 m/min) during the high speed part of the cable travel and approximately 50% of the speed for the slow speed travel at the extremes of the cable. An alternative fixed cable speed of 200 fpm (65.6 m/min) is available using the winchman hover trim control panel mounted on the forward right hand door frame. The collective grip switches override the hoist pendant or winchman hover trim control panel and the winchman trim control panel overides the hoist pendant control. At the cable extremes the cable speed automatically slows down and when reaching the end of the cable the electric motor is stopped. The Pilot and Copilot hoist control overrides the HO pendant controls. Each hoist is provided with a cable foul protection system which automatically stops the motor if the cable is not correctly wound onto the drum and displays the HOIST CBL FOUL caution message on the MFD. An electrical cable cutter system (PQRS) is available to the Pilot and Copilot, via a guarded switch on the collective grips (Figure S16-5) and to the HO, via Page S16-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
a dedicated guarded switch (CUT) on the HO control panel mounted in the cabin (Figure S16-3). The APU generator supplies power to the hoists when the APU is running. When the APU generator is not on-line then HOIST 1 (inboard) is supplied by AC GEN 1 and HOIST 2 (outboard) by AC GEN 2. The hoist kit also comprises a manual cable cutter (BQRS) and a right side cabin door step protection pad to prevent damage to the hoist cable if it contacts the step. In the event of a failure of the electrical cable cutter system, the cable may be cut with the manual cutter installed either under the HO seat, on the cockpit/ cabin bulkhead or in a position easily accessible to the HO. Two hoist lights are installed under the helicopter, one on the right side (HOIST LT PNL) and one on the left (SEC HOIST LT PNL). Each light is independant of the other and two control panels are mounted in the cabin, one for each lamp, see Figure S16-7. Each panel had as three position OFF/ON/ STOW switch, a 4 way directional control switch Retract/Extend/Left/Right and an ON indication light. When selected to ON the lamp system is illuminated, the ON indicator illuminates, but remains stowed. The 4 way directional switch can then be used to extend and direct the light as required. Switching the lamp to OFF turns the lamp off but leaves it in its last selected position. At any time the STOW position is selected the lamp is switched OFF and stows. Each light is dual mode (white/IR) which is controlled by the ECDU light selection in the cockpit. The HO audio panel, Figure S16-4, is used to control the HO communication with other crew members. The HO plugs his headset into the HEADSET socket. Then the HO can use either VOX or the PTT trigger, first detent, on the back of the Pendant to speak on the aircraft intercom. The HO can also transmit on COM3 or COM4 using the Pendant HO PTT trigger, second detent. The pendant also includes a Winchman Trim Mode (WTR) caption and a five position switch to give the HO limited lateral and longitudinal groundspeed control when in HOV Mode and selected by the pilot. See Supplement 24 Auto Search Modes for details.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-3 Rev. 1
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04168-A-001-01
Figure S16-1 Double Hoist Installation Side View Page S16-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
ICN-89-A-155000-G-00001-04169-A-001-01
Figure S16-2 Double Hoist Installation Front View EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-5
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04170-A-001-01
Figure S16-3 Hoist Operator Control Panel
NOT OPERATIVE ICN-89-A-155000-G-00001-04162-A-001-01
Figure S16-4 HO-ICS Control Panel Page S16-6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
HOIST CABLE CUT
HOIST RAISE/LOWER CONTROL
ICN-89-A-155000-G-00001-04163-A-001-01
Figure S16-5 Pilot and Copilot Collective Hoist Controls EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-7
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-07115-A-001-01
Figure S16-6 HO Pendant Page S16-8
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
LIGHT ON ON O F F STOW
HOIST LT PNL HOIST RIGHT HAND LIGHT CONTROL PANEL
LIGHT ON ON O F F STOW
SEC HOIST LT PNL HOIST LEFT HAND LIGHT CONTROL PANEL ICN-89-A-155000-G-00001-04171-A-001-01
Figure S16-7 HOIST Light Control Panels EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-9
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
HOIST OPERATOR CONTROL PANEL
HOIST SEARCH LIGHT
STEP PROTECTION
HOIST MANUAL CABLE CUTTER HOIST OPERATOR PENDANT HO-ICS CONTROL PANEL POLYCON CONTROL PANEL
ICN-89-A-155000-G-00001-04172-A-001-01
Figure S16-8 Goodrich Double Hoist Equipment Installation Page S16-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
RADIO ICS SYSTEM Polycon Communication System (HEC) P/N 8G2350F01311 This or an equivalent approved Radio-ICS system is required for HEC operations. The system is linked to the aircraft ICS and provides a wireless communication link between the HEC portable transceiver and the crew. The ECDU MISC page is used to select the Polycon to ON and the HO ICS audio panel, Figure S16-4, to control the communication between crew member and the HEC. The Polycon control panel, mounted in the cabin, controls the system transmission and channel selection for crew to HEC communication.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-11
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04164-A-001-01
Figure S16-9 Polycon Control Panel and HEC Portable Transceiver Page S16-12
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
SECTION 1 - LIMITATIONS GENERAL — With HOISTs fitted, but not used, the Limitations stated in the Basic RFM for CAT B operations and in Supplement 12 for CAT A operations are applicable. — The external hoist equipment certification approval does NOT constitute operational approval. Operational approval for external load operation must be granted by the Local Aviation Authority. — The external hoist system meets the certification requirements for HEC. — For compliance with operating rules, the AW189 is certified to CAT A engineering standards. — The HO Pendants must be removed when Hoist operations are not envisaged and when 16 or more passenger seats are installed. — During External Hoist operations the number of hoist lifts for each hoist unit must be recorded in the helicopter log-book. An External Hoist lift is defined as an unreeling and recovery of the cable with a load attached to the hook, independant of the length of cable that is deployed/recovered. Any operations where a load is applied for half of the operation (i.e. unreeling or recovery) must be considered as one lift. TYPE OF OPERATION — The hoist installation is approved for: Lifting external loads which are jettisonable and which are lifted free of land or water Lowering/raising NHEC or HEC in areas where landing cannot be carried out, under the following conditions: • Day/Night with ground visual contact. • Right cabin door locked open.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-13
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
— Operation of the external hoist equipment with HEC requires the use of a Personnel Carrying Device System (PCDS), which must be approved and the appropriate size selected for the mission and personnel wearing it. TSO-C167 provides one acceptable means of approval for such systems. PCDS part number AMTC-H1037-BL is TSO-C167 approved and approved for operations under this Supplement. — If the operating rules require one engine inoperative hover performance capability procedures, the maximum weight is defined using the Hover OGE 2.5 min OEI charts. — For HEC operations an approved Radio-ICS system must be installed and operated in accordance with the applicable Local Operating Regulations. MINIMUM FLIGHT CREW One or two pilots (see Basic RFM or applicable Supplement) and one Hoist Operator (HO). NUMBER OF OCCUPANTS For hoist operation the cabin configuration P/N 8G2520F01111 (or similar with cabin seats in the 1st and 4th rows only) must be used and a maximum number of occupants in the cabin is 8. Hoist Operator Limitations — The HO shall be familiar with hoist operating procedures. — The HO must be restrained by a safety harness during all phases of hoist operation and shall wear protective gloves for guiding cable during operation. — The HO must guide the cable during hoist operation. — The HO must always have a manual cable cutter (BQRS) available during all phases of hoist operation. HEC FOR COMPENSATION OPERATING LIMITATIONS — HEC can be lowered/raised within the limitations defined in the AIRSPEED LIMITATIONS, Load Lowering or Raising paragraph. — Transportation of HEC for compensation must be carried out with HEC inside the cabin. Page S16-14
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
WEIGHT AND CG LIMITATIONS After installation of the Double External Hoist System the new empty weight and center of gravity position must be determined. Weight Limitations — Maximum weight for NHEC/HEC with manoeuvre envelope as detailed in Figure S16-14, is OGE AEO WAT chart, Anti Ice ON/OFF, Heater OFF/ON............... Figure S16-12, Figure S16-13 Note Weights defined in the above charts guarantee adequate controllability margins for operation within the Wind/Ground/Air speed Azimuth Envelopes Figure S16-14. — Maximum weight for NHEC/HEC with headwind is OGE 30 min AEO WAT chart, limited to a maximum of 4000 ft Hp or Hd: HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF See Basic RFM ........................................................................ Figure 4-39 HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater OFF See Basic RFM ........................................................................ Figure 4-44 HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater ON See Basic RFM ........................................................................ Figure 4-49 HOGE Ceiling, AEO 30 min, Anti Ice ON/Heater ON See Basic RFM ........................................................................ Figure 4-54 HOGE Ceiling, AEO 30 min, Anti Ice OFF/Heater OFF 8600 kg Weight Extension........................ Figure S21-46 to Figure S21-49 — Maximum weight for HEC, requiring OEI hover performance capability, is Hover Ceiling OGE, 2.5 min OEI charts, limited to a maximum altitude of 4000 ft Hp or Hd: HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater OFF See Basic RFM ........................................................................ Figure 4-42 HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater OFF See Basic RFM ........................................................................ Figure 4-47 HOGE Ceiling, 2.5 min OEI, Anti Ice OFF/Heater ON See Basic RFM ........................................................................ Figure 4-52 HOGE Ceiling, 2.5 min OEI, Anti Ice ON/Heater ON See Basic RFM ........................................................................ Figure 4-57 EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-15
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
Note Weights defined in the above charts guarantee no rotor droop/ height loss in case of an engine failure, therefore do not lower collective. CAT B and CAT A Weight Limitations The correction to the Basic RFM CAT B WAT charts, when the Goodrich Double External Hoist is installed, can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The correction to Category A WAT charts (Supplement 4 or Weight Extension 8600 kg Supplement 21) when the double hoist is installed can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation. Longitudinal CG Limitations No Change. Lateral CG Limitation Lateral C of G limitations ................................ Figure S16-10 & Figure S16-11 AIRSPEED LIMITATIONS Load Lowering or Raising Hoist operation (load raising or lowering) is permitted with helicopter in stationary hover and up to 50 KIAS in forward flight.
CAUTION For raising (or lowering) in forward flight ensure hoist hook load is sufficient and/or provide another suitable means to maintain the cable and load clear of aircraft structure, undercarriage (if extended) and enable the HO to keep the cable entering/exiting the hoist mechanism close to vertical. Page S16-16
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
Load Deployed Maximum airspeed for flight within ±10 degrees azimuth quadrant .................................................................................... Figure S16-14 Maximum groundspeed for sideways and rearward flight beyond forward ±10 degrees azimuth quadrant..........................Figure S16-14 Maximum windspeed beyond forward ±10 degrees azimuth quadrant ........................................................................Figure S16-14 ALTITUDE LIMITATIONS Maximum altitude for hoist operation: .................................... 4000 ft Hp or Hd HOIST LIMITATIONS Maximum hoist load ...................................................................272 kg (600 lb) Maximum load on boom.............................................................272 kg (600 lb) Only one hoist may be loaded at a time. Maximum permissible bank angle with extended cable and load on hook .. 20° Take Off and Landing with a suspended load on hoist is prohibited. Use of the rescue hoist is prohibited with OAT below -10°C and visible moisture present. The Hoist must not be used in lightning conditions. The Goodrich Double Hoist installation is only compatible with fuselage S/N 89### or S/N 92###. MISCELLANEOUS LIMITATIONS Cabin Ceiling Rings Maximum load of each ring .....................................................................130 kg
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-17
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
Autopilot Limitations During hoist operations the Pilot must either: — fly manually or — fly attentive when: • HOV and RHT (or ALT) modes are engaged
Page S16-18
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
8800
Supplement 16 Double External Hoist Operations (Goodrich)
- 0.089 m 8600 kg
+ 0.1 03 m 8600 kg
8600
+ 0.1 11 m 8600 kg
8400
8200
8000
7800
7600
Ho ist Oper ati on s Onl y
7400
W eight [kg]
7200
7000
+ 0.1 22 m 6843 kg
6800
- 0.097 m 6529 kg
6600
0.1 30 m 6654 kg
6400
6200
6000
5800
5600
5400
5200 - 0.12
- 0.026 m 5400 kg - 0.08
- 0.04
+ 0.0 48 m 5400 kg
M AS T 0
0.04
0.08
0.12
BL [m] 1 8 9 G 0 8 4 0 W 0 0 4 Re v D
ICN - 89 - A - 155005 - G - A01 2 6 - 0 0 0 0 1 - A - 01
Figure S16-10 Lateral C of G Limitation for Hoist Operation EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-19
Supplement 16 Double External Hoist Operations (Goodrich)
19500
AW189 - RFM Document N° 189G0290X002
- 3.50 in 18 96 0 lb
+4. 06 i n 18 96 0 lb
19000
+4. 37 in 18 96 0 l b
18500
18000
17500
17000
HOIST OPERATIONS ONLY
16500
W eight [lb]
16000
15500
+4. 80 i n 15 08 9 lb
15000
14500
+5. 31 in 14 67 0 lb
- 3.80 in 14000 13 35 6 lb 13500
13000
12500
12000
- 1.01 in 11 90 0 lb
11500 -5
-4
-3
-2
-1
+1.89 in 11 90 0 lb
MAST 0
1
2
3
4
5
6
BL [inches] 189G 0290 T020 - 2 Is s A
ICN - 89 - A - 155016 - G - A012 6 - 0 0001 - B - 01 - 1
Figure S16-11 Lateral C of G Limitation for Hoist Operation (Imperial Units) Page S16-20 Rev. 1
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
WEIGHT-ALTITUDE-TEMPERATURE for HOIST OPERATIONS with CROSS/TAIL WIND Gross Weight - [lb x 100] 155
160
165
170
175
180
185
190
0 -1
-20
0
0.5 30
Hd limit 4000 ft
2
20
1
40
Pressure Altitude - [ft x 1000]
1
10
3
0
Pressure Altitude - [m x 1000]
150 4
0 50 55
68
70
189G1580A003 Rev.A
72
74 76 78 80 82 Gross Weight - [kg x 100]
84
86
ICN-89-A-155021-G-A0126-00024-A-01-1
Figure S16-12 WAT for Hoist Operations with AEO, Anti Ice OFF/ON, Heater OFF/ON, Weights between 8300 kg and 8600 kg EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-21
Page S16-22
Issue 1
FOR TRAINING ONLY
-40 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
-30 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
189G1580A003 Rev.A
Hp [ft] -1000 -500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
-20 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600 8600
-10 8600 8600 8600 8600 8600 8600 8600 8600 8600 8470 8314
0 8600 8600 8600 8600 8600 8600 8600 8466 8312 8160 8010
20 8600 8600 8600 8486 8334 8183 8035 7889
30 8600 8508 8356 8206 8059 7913
40 8386 8237 8090 7944 7801
50 8127 7982 7839
55 8003 7860
ICN-89-A-155021-G-A0126-00025-A-01-1
OAT [°C] 10 8600 8600 8600 8600 8600 8472 8319 8167 8018 7872
WAT for HOIST Operations NR 102%
Supplement 16 Double External Hoist Operations (Goodrich) AW189 - RFM Document N° 189G0290X002
Figure S16-13 WAT Table for Hoist Operations with AEO, Anti Ice OFF/ ON, Heater OFF/ON, Weights between 8300 kg and 8600 kg
EASA Approved
AW189 - RFM Document N° 189G0290X002
-10°
Supplement 16 Double External Hoist Operations (Goodrich)
+10°
DIRECTION OF WIND
DIRECTION OF WIND
20
30 35
DIRECTION OF WIND
50 kts
DIRECTION OF WIND
ICN-89-A-155000-G-00001-04165-A-001-01
Figure S16-14 Wind/Ground/Air Speed Azimuth Envelope AEO EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-23
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
PLACARDS
A
B
C
A
B
C
ICN-89-A-155000-G-00001-07103-A-001-01
Figure S16-15 View of Cabin with Placard Positions (Example) Page S16-24
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
MAX LOAD 130 kg (286 lb)
USE CEILING ROPE AS HANDRAIL WHEN DOORS ARE CLOSED USE LIMITED TO ONE PERSON AT A TIME
Next to roof mounted attachment points for HO harness and rope handrail
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-25
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE-FLIGHT CHECK AREA N°2 (Fuselage – Right Hand Side) 1.
Hoists, hoist cowlings and mounting/boom
— Condition, security, oil leaks.
2.
Hoist units electrical cables and connectors
— Condition and secure.
3.
Right step protection pad cover
— Condition and secure.
4.
Hoist search lights
— Condition.
CAUTION Step shall be inspected to ensure the protection is not damaged. Damaged protection may lead to cable failure.
Page S16-26
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
AREA N°7 Cabin and Cockpit Interior 1.
HO HOIST control panel and ICS control panel
— Condition.
2.
Hoist control pendant(s), wiring
— HOIST 1 and HOIST 2 (as required) present, and connecor condition, connector secure.
3.
HO harness, gloves an manual cable cutter
— Present and condition.
4.
Radio-ICS control panel (HEC operations)
— Condition.
5.
Radio-ICS portable transceiver unit (HEC operations)
— Present and condition.
COCKPIT PRE START CHECKS 1.
HOIST CUT pushbutton on pilot and copilot collective grip
— Guards closed.
2.
HOIST CUT pushbutton on HO HOIST control panel
— Guard closed.
SYSTEM CHECKS After APU start (or engine and rotor start, if required), carry out the following, system checks. The checks required before the ‘first flight of the day’ are highlighted with a .
WARNING If 1-2 HOIST CUT ARM caution and HOIST 1 and HOIST 2 ARM indicators on HO panel are illuminated with HOIST switch selected to OFF the hoist cable cut systems have malfunctioned. The HOIST 1 and HOIST 2 systems are unservicable and must not be selected on as the hoist cable may be cut.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-27
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
Note The AIR COND system, if fitted, should be selected OFF during hoist operations. Note At every selection of HOIST 1 or 2 the associated pendant captions flash and the CAS HOIST CBL FOUL caution illuminates temporarily during the PBIT.
1.
HO HOIST control pane
— Select TEST pushbutton and confirm: • HOIST 1 CUT, ARM, SQ 1 and SQ 2 indicators illuminate, • HOIST 2 CUT, ARM, SQ 1 and SQ 2 indicators illuminate, • On CAS 1-2 HOIST CUT ARM cautions illuminate. Release pushbutton and confirm lights and cautions extinguish.
2.
HO HOIST control panel
— Select HOIST 1, 1 HOIST ON advisory illuminates. Confirm 1 HOIST CUT ARM and HOIST 1 ARM indicator on HOIST panel are not illuminated.
WARNING If 1 HOIST CUT ARM caution and HOIST 1 ARM indicator on HOIST panel are illuminated the HOIST 1 cable cut system has malfunctioned. The HOIST 1 is unserviceable and must not be used. Do not raise the HOIST CUT guards as the hoist cable may be cut.
Page S16-28
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
3.
HOIST 1 pendant
Confirm zero (approx) cable payout indicator and SLOW message illuminated.
4.
HOIST CUT guard on pilot collective grip
— Raise guard, confirm 1 HOIST CUT ARM caution and HOIST 1 ARM indicator, on HOIST panel, illuminate. Close guard confirm 1 HOIST CUT ARM caution and HOIST 1 ARM indicators are extinguished.
5.
HOIST CUT guard on copilot collective grip
— Raise guard, confirm 1 HOIST CUT ARM caution and HOIST 1 ARM indicator on HOIST panel illuminate. Close guard confirm 1 HOIST CUT ARM caution and HOIST 1 ARM indicator extinguish.
6.
CUT guard on HOIST control panel
— Raise guard, confirm 1 HOIST CUT ARM caution and HOIST 1 ARM in dicator, on HOIST panel, illuminate. Close guard confirm 1 HOIST CUT ARM caution and HOIST 1 ARM indicator extinguish.
7.
Right cabin door
— Open and locked.
8.
HO-ICS
— On ECDU MISC page select ICS HOIST ON and confirm correct operation.
WARNING Protective gloves must always be worn whenever handling the hoist cable to prevent injury from possible broken cable strands.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-29
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
CAUTION Care should be taken to prevent cable damage caused by kinking when handling cable on the ground. The cable should lie onto a clean surface whenever possible. Note When reeling in the cable with no load, apply tension to cable to ensure smooth and even wrapping.
9.
HOIST 1 pendant thumbwheel
10. HOIST 1 hook
11. HOIST 1 pendant cable
— Rotate to DN and UP and confirm cable lowering or raising according to thumbwheel selection. DN, confirm correct operation by reeling out approximately 6ft (2 m) of cable. Confirm correct cable payout counting. — Condition, security, freedom of rotation.
reel in — Thumbwheel UP, confirm hoist automatically stops when cable fully reeled in. Confirm zero on cable payout indicator.
12. HOIST 1 operation from Pilot and Copilot collective grip switch
— DN, confirm correct operation. UP, confirm hoist automatically stops when cable fully reeled in.
— DN and UP and confirm 13. HOIST 1 operation from pilot/copilot operation Pilot/Copilot collective grip switch over-rides HO thumb wheel and HOIST 1 pendant selection.
Page S16-30
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable. 14. HOIST control panel
— Select OFF. Confirm 1 HOIST ON advisory not illuminated on CAS and associated pendant is not illuminated Note
The following ‘first flight of the day’ checks should also be carried out if the HOIST 2 has been used on the previous flight. 15. HOIST control panel
— Select HOIST 2, 2 HOIST ON advisory illuminates on CAS. Confirm 2 HOIST CUT ARM caution and HOIST 2 ARM on HOIST panel not illuminated
WARNING If 2 HOIST CUT ARM caution and HOIST 2 ARM indicator on HOIST panel illuminated the HOIST 2 cable cut system has malfunctioned. The HOIST 2 is unservicable and must not be used. Do not raise the HOIST CUT guards as the hoist cable may be cut. 16. HOIST 2 pendant
EASA Approved
— Confirm zero (approx) cable payout indication and SLOW message illuminated.
FOR TRAINING ONLY
Issue 1
Page S16-31
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
17. HOIST CUT guard on pilot collective grip
— Raise guard, confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicator, on HOIST panel, illuminate. Close guard confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicators are extinguished.
18. HOIST CUT guard on copilot collective grip.
— Raise guard, confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicator on HOIST panel illuminate. Close guard confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicator extinguish.
19. CUT guard on HOIST control panel— Raise guard, confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicator, on HOIST panel, illuminate. Close guard confirm 2 HOIST CUT ARM caution and HOIST 2 ARM indicator extinguish. Note When reeling in the cable with no load, apply tension to cable to ensure smooth and even wrapping. . 20. HOIST 2 pendant thumbwheel
— Rotate to DN and UP and confirm cable lowering or raising according to thumbwheel selection. DN, confirm correct operation by reeling out approximately 6 ft (2 m) of cable. Confirm correct cable payout counting.
21. HOIST 2 hook
— Condition, security, freedom of rotation.
Page S16-32
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
22. HOIST 2 pendant cable
Supplement 16 Double External Hoist Operations (Goodrich)
reel in — Thumbwheel UP, confirm hoist automatically stops when cable fully reeled in. Confirm zero on cable payout indicator.
23. HOIST 2 operation from Pilot and — DN, confirm correct operation. UP, Copilot collective grip switch confirm reeling in and hoist automatically stops when cable fully reeled in 24. HOIST 2 operation from Pilot/Copilot collective grip and HOIST 2 pendant
— DN or UP and confirm pilot/copilot operation over-rides HO thumb wheel selection.
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable. 25. Radio-ICS portable transceiver (HEC operations)
— Verify transceiver and control box are set on the same frequency and confirm communication between transceiver and crew is satisfactory.
26. HOIST light panels
— If night operations are envisaged confirm both left and right lights functioning then switch OFF.
27. Right cabin door
— Close or as required.
28. HOIST control panel
— Select OFF, 2 HOIST ON advisory extinguished on CAS and associated pendant is not illuminated.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-33
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
IN FLIGHT PROCEDURES
CAUTION The Hoist may be inoperative if struck by lightning. Hoist Operating Procedure Note The AIR COND system, if fitted, should be selected OFF during hoist operations. 1.
HOIST control panel
— Select HOIST as required, HOIST ON advisory illuminates on CAS. Confirm HOIST CUT ARM caution and HOIST ARM indicator on HOIST panel not illuminated.
WARNING HO must be secured to helicopter by an approved safety harness during hoist operation. 2.
HOIST left and right lights
— As required by HO.
3.
Position
— Establish hover over hoist operation area.
4.
Right cabin door
— Open and lock.
WARNING Exceeding 15° of lateral pendulum angle/helicopter vertical axis may lead to clutch slippage.
Page S16-34
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
CAUTION During hoist operation the HO must maintain his hand on the cable and verify correct cable unwinding and rewinding. 5.
HOIST control switch (pilot) or HO — DN as required. pendant thumb wheel
6.
Cable speed (HO only)
—
As required.
Note As hook nears the down or up limits hoist speed slows automatically and amber SLOW light illuminates on HO pendant.
WARNING Static electricity must be discharged by suitable means before ground personnel touch the hook or cable.
CAUTION Do not allow cable to drag on ground or any other surface which may contaminate or damage the cable or hook. 7.
HOIST control switch (pilot) or HO — UP as required. pendant thumb wheel
8.
Cable speed (HO only)
— As required.
9.
Load Recovery
— Recover load into cabin whilst hovering or in forward flight below 50 KIAS.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-35
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
CAUTION For raising (or lowering) in forward flight ensure hoist hook load is sufficient and/or provide another suitable means to maintain the cable and load clear of aircraft structure, undercarriage (if extended) and enable the HO to keep the cable entering/exiting the hoist mechanism close to vertical.
CAUTION If load is moved, whilst extended, to a suitable location for recovery, ensure adequate clearance is maintained between hoist load and obstacles. 10. Hoist
— Confirm cable and hook stowed
CAUTION Stow hoist cable by reeling in fully to compress hook bumper. Failure to follow this procedure will damage the cable. 11. HOIST lights (if used)
— Switch to OFF or STOW as required.
12. Right cabin door
— Close.
13. HOIST control panel
— Select OFF, HOIST ON advisory extinguished on CAS and associated pendant not illuminated. Note
The HO shall record the number of lifts completed, any shock loading of the cable or any fault codes that may appear on the pendant cable payout display.
Page S16-36
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
ADVISORY CAPTION DEFINITION CAS Caption (Green)
System State
1 HOIST ON
Hoist 1 power on
2 HOIST ON
Hoist 2 power on
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-37
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ENGINE FAILURE IN HOVER WITH LOAD ON HOIST See Basic RFM Section 3 for aircraft procedures. Procedures when OEI hover performance capability is not required 1.
If conditions permit carry out Vertical Reject or Flyaway (see Basic RFM page 3-21 or 3-22).
2.
Raise load and recover into cabin or Emergency Jettison, depending on operational conditions and type of load.
Procedures when OEI hover performance capability is required Note Weights defined in weight limitation charts guarantee no rotor droop/height loss in case of an engine failure. 1.
Collective pitch
— Maintain collective pitch setting. Hover OEI is assured with 2.5 min rating.
2.
Hoist Load
— Raise load and recover into cabin. Note
Time required to raise the maximum load from fully extended approximately 2 minutes. HOIST LOAD JETTISON Both hoists are provided with an electrical cable cut system (PQRS) operated by either pilot or copilot or HO. The hoist which is selected by the HO control panel, is the system active when the pilot or copilot or HO HOIST CUT switch is activated. If an emergency condition should require the release of a hoisted load carry out the following:
Page S16-38
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
WARNING The correct hoist selection on the HOIST CONTROL switch must be confirmed before hoist cable cut activation. 1.
HOIST control panel
— Confirm correct hoist is selected
2.
HOIST CUT pushbutton on pilot or — Lift guard, HOIST CUT ARM copilot collective grip or HOIST caution and HOIST ARM on control panel HOIST panel illuminate. Press pushbutton, HOIST CUT indicator on HOIST panel illuminates.
If the electrical HOIST CUT pushbutton fails attempt cutting cable using: — the collective HOIST CUT pushbutton if the HOIST control panel pushbutton fails, or — the HOIST control panel pushbutton if either collective pushbutfon fails, or — cut cable with the manual cable cutters accessible to HO. Cut cable as close to the hoist as possible. CHANGE OF HOIST PROCEDURE
CAUTION Ensure maximum hoist/boom load does not exceed 272 kg (600 lb) 1.
HOIST control panel
— Select OFF. Confirm HOIST ON advisory not illuminated on CAS and associated pendant not illuminated.
2.
Pendant
— Take alternative pendant and stow redundant pendant or as required.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-39
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
3.
HOIST control panel
— Select alternative HOIST. HOIST ON advisory illuminates on CAS. Confirm HOIST CUT ARM caution and HOIST ARM indicator on HOIST panel not illuminated.
4.
HOIST pendant
— Confirm zero cable payout indication and SLOW message illuminated.
5.
Redundant hoist/cable
— If change due to hoist fault recover cable into cabin manually or as required.
6.
Hoist operations
— Continue hoist operations using alternative hoist as required.
Page S16-40
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
HOIST CUT ARM
1(2) HOIST CUT ARM Hoist cut system armed due to one of the HOIST CUT guards lifted OR Malfunction in hoist cut system
If due to cable cut system armed intentionally
If due to malfunction - Do not lift HOIST CUT guards
- Confirm hoist selected to ARM (HOIST 1 or HOIST 2) on HOIST control panel - Continue operation as required
EASA Approved
- Faulty HOIST must not be used - Select HOIST which does not have malfunction - Confirm HOIST CUT ARM and HOIST ARM indicator on alternative HOIST not lluminated - Continue hoist operations as required
FOR TRAINING ONLY
Issue 1
Page S16-41
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
HOIST CABLE FOUL
HOIST CBL FOUL + CABLE illuminated on pendant
Hoist cable fouled and hoist stopped
- Depending on operational situation attempt to clear cable foul by carefully lowering cable and load.
If caution does not clear
If caution clears continue hoist operations
- Depending on operational situation recover or cut cable then select functoning hoist and continue or - Proceed in forward flight with load suspended allowing adequate load clearance over obstacles
At suitable site - Establish hover and slowly descend to lay load on ground. - Recover cable on board manually or as required
HOIST OVER-TEMPERATURE A hoist over temperature is indicated by an amber TEMP light on the HO control pendant. In the event of a hoist over temperature, complete the hoist cycle. Select other hoist and resume the hoist operation as required.
Page S16-42
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
CAUTION Prolonged operation of hoist with amber TEMP indication on hoist pendant display will result in hoist failure. Note When the hoist TEMP light is on, the hoist is automatically slowed in operation If the hoist over temperature indicator is flashing amber TEMP then an AC or DC power supply fault is indicated and the hoist will not function. AC GENERATOR FAILURES See Section 3 Basic RFM for aircraft procedures. Hoist 1 is supplied by the AC BUS 1 and HOIST 2 by AC BUS 2 when the APU is OFF. When the APU is running HOIST 1 or HOIST 2 are supplied by the APU generator. In the case of an AC generator/engine failure of the supply side for the hoist in use the hoist will stop functioning (CABLE message illuminates on pendant). To return operation to the HOIST the APU must be started and after approximately 60 seconds from APU start request the selected HOIST will return functioning. There is no time delay for continuation of hoist operations if the APU is started prior to hoist operations. If the APU Generator/APU fails during hoist operations approximately 5 seconds are required to continue hoist operations utilizing an engine generator.
The operation of the hoist will not be affected if the AC generator/engine fails for the hoist not in use.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S16-43 Rev. 1
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE DATA HEIGHT-VELOCITY ENVELOPE The use of aircraft gross weights and hover heights that do not respect the requirements of the Flyaway or Vertical Reject WAT charts (presented in the Basic RFM Section 4) may make a safe flyaway or vertical reject not possible following an engine failure in the hover. PERFORMANCE WITH DOUBLE HOIST INSTALLED When the Goodrich Double External Hoist is installed aircraft performance is affected by the installation. The correction to the aircraft basic performance can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The Correction to Category A Performance can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation.
Page S16-44
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 16 Double External Hoist Operations (Goodrich)
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE When the HOIST is being operated the following Longitudinal and Lateral Moments for loads attached to HOIST hook must be used in the Weight and Balance Calculations
FOR TRAINING ONLY
Issue 1
Page S16-45
Supplement 16 Double External Hoist Operations (Goodrich)
AW189 - RFM Document N° 189G0290X002
OUTBOARD STN 4182 mm
BL 1796 mm RH
INBOARD STN 4182mm
BL 1639 mm RH
ICN-89-A-155000-G-00001-04173-A-001-01
Figure S16-16 Longitudinal and Lateral Moments for Loads Attached to Hoist Hook Page S16-46
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 17
RADAR TELEPHONICS RDR-1500B+ P/N 8G9370F00111
ISSUE 1: 18 DECEMBER 2014
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
RECORD OF REVISIONS REVISION No. — Issue 1
EASA Approved
SUBJECT
APPROVAL EASA Approvals N° 10051719 dated 18 December 2014
FOR TRAINING ONLY
Issue 1
Page A-1
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
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Page A-2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
0
A-1 and A-2
0
B-1 and B-2
0
S17-i and S17-ii
0
PART I - EASA APPROVED S17-1 thru S17-6
0
PART II - MANUFACTURER’S DATA S17-7 thru S17-8
0
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Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
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Page B-2
Issue 1
FOR TRAINING ONLY
AW189 - RFM
Document N° 189G0290X0002
Supplement 17
Radar Telephonics
RDR-1500B+
SUPPLEMENT 17 RADAR TELEPHONICS RDR-1500B+ TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION ..............................................................................S17-1 SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S17-4 RADAR RDR-1500B+ LIMITATIONS .......................................................................... S17-4
SECTION 2 – NORMAL PROCEDURES PRE-START CHECKS ............................................................................................. S17-5 PRE TAKE OFF CHECKS ........................................................................................... S17-5
AFTER TAKE-OFF...............................................................................................S17-5 IN FLIGHT PROCEDURES ......................................................................................... S17-5 PRE-LANDING CHECKS ........................................................................................ S17-5
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES WEATHER RADAR TRANSMITTING ON GROUND .................................................. S17-6
SECTION 4 - PERFORMANCE ...........................................................................S17-6 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE .............................................................S17-7
FOR TRAINING ONLY
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Page S17-i
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S17-1 Figure S17-2 Figure S17-3
Page S17-ii
Page Nose External Configuration ................................................................... S17-2 Nose Internal Configuration..................................................................... S17-2 Radar Telephonics RDR 1500B+ Control Panel...................................... S17-3
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
GENERAL INFORMATION The Telephonics RDR-1500B+ Surveillance and Weather radar P/N 8G9370F00111 provides a multi-mode radar capability for maritime missions. The RDR-1500B+ provides three primary modes of operation: • Sea search and terrain mapping (SRCH) • Weather avoidance • Beacon detection mode (BCN) • NAV mode (not currently available). The information may be displayed on the MFD display. The weather radar system comprises of a flat plate antenna and drive unit, a receiver/transmitter unit, an interface unit and a radar controller mounted in the interseat console. The radar controller panel (See Figure S17-3) allows the selection of all radar modes, radar controls and non-radar modes such as navigation overlays modes and target marker mode. The control panel also contains a joystick for controlling the cursor for target marker and tracker functions. Beacon mode can interrogate X band two pulse reply (SST-181E and similar). The radar has the capability to track 20 targets and display the selected target information on the MFD display. The selected track can also be sent to the FLIR system when slaved to the radar. For full information on the use of the radar Telephonic RDR-1500B+ refer to Telephonic RDR-1500B+ Pilots Guide Latest Issue.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S17-1
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
TCAS Antenna within nose cowling Radar antenna unit within nose cowling
ICN-89-A-155000-G-00001-07114-A-001-01
Figure S17-1 Nose External Configuration
TCAS Antenna
Radar Antenna Unit
ICN-89-A-155000-G-00001-07112-A-001-01
Figure S17-2 Nose Internal Configuration Page S17-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
ICN-89-A-155000-G-00001-07113-A-001-01
Figure S17-3 Radar Telephonics RDR 1500B+ Control Panel
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S17-3
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATIONS After installation of the Telephonic RDR-1500B+ radar kit the new empty weight and center of gravity position must be determined. RADAR RDR-1500B+ LIMITATIONS The radar must not be used for navigation or terrain avoidance. Navigation overlay and Navigation Log mode must not be used. Extended Range Limitations (Supplement 22) With the Extended Range configuration the radar must not be operated when performing and ILS.
Page S17-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
SECTION 2 – NORMAL PROCEDURES PRE-START CHECKS 1.
Weather Radar
— OFF or SBY. Note
The weather radar does not transmit when the helicopter is on the ground due to WOW safety interlock. PRE TAKE OFF CHECKS
WARNING Do not turn the radar on within 25 ft (m) of personnel or containers holding flammable or explosive material. 1.
Weather Radar
— OFF or SBY.
AFTER TAKE-OFF IN FLIGHT PROCEDURES Note For complete radar functionality, refer to the Telephonics RDR1500B+ Weather Radar Pilot’s Guide latest issue. 1.
Radar
— As required.
PRE-LANDING CHECKS 1.
Radar
EASA Approved
— OFF or SBY.
FOR TRAINING ONLY
Issue 1
Page S17-5
Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES WEATHER RADAR TRANSMITTING ON GROUND
1-2 WOW FAIL On ground, if radar switched ON and WOW micro switches fail radar will transmit
- Confirm radar switched OFF
SECTION 4 - PERFORMANCE No Change.
Page S17-6
Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 17 Radar Telephonics RDR-1500B+
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE No Change.
FOR TRAINING ONLY
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Supplement 17 Radar Telephonics RDR-1500B+
AW189 - RFM Document N° 189G0290X002
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Page S17-8
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AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 18
STAR SAFIRE 380 HD FLIR P/N 8G9350F00211
The replacement of the equipment detailed in this Supplement is not allowed without the successful completion of the additional verifications reported in the Maintenance Manual. Changes to the helicopter configuration (ie. installation of approved equipments) are not allowed without the successful completion of the verifications reported in the Maintenance Manual.
ISSUE 1 : 18 DECEMBER 2014 REVISION 1 : 6 MAY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
THIS PAGE INTENTIONALLY LEFT BLANK
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
Title, pages A-1, B-1, S18-8
EASA Approved
FOR TRAINING ONLY
APPROVAL EASA Approval N° 10051723 dated 18 December 2014 EASA Approvals N° 10053250 and 10053254 dated 7 May 2015
Issue 1
Page A-1
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
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Page A-2
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
A-2
0
B-1
1
B-2
0
S18-i and S18-ii
0
PART I - EASA APPROVED S18-1 thru S18-7
0
S18-8
1
S18-9 and S18-10
0
PART II - MANUFACTURER’S DATA S18-11 and S18-12
0
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Supplement 18 Star Safire 380 HD FLIR
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Page B-2
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AW189 - RFM
Supplement 18
Document N° 189G0290X0002
Star Safire
380 HD FLIR
SUPPLEMENT 18 STAR SAFIRE 380 HD FLIR TABLE OF CONTENTS Page
PART I - EASA APPROVED GENERAL INFORMATION .................................................................................S18-1 SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S18-6 STAR SAFIRE SERIES FLIR LIMITATIONS............................................................... S18-6 DISPLAY LIMITATION................................................................................................. S18-6
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE FLIGHT CHECKS............................................................................ S18-7 ENGINE PRE-START CHECKS.................................................................................. S18-7 SYSTEM CHECKS ...................................................................................................... S18-7 IN FLIGHT.................................................................................................................... S18-8 PRE LANDING CHECKS............................................................................................. S18-9 PRE SHUTDOWN CHECKS ....................................................................................... S18-9
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DOUBLE AC GENERATOR FAILURE ........................................................................ S18-9
SECTION 4 - PERFORMANCE DATA ..............................................................S18-10 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE STAR SAFIRE 380 HD LONGITUDINAL AND LATERAL MOMENT ARMS............. S18-11
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Page S18-i
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S18-1 Figure S18-2 Figure S18-3 Figure S18-4 Figure S18-5
Page S18-ii
Page Star Safire FLIR Turret (Example)........................................................... S18-2 Star Safire Series FLIR Installation ......................................................... S18-3 Universal Hand Control Unit.................................................................... S18-4 System Control Unit ................................................................................ S18-5 Laser Safety Interlock Unit (LIU) ............................................................. S18-5
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
GENERAL INFORMATION The Star Safire 380 HD FLIR systems P/N 8G9350F00211 is a remote controlled day/night high resolution, infrared (IR) imaging system with colour video. The system consists of a stabilized Turret-FLIR Unit (TFU), mounted under the nose of the helicopter (Figure S18-1 & Figure S18-2), a System Control Unit which consists of a mobile Universal Hand Control Unit (UHCU) with all the controls necessary to operate the FLIR turret and systems, and a System Control Unit (SCU) mounted in the interseat console. (See Figure S18-3 & Figure S18-4). A dedicated GPS antenna is mounted on the top of the tail cone. The UHCU handgrip has a stowage at the rear of the interseat console and is connect via a cable that allows operation of the unit from the cabin. The TFU is gyro stabilized and its azimuth and elevation, and therefore the FLIR Line Of Sight (LOS), corresponding to the center of the image, can be directed to any position within the Field Of Regard (FOR) which is 30° to -120° in elevation and 360° in azimuth from the forward position. The FLIR Imager incorporates all the necessary optics, detectors and required electronics to convert the infrared radiation from the medium wave infrared thermal imaging sensor into digital system and incorporates a Short Wave Infra Red camera (SWIR) system, Infra Red camera (SWIR) system, a High Definition Elecrto-Optical Camera (HDEO), a Hight Definition Infrared (HDIR) and a Day/Low Light/Near IR Colour Camera (HDLL). Another optional equipment installed within the FLIR is the Class 1 Eye Safe Laser Range Finder (ESLRF). When laser operations are authorised a Laser Safety Interlock Unit (LIU) (See Figure S18-5) is fitted in the interseat console incorporating an ARM switch requiring a key to ARM the laser before firing. A WOW interlock ensures the laser is not use when the aircraft is on the ground. The IR camera has five optical Field of Views (FOV) and produces images in total darkness or in low visibility or low contrast ambient condition. The colour camera, provides images in visible and low light ambient conditions. The FLIR cameras provide video outputs that can be monitored on either pilot or copilot MFD. Either IR or Camera images can be selected independently on pilot and copilot MFD or both images in miniature. The FLIR can also be interfaced with a searchlight for slaving commandsand with a radar system to receive a position-point slaving command. Overlaid on the FLIR image are graphic symbology and status information in 3 status lines, two above the image and the third below.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S18-1
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
For full information on the use of the Star Safire 380-HD FLIR refer to the Star Safire 380-HD FLIR Operator’s Manual Document, latest revision.
ICN-89-A-155000-G-00001-04174-A-001-01
Figure S18-1 Star Safire FLIR Turret (Example) Page S18-2
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
FLIR TFU
ICN-89-A-155000-G-00001-04175-A-001-01
Figure S18-2 Star Safire Series FLIR Installation EASA Approved
FOR TRAINING ONLY
Issue 1
Page S18-3
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04176-A-001-01
Figure S18-3 Universal Hand Control Unit Page S18-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
ICN-89-A-155000-G-00001-04177-A-001-01
Figure S18-4 System Control Unit
ICN-89-A-155000-G-00001-04178-A-001-01
Figure S18-5 Laser Safety Interlock Unit (LIU) EASA Approved
FOR TRAINING ONLY
Issue 1
Page S18-5
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATIONS After installation of the Star Safire Series FLIR kit, the new empty weight and center of gravity position must be determined. STAR SAFIRE SERIES FLIR LIMITATIONS The FLIR must not be used for navigation. The FLIR UHCU handgrip must be operated from the left hand seat or by cabin crew. The FLIR ESLRF must not be operated when close to personnel. DISPLAY LIMITATION When the FLIR is displayed on MFD as Picture in Picture (PIP) do not use the RESIZE or MOVE functions.
Page S18-6
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FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
SECTION 2 - NORMAL PROCEDURES Note For full information on the use of the Star Safire 380-HD FLIR refer to appropriate Star Safire 380-HD Operator’s Manual Document, latest revision. EXTERNAL PRE FLIGHT CHECKS AREA N°1 (Helicopter Nose) 1.
Star Safire FLIR TFU
— Secure. Check IR and CCD camera lens condition and cleanliness.
AREA N°7 (Cockpit/Cabin Interior) 1.
Star Safire FLIR UHCU
— Check present, connected and secure.
2.
LIU Laser Interlock
— Confirm DISABLE and guarded.
ENGINE PRE-START CHECKS 1.
Star Safire FLIR UHCU
— Confirm system switched OFF.
SYSTEM CHECKS 1.
Star Safire FLIR UHCU
— Switch system ON.
2.
Star Safire FLIR image
— Select image display as required (pilot, copilot MFD). Select IR or camera as required.
3.
Star Safire FLIR UHCU
— Stow FLIR and switch OFF, or as required. Stow UHCU or as required.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S18-7
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
IN FLIGHT 1.
Star Safire FLIR UHCU
— Switch system ON.
2.
Star Safire FLIR image
— Select image display as required (pilot/copilot MFD by selecting FLIR on MFD system video menu. Select IR or Camera as required.
3.
Star Safire FLIR UHCU
— Control FLIR direction and settings as required.
CAUTION The ESLRF must not be operated when close to personnel. 4.
LIU ARM switch
— Select ARM.
5.
ESLRF
— Activate as required.
6.
LIU Laser Interlock
— Select DISABLE.
7.
SLAVE button on searchlight pendant (if installed)
— Select as required.
Note When FLIR is not being used, it should be stowed to protect the FLIR cameras. Note With the External Range configuration (Supplement 22) interference on the UHF band of the DF 935-11 system may be observed when the FLIR is operating.
Page S18-8 Rev. 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
PRE LANDING CHECKS 1.
Star Safire FLIR UHCU
— Stow FLIR cameras and switch system OFF. Stow UHCU.
2.
LIU Laser Interlock
— Confirm DISABLE and guarded.
PRE SHUTDOWN CHECKS 1.
Star Safire FLIR UHCU
— Confirm FLIR switched OFF and UHCU stowed.
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES DOUBLE AC GENERATOR FAILURE The following assumes the Double AC generator Failure procedures, presented in Section 3 of the Basic Manual, have been followed and a double AC generator failure is confirmed.
CAUTION Ensure that the Star Safire FLIR system is switched OFF.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S18-9
Supplement 18 Star Safire 380 HD FLIR
AW189 - RFM Document N° 189G0290X002
SECTION 4 - PERFORMANCE DATA When the Star Safire FLIR is installed aircraft performance is affected by the installation. The correction to the aircraft basic performance can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The Correction to Category A Performance can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation.
Page S18-10
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 18 Star Safire 380 HD FLIR
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE STAR SAFIRE 380 HD LONGITUDINAL AND LATERAL MOMENT ARMS When the Star Safire 380 HD FLIR is installed/removed the following Longitudinal and Lateral Moment arms are applicable for the Weight and Balance Calculations. Star Safire 380 HD kit complete ................................................................60 kg STN .......................................................................................................849 mm BL.......................................................................................................... -16 mm Turret FLIR Unit (TFU) ..............................................................................45 kg STN .......................................................................................................485 mm BL............................................................................................................33 mm
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Supplement 18 Star Safire 380 HD FLIR
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AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Seachlight
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 19
TRAKKABEAM A800 SEARCHLIGHT P/N 8G3340F00811
ISSUE 1 : 18 DECEMBER 2014
REVISION 1 : 6 MAY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
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Issue 1
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
RECORD OF REVISIONS REVISION No. — Issue 1
1
SUBJECT
Title, pages A-1, B-1, S19-7, S19-11
EASA Approved
FOR TRAINING ONLY
APPROVAL EASA Approval N° 10051724 dated 18 December 2014 EASA Approval N° 10053254 dated 7 May 2015
Issue 1
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Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
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AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
1
A-1
1
A-2
0
B-1
1
B-2
0
S19-i and S19-ii
0
PART I - EASA APPROVED S19-1 thru S19-6
0
S19-7
1
S19-8 thru S19-10
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1
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PART II - MANUFACTURER’S DATA S19-13 and S19-14
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AW189 - RFM
Document N° 189G0290X0002
Supplement 19
Trakkebeam A800
Searchlight
SUPPLEMENT 19 TRAKKABEAM A800 SEARCHLIGHT TABLE OF CONTENTS Page
PART I - EASA APPROVED
GENERAL INFORMATION ..............................................................................S19-1 TRAKKABEAM A800 OPERATION....................................................................S19-2 SECTION 1 - LIMITATIONS TYPE OF OPERATION ............................................................................................... S19-7 WEIGHT AND CG LIMITATIONS ................................................................................ S19-7 AIRSPEED LIMITATIONS (KIAS)................................................................................ S19-7 TRAKKABEAM A800 LIMITATIONS ........................................................................... S19-7 PLACARDS.................................................................................................................. S19-7
SECTION 2 - NORMAL PROCEDURES EXTERNAL PRE-FLIGHT CHECKS............................................................................ S19-8 SYSTEM CHECK......................................................................................................... S19-9 IN FLIGHT.................................................................................................................. S19-10 APPROACH AND LANDING ..................................................................................... S19-11 POST SHUTDOWN CHECKS ................................................................................... S19-12
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ELECTRICAL SYSTEM ............................................................................................. S19-12 DOUBLE AC GENERATOR FAILURE ...................................................................... S19-12
SECTION 4 - PERFORMANCE DATA ..............................................................S19-12 PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE TRAKKA BEAM A800 LONGITUDINAL AND LATERAL MOMENT ARMS .............. S19-13
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Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S19-1 Figure S19-2 Figure S19-3 Figure S19-4
Page S19-ii
Page Trakkabeam A800 Searchlight and Gimbal............................................. S19-3 A800 Cockpit Controller (for reference only) ........................................... S19-4 A800 Pendant Controller ......................................................................... S19-5 Collective Grip (Pilot and Copilot)............................................................ S19-6
Issue 1
FOR TRAINING ONLY
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
GENERAL INFORMATION The Trakkabeam A800 searchlight is a high intensity external light source installed on a gimbal support on the left hand side of the helicopter. It is used to provide high intensity external lighting for reconnaissance operations during night time operations. This Supplement gives instruction on the Trakkabeam A800 searchlight installation P/N 8G3340F00811, both of which include the capability to slave the searchlight operation to a FLIR. The installation consists of the A800 searchlight with a 800W lamp, gimbal support (Figure S19-1), a Power Conditioning Interface Unit (PCIU), a Cockpit Controller (Figure S19-2), Pendant Grip Controller (Figure S19-3) and all necessary hardware and cabling. The searchlight unit has an integrated optical filter system which provides the option for different light beam filter colours including infra-red depending on customer requirements. The filters are easily selectable during flight via the cockpit and pendant controllers. The PCIU is the central power and control hub for the entire system, aircraft power supply (28VDC) is converted and distributed to each item in the system. The PCIU performs all gimbal position control, filter selection, light zoom and lamp on/off control and provides an interface to the cockpit control unit, hand controller and interfacing for FLIR slaving capability. The Cockpit Controller unit includes all switches for searchlight power ON/ OFF, function selection and provides displays to indicate filter number and current system status. The controller does not have a joystick for light direction, however, inputs are available for light azimuth and elevation control by collective landing light 5 way switch inputs. The Pendant Grip Controller also provides switches for searchlight power ON/ OFF, function selection and provides displays to indicate filter number and current system status. The Pendant Controller also includes a joystick to control the light azimuth and elevation. Selection of the Pendant Grip Controller to operate the system is via the Cockpit controller.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S19-1
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
TRAKKABEAM A800 OPERATION On the cockpit controller selecting the A800 SYS PWR switch to ON the system performs Power-On-Self-Test (POST). This should take around 12 seconds, however, if the gimbal has not been stowed previously before power down or the searchlight hit the mechanical stops during the previous flight, it will take 60 seconds. Upon completion of the POST, the searchlight will travel to the STOW position and the STOW light will flash while the searchlight is moving then steady when it is in the STOW position. The A800 will only respond to the DEPLOY command when in the STOW position, no other buttons will function. Depressing the DEPLOY switch will move and point the searchlight in a preset direction ready for turning the lamp ON. When in DEPLOY, all of the control functions become active. To start the lamp the ARM switch, on the cockpit controller, must be selected ON then by depressing the Lamp ON/OFF button the lamp illuminates and extinguished by depressing the Lamp ON/OFF switch again. The searchlight filter may be selected prior to starting the lamp or any time after the lamp has been ignited. The filter is changed by depress the FILTER SEL switch until the display shows the desired position number and then select the FILTER ENT switch to activate. During the POST process, the filter wheel will rotate to the preset HOME position (normally white light position). Moving the ZOOM switch a wider beam or a narrow beam can be selected. The searchlight is directed by either the pilot or copilot collective joystick as selected by the PILOT/COPILOT/CREW switch on the controller. Moving the joystick to the left or right for azimuth control and up or down for elevation control. The azimuth and elevation speed increases as the joystick is moved further to it maximum deflection. When CREW is selected the control is handed over to the Pendant Controller which has similar functioning buttons and a joystick to control searchlight direction. Selecting the SLAVE mode the searchlight will track the movement of the host equipment e.g. FLIR (if installed). When operating in the SLAVE mode, the system will still respond to all the manual controls while the joystick control is used to adjust for parallax error and align the searchlight beam to the FLIR target if required.
Page S19-2
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AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
ICN-89-A-155000-G-00001-04179-A-001-01
Figure S19-1 Trakkabeam A800 Searchlight and Gimbal EASA Approved
FOR TRAINING ONLY
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Page S19-3
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-04180-A-001-01
Figure S19-2 A800 Cockpit Controller (for reference only) Page S19-4
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
7
1
8 Pilot/Observer
Master Power
C/Slave
3
9
LED Dim
Lamp Unit
Filter
2
ON
10
Status
11
4
Deploy
Stow
12
5
13 6
14
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Pilot / Observer (port 1 only) Camera / Slave Lamp ON (LED indicator) Deploy System Power ON / OFF Lamp ON / OFF CAM LED Seven Segment Display LED Dim Unit Status Stow Filter Select / Engage Joystick Zoom Toggle Switch Input Connector
15
ICN-89-A-155000-G-00001-04181-A-001-01
Figure S19-3 A800 Pendant Controller EASA Approved
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Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
ICN-89-A-155000-G-00001-07104-A-001-01
Figure S19-4 Collective Grip (Pilot and Copilot) Page S19-6
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
SECTION 1 - LIMITATIONS TYPE OF OPERATION Operation of the Trakkabeam A800 searchlight is prohibited in IFR. WEIGHT AND CG LIMITATIONS After Trakkabeam A800 searchlight installation, the new empty weight and CG location must be determined. AIRSPEED LIMITATIONS (KIAS) Maximum airspeed with A800 stowed ...........................................VnePower ON Maximum airspeed to move A800 searchlight .................................. 140 KIAS TRAKKABEAM A800 LIMITATIONS — The A800 light must be OFF:
• in cloud or fog conditions (unless suitable filters are available and selected) — A800 must be in the STOW position for Take Off and Landing.
CAUTION Adequate consideration must be given to the dangers of blinding personel (with either white light or IR) and the risk to inflammable material.
PLACARDS DO NOT USE HIGH INTENSITY LIGHTS IN FOG/CLOUD CONDITIONS In View of Pilot EASA Approved
FOR TRAINING ONLY
Issue 1
Page S19-7 Rev. 1
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
SECTION 2 - NORMAL PROCEDURES Note For full information on the Trakkabeam A800 searchlight operation refer to INSTALLATION AND OPERATION MANUAL, ATA Ref 33-45-00 latest issue. EXTERNAL PRE-FLIGHT CHECKS AREA N°6 (Fuselage Left Hand Side) 1.
A800 searchlight
— Secure and wiring properly connected. — Check lens for cleanliness and security.
AREA N°7 (Cabin and Cockpit Interior) 1.
SYS PWR switch (on pendant controller (if fitted) and cockpit controller)
Page S19-8
Issue 1
— Confirm OFF.
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
SYSTEM CHECK Trakkabeam A800 checks 1.
EDCU C/B LIGHTS page
— Confirm SEARCH LT CB ON
2.
SYS PWR switch (on cockpit controller)
— Set to ON, check POST process completes successfully and STOW light illuminates steady. Note
Normal POST process should take 12 seconds, however, if the searchlight was powered down before STOW selected, or the mechanical limit stops were impacted by the searchlight (e.g.due to turbulent flight), during the previous operation this check will take longer. 3.
DEPLOY switch
— Select and confirm DEPLOY light steady.
4.
UP/LEFT/DOWN/RT on joystick (collective or pendant controller as selected)
— Move control and verify correct movement of searchlight.
5.
STOW switch (on cockpit controller — Select to stow searchlight, or pendant controller) confirm STOW light steady.
6.
Pendant Controller (if used)
— As required or stow in stowage box on rear of interseat console. Note
Prior to Take-Off the searchlight SYS PWR should be ON and the STOW position selected.
EASA Approved
FOR TRAINING ONLY
Issue 1
Page S19-9
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
IN FLIGHT Trakkabeam A800 procedure
CAUTION Do not direct the beam towards other aircraft or vehicles to prevent temporary blinding effect. Note When operating A800 searchlight, magnetic compass indication is not reliable. Note SYS PWR select to ON, if carried out in flight, must be done at an airspeed below 40 KIAS to allow the POST process to complete satisfactorily.
1.
A800 SYS PWR switch
— Confirm ON.
2.
DEPLOY switch
— Select and confirm DEPLOY light steady
3.
ARM switch
— Select ON
4.
LAMP switch
— Select ON
5.
Cockpit controller
— Select Pilot/Copilot/Crew as required.
6.
UP/LEFT/DOWN/RT switch (selected joystick)
— As required to direct light.
7.
FILTER and ZOOM buttons
— As required to filter and zoom light beam as desired.
Page S19-10
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
SLAVING to FLIR 8.
SLAVE button
— Press to slave A800 to FLIR.
When A800 operations completed: 9.
LAMP switch
— Select to switch lamp OFF.
10. STOW switch
— Select to STOW searchlight.
11. ARM switch
— Select off Note
If the STOW switch is selected with the lamp illuminated the lamp will extinguish automatically before moving to the STOW position. Note If the searchlight is not expected to be used for an extended length of time, the system should be selected to STOW. APPROACH AND LANDING
CAUTION Adequate consideration must be given to the dangers of blinding personel (with either white light or IR) and the risk to inflammable material. 1.
A800 searchlight
— Confirm STOW selected, STOW light steady.
2.
Pendant Control (if used)
— Stow in stowage provided. Note
Prior to landing or when the searchlight is not expected to be used for an extended length of time, the system should be selected to STOW. EASA Approved
FOR TRAINING ONLY
Issue 1
Page S19-11 Rev. 1
Supplement 19 Trakkabeam A800 Searchlight
AW189 - RFM Document N° 189G0290X002
POST SHUTDOWN CHECKS 1.
A800 searchlight
— Confirm STOW selected
2.
SYS PWR switch
— Select OFF. Note
Prior to selecting SYS PWR to OFF the lamp should be selected OFF or STOW selected for a minimum of 2 minutes.
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES ELECTRICAL SYSTEM DOUBLE AC GENERATOR FAILURE 1.
A800 searchlight
—
Select STOW and confirm stow light steady
— Set to SYS PWR to OFF.
SECTION 4 - PERFORMANCE DATA When the Trakkabeam A800 Searchlight is installed, aircraft performance is affected by the installation. The correction to the aircraft basic performance can be determined by application of the values found in Section 5 Performance Correction After Kit Installation, Table 5-1 Correction Table After Kit Installation. The Correction to Category A Performance can be determined by application of the values found in Supplement 4 Category A Operations, Introduction pages section Performance Correction for Kit Installation, Table 1 Correction Table After Kit Installation.
Page S19-12
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 19 Trakkabeam A800 Searchlight
PART II - MANUFACTURER’S DATA SECTION 6 - WEIGHT AND BALANCE TRAKKA BEAM A800 LONGITUDINAL AND LATERAL MOMENT ARMS When the A800 searchlight is installed/removed the following Longitudinal and Lateral Moment arms are applicable for the Weight and Balance Calculations. Trakka Searchlight kit complete .............................................................36.7 kg STN .....................................................................................................3359 mm BL...................................................................................................... -1377 mm Trakka Searchlight white with filters .......................................................17.8 kg STN .....................................................................................................3494 mm BL...................................................................................................... -1779 mm Trakka Searchlight boom installation .......................................................3.8 kg STN .....................................................................................................3177 mm BL...................................................................................................... -1310 mm
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Supplement 19 Trakkabeam A800 Searchlight
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AW189 - RFM Document N° 189G0290X002
Supplement 20 Heated Windshield System
The information contained in this document supplements the information of the Basic Flight Manual. For limitations, procedures and performance data not contained in this Supplement, consult the basic Rotorcraft Flight Manual
SUPPLEMENT 20
HEATED WINDSHIELD SYSTEM P/N 8G5610F00211
ISSUE 1 : 26 FEBRUARY 2015
EASA Approved
FOR TRAINING ONLY
Issue 1
Supplement 20 Heated Windshield System
AW189 - RFM Document N° 189G0290X002
This Page Intentionally Left Blank
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 20 Heated windshield System
RECORD OF REVISIONS REVISION No. — Issue 1
EASA Approved
SUBJECT
APPROVAL EASA Approval N° 10052434 dated 26 February 2015
FOR TRAINING ONLY
Issue 1
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Supplement 20 Heated Windshield System
AW189 - RFM Document N° 189G0290X002
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EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 20 Heated Windshield System
LIST OF EFFECTIVE PAGES NOTE: A black vertical line in outer margin of the page indicates revised text and approval revision number is printed in the lower margin.
Page
Revision N°
Title
0
A-1 and A-2
0
B-1 and B-2
0
S20-i and S20-ii
0
PART I - EASA APPROVED S20-1 thru S20-3
0
PART II - MANUFACTURER’S DATA S20-4
0
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Supplement 20 Heated Windshield System
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Document N° 189G0290X002
Supplement 20 Heated Windshield System
SUPPLEMENT 20 HEATED WINDSHIELD SYSTEM TABLE OF CONTENTS Page GENERAL INFORMATION.......................................................................................... S20-1
SECTION 1 - LIMITATIONS WEIGHT AND CENTER OF GRAVITY LIMITATIONS................................................ S20-2
SECTION 2 - NORMAL PROCEDURES SYSTEM CHECKS ...................................................................................................... S20-2 IN FLIGHT PROCEDURES ......................................................................................... S20-2 PRE-SHUTDOWN CHECK.......................................................................................... S20-2 ADVISORY CAPTIONS ............................................................................................... S20-2
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES WINDSHIELD HEATER DEGRADED ......................................................................... S20-3 WINDSHIELD HEATER FAIL- ..................................................................................... S20-3
SECTION 4 - PERFORMANCE DATA.................................................................S20-3 PART II - MANUFACTURER’S DATA .................................................................S20-4 SECTION 6 - WEIGHT AND BALANCE..............................................................S20-4
FOR TRAINING ONLY
Page S20-i
Supplement 20 Heated Windshield System
AW189 - RFM Document N° 189G0290X002
LIST OF FIGURES Figure Figure S20-1
Page S20-ii
Page ECDU Ice Protectional page with Windshield Heating Control................ S20-1
FOR TRAINING ONLY
AW189 - RFM
Supplement 20 Heated Windshield System
Document N° 189G0290X002
GENERAL INFORMATION The heated windshield system (P/N 8G5610F00211) allows heating of the windshield to clear mist/frost conditions which could impede visibility for the flight crew. The kit consists of two independent systems, one for the pilot and one for the copilot. Each system comprises of a control box with in-built inverter (to convert the aircraft 28VDC to 115VAC), a heated windshield unit with 3 temperature sensors (only the center part of the screen is heated) and, incorporated in the ECDU the ON/OFF selection. See Figure S20-1. When selected ON the associated control box controls the heating of the windshield and temperature sensors within the windshield for any failure conditions. The windscreen heating is automatically switched OFF if any temperature sensor reaches 82° C. The state of the system is indicated to the pilot on the CAS window from signals sent by the controller to the AMMC.
ICE PROTECTION WSHLD HTR
>OFF | ON ICE DET >OFF >ON >TEST
< HOLDING
CRP LINE > SECTOR > PAR TRACK >
< RTN
ICN-89-A-155000-G-00001-04189-A-001-01
Figure S24-1 MCDU Patterns Page EASA Approved
FOR TRAINING ONLY
Issue 1
Page S24-3
Supplement 24 Automatic Search Modes
AW189 - RFM Document N° 189G0290X002
WIND INDICATION SYMBOLOGY The wind symbology on both PFDs changes in accordance with the FMS state of calculation and/or frozen condition when the aircraft is out of Straight & Level condition for more than 2 minutes. The aircraft remains in Straight & Level condition if the Roll Angle < 6° and Pitch Angle < 30° and Yaw Rate < 1.5°/sec otherwise the aircraft exits from Straight & Level condition; if the aircraft remains in this condition for more than 2 minutes the wind state changes to ‘frozen’ state. Wind symbols representation is shown in the following table: Wind data not received due to AMMC in ‘OFF’ state
WIND AUTO Wind data invalid due to TAS or GS invalid or, since AMMC power-on, TAS is always below 40 KIAS. WIND AUTO Wind data valid (TAS valid > 40 KIAS, a/c in Straight&Level, computed wind magnitude > 5 kts) WIND AUTO Wind data frozen for more than 2 minutes due to out of Straight&Level condition or TAS < 40 KIAS WIND AUTO Wind magnitude computed by FMS is below 5 kts
WIND MANUAL Wind is set in MANUAL (not accepted below 5 kts).
Note The wind indicator on both PFDs is in MAG or TRUE heading in accordance with the MAG/TRUE selection switch in MCDU – FMS SETTINGS page. Page S24-4
Issue 1
FOR TRAINING ONLY
EASA Approved
AW189 - RFM Document N° 189G0290X002
Supplement 24 Automatic Search Modes
Note If the wind is set to MANUAL the WIND AUTO condition cannot be restored if the wind data is frozen for more than 2 minutes in the out ot Straight&Level or the TAS is less than 40 kts
MARK ON TARGET (MOT) The Mark On Target (MOT) manoeuver consists of a waypoint marking of surface position in Latitude and Longitude after the overfly of the interested position then returning back to that position with aircraft in hover above the surface 150 feet downwind and 150 feet to the left of marked position at an altitude of 50 feet AGL (Rad Alt). The MOT maneuver is used, for example, during a search and rescue flight when the crew notes a target and wants to fly back to the hover with the target in view.
ICN-89-A-155000-G-00001-04190-A-001-01
Figure S24-2 Mark On Target (MOT) The MOT manoeuver consists of one of two turns necessary to fly a downwind leg, then an into wind turn into the direction for final approach into wind which terminates at zero groundspeed downwind of the target. In order to perform the correct descent and deceleration to hover 45.72m (150 feet) downwind and 45.72m (150 feet) to the left of the marked position at 50 feet Rad Alt height the FMS adds a key waypoint known as Final Hover Approach Fix (FHAF); the FMS locates the FHAF waypoint approximateky 0.63 NM (3820 feet) downwind of the target in the into wind direction. EASA Approved
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The FMS builds the MOT manoeuver through two basic phases of the MOT flight plan: — the approach to FHAF (Final Hover Approach Fix) waypoint — the approach to HOVER (HOV wpt). Approach to FHAF : the FMS guides the helicopter for a turn around, preferably to the right (pilot side for improved viewing of the target by the pilot), manoeuvering so that the aircraft is heading downwind with respect to the target to the FHAF to prepare for the upwind descent/deceleration flight down to hovering. Approach to Hover : the FMS provides the AFCS the information necessary for guidance to the hover waypoint (HOV): lateral XTE (GPS based) and Distance to HOV (GPS based). Note The FMS inhibits the MOT activation during the departure (SID) procedure, arrival (STAR) procedure, approach (APPR or TRANS green on CDS), holding, offset and missed approach procedure. Note If the MOT is activated and the navigation source is not FMS the CDS automatically switches to FMS as navigation source, arms and engages the NPATH mode. Note The MOT will engaged if the RAD ALT is valid, the a/c height is below 2000 ft and the IAS is valid and greater or equal to 50 KIAS. During the FMS descent to FHAF the VS commands are limited to a maximum of -1500 fpm with no command for a climb maneuver. As a function of current height above the target the FMS selects two types of descent profile 3 degree or 4 degree; if the MOT is initiated below the 3 degree descent path the a/c will maintain the current altitude (NRHT mode) until intercepting the 3 degree path down to HOV waypoint.
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Only one active MOT flight plan is permitted. An active MOT flight plan is canceled by performing one of the following: • Performing a direct-to to a non-MOT flight plan waypoint. • Pushing EXIT on the active flight plan page. • The TU mode is engaged by pushing the TU/GA button on the AFCS guidance control panel. MOT is only permitted on en-route waypoints. The MOTxxx (001 - 999) waypoint is stored in the custom database and is available for review and download on the USER waypoint list page until deleted by the pilot.
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SECTION 1 - LIMITATIONS MINIMUM FLIGHT CREW — For Search Operations - Two Pilots — For other operations refer to Basic RFM or relevant Supplements WEIGHT AND CENTER OF GRAVITY LIMITATIONS WEIGHT — For weights up to 8300 kg see basic RFM — For weights between 8300 kg and 8600 kg see Supplement 21 — For weight limitations with Cabin Configuration with Nine or Less Passenger Seats see Supplement 27 CENTRE OF GRAVITY See Basic RFM or appropriate Supplement SEARCH MODE LIMITATIONS • AFCS Search Modes must be disengaged after loss of one AP channel. • The RHT, TD, TDH, TU, MOT can only be engaged over flat surfaces which are clear of obstructions.
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FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS AND MINIMUM USE HEIGHT (MUH) Hold Mode TD
Engagement Range 85 KIAS to Vne
MUH 150 ft AGL
150 ft to 2000 ft AGL 40 KIAS to 85 KIAS 210 ft to 2000 ft TDH
0 KIAS to 85 KIAS
50 ft AGL
TU
0 KIAS to 80 KIAS or
MOT
40 KIAS to Vne
NRHT - 150 ft AGL
150 ft to 2000 ft AGL
NPATH - 150 ft AGL (airspeed greater than 55 KIAS)
30 ft to 210 ft AGL 150 ft AGL (airspeed 40 KIAS to Vne in HOV/ greater than 55 KIAS) TDH/NPATH 30 ft AGL in HOV/TDH/NPATH or airspeed less than 55 KIAS 10 ft to 2000 ft AGL
NPATH - 50 ft AGL (airspeed greater than 55 KIAS) NDCL - 50 ft AGL WTR
HOV Mode engaged
30 ft AGL
For operations on the sea the MUH must be increased by one half the maximum reported/observed wave height. Note Recommended minimum IAS reference for TD, TDH, TU and MOT Mode engagement is 50 KIAS Note Above 140 KIAS Fly Manually SEARCH LIMITATIONS Flight below 50 KIAS (Vmini) in IMC is only permitted when coupled to a Search mode.
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HOIST OPERATION LIMITATIONS For Hoist operations see limitations and procedures in Supplements 5 or 16 as appropriate.
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SECTION 2 NORMAL PROCEDURES SEARCH OPERATIONS — Satisfactory operation of the Search modes has been demonstrated up to 40 kts wind speed (25 kts tail wind) and Sea State 5 (wave heights up to 3 m (10 ft)). MODE DESCRIPTIONS GA/TU 1.
Go Around Mode. The mode may be selected from either collective GA pushbutton and will give a Go Around automatic ascent when the conditions for a GA are met i.e. • airspeed from 40 KIAS to Vne and altitude above 2000 ft • airspeed between 40 KIAS and 80 KIAS with GS greater than 30 kts and height between 0 and 2000ft and non of the following modes engaged: TD, TDH, NPATH or • airspeed between 80 KIAS and VNE and height between 0 and 2000ft and non of the following modes engaged: TD, TDH, NPATH. When engaged the A/C will be controlled to about 1000 feet/min climb at minimum power airspeed (Vy). Vertical speed and airspeed references cannot be modified. When GA is requested during an approach and a missed approach flight plan is provided by an independent Flight Management System, NAV mode is engaged simultaneously on the roll axis. Otherwise HDG mode is engaged simultaneously. GA mode operates on Collective Axis to control Vertical Speed and on Pitch axis to control airspeed. If a missed approach flight plan is provided, Roll axis is under control of NAV mode and Yaw axis provides turn coordination. Otherwise Roll and Yaw axes are under control of HDG mode. GA disengages automatically when both 200 feet radar-height and 700 feet/ min are achieved, then VS and IAS modes engage
2.
Transition Up Mode. The mode may be selected from either collective GA pushbutton and will give Transition Up, when the conditions for a TU are met i.e. • airspeed less than 40 KIAS or • airspeed between 40 KIAS and 80 KIAS with GS less than 30 kts or
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• airspeed between 40 KIAS and 80 KIAS with GS greater than 30 kts with one of the following modes engaged TD, TDH NPATH or • airspeed from 80 KIAS to Vne The TU initiates a climb up to the set bug reference height of 200 ft AGL on the Rad Alt and the set bug airspeed of 80 KIAS. Engaging the TU the FD will zero lateral or negative groundspeed and initiate an acceleration to 80 KIAS the HDG will engage and a climb maintained until reaching the reference value 200 ft when the RHT is automatically engaged. The aircraft continues to accelerates to the airspeed reference of 80 KIAS and the IAS mode is engaged. The reference height can be modified by the collective beep switch and the airspeed by the cyclic beep switch. The TU Mode can be exited by selecting another upper mode or selecting the collective/cyclic FTR buttons. Note Under 20 kts groundspeed to disengage TU mode the collecitve and cyclic FTR buttons must be pressed simultaneously. TD/H 1.
Transition Down Mode. This mode, when selected and the conditions for TD are met (height between 150 ft and 2000 ft, airspeed greater than 40 KIAS), transitions the aircraft from the current flight condition down to 200 ft AGL and 80 KIAS level flight. Pressing the TD/H button the FD will initiate a descent and deceleration to achieve airspeed reference of 80 KIAS and a height reference of 200 ft AGL. When reaching the reference speed and height the IAS and RHT modes automatically engage. Pressing the collective FTR button prior to 200 ft will engage RHT mode at the actual height the button is pushed. Pressing the cyclic FTR button prior to 80 KIAS will engage IAS at the actual airspeed the button is pushed. The TD Mode can be exited by pressing the TD/H pushbutton or by selecting another upper mode mode.
2.
Transition Down to Hover Mode. This mode, when selected and the conditions for TDH are met (height between 30 ft and 210 ft, airspeed below 85 KIAS), transitions the aircraft from the current flight condition down to 50 ft AGL (or retains the current height if lower), and hover with 0 kts groundspeed. Pressing the TD/H button will initiate a descent and deceleration to achieve the final hover conditions. When reaching the reference height and groundspeed the RHT and HOV modes automatically engage. Pressing the collective FTR button prior to 50 ft will engage RHT mode at the actual height the button is pushed. Pressing the cyclic FTR button in cruise conditions will engage IAS at the actual
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airspeed the button is pushed. Pressing the cyclic FTR button in hover conditions will engage HOV at the actual groundspeed the button is pushed. The TD/H Mode can only be exited by pressing the TD/H pushbutton or selecting another FD mode. MOT Mark On Target Mode. This mode, when selected, marks the current position as a waypoint then manoeuvres the aircraft with a downwind leg, then an up wind turn to establish hover at 0 kts groundspeed, 50 ft (15 m) AGL in a position 150 ft (46 m) to the left and 150 ft (46 m) downwind of the marked waypoint. The MOT sequence is divided in three basic phases: — MOT TD-Phase - During this initial phase immediately following MOT engagement, the mode follows FMS commands for the turn around manoeuvre so that the aircraft will be headed into the wind at the FHAF (Final Hover Approach Fix). The FHAF is located approximately 0.63 nautical miles downwind from the target at a height of 250ft AGL. If at MOT engagement the A/C is at or above the straight vertical virtual path produced by the FMS, AFCS controls the A/C acquiring and holding this path (NPATH displayed on the collective field). If, at MOT engagement, the A/C is below the vertical path, NRHT engages on collective axis (NRHT displayed on the collective field) and the AFCS controls height for level flight until approaching vertical path, then NPATH engages. During this phase AFCS controls A/C along a lateral virtual path produced by the FMS (NPATH displayed on lateral field) and airspeed target requested by FMS (NIAS displayed on longitudinal field). The roll steering command is limited to a maximum bank angle of 25 degrees and the vertical speed command is limited to -1500 FPM (no climb commands are provided). The maximum descent path angle provided by the FMS is 4.0 degrees. — MOT TDH-Phase – During this phase, the mode follows FMS guidance to generate commands for an automatic descent to the hover waypoint (HOV) at a preset radar height (default is 50 ft AGL), The hover waypoint is located approximately 150 feet downwind and 150 feet to the left of the MOT waypoint to facilitate a visual approach to the target location. If entering in this phase the A/C is on the straight vertical virtual path produced by the FMS, AFCS controls A/C along this path (NPATH displayed on the collective field). If entering in this phase the A/C is below the vertical path, NRHT engages on collective axis EASA Approved
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(NRHT displayed on the collective field) and AFCS control height for level flight until approaching vertical path, then NPATH engages. During this phase AFCS control A/C along a lateral virtual path produced by the FMS (NPATH displayed on lateral field) and uses the FMS distance to the HOV waypoint to compute the ground speed profile to the HOV waypoint (NDCL displayed on longitudinal field) up to a maximum deceleration of 0.7 knots/sec. — Final Target Approach - During this phase, the pilot flies the aircraft (e.g.: HOV beep switch inputs) from the HOV waypoint to the target location at or near the MOT waypoint. During this phase the annunciation displayed on PFD are RHT on collective field and HOV on longitudinal and lateral fields At any time while MOT mode is engaged and prior to reaching the final hover height, it is possible to modify the final height reference by pressing the collective beep switch forward to decrease the final height reference or aftward to increase the final height reference. The final height reference is limited to the range from 50 feet to 150 feet AGL. During the MOT TD-Phase, pressing the collective FTR switch while in MOT mode causes the RHT mode to engage at the current radar altitude. During the MOT TD-Phase, pressing the cyclic FTR switch while in MOT mode causes the RHT and IAS modes to engage synchronizing the references at the current radar altitude and airspeed respectively. During the MOT TDH-Phase, pressing the collective FTR switch while in MOT mode causes the RHT mode to engage at the current radar altitude. During the MOT TDH-Phase, pressing the cyclic FTR switch while in MOT mode causes the HOV modes to engage synchronizing the HOV ground speed references to the current ground velocities. When reaching the reference height and groundspeed the RHT and HOV modes automatically engage. The MOT Mode can only be exited by pushing the MOT pushbutton or selecting another Search AFCS mode. WTR Winchman Trim Mode. This mode, (available in HOV Mode only) when selected by the pilot, displays a WTR message on the PFD and permits the Hoist Operator (HO) to control the aircraft hover lateral and longitudinal groundspeed using the cabin controller (mounted under the HO window) or hoist pendant five position switch. Groundspeeds up to a maximum of 10 kts, from the value established by the pilot in HOV mode, can be controlled by the HO. The five position switch allows the HO to control the aircraft fore - aft and lateral groundspeed. When the switch is Page S24-14
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moved towards the FWD label the aircraft moves forward, when moved towards L the aircraft translates laterally to the left and conversely R for translation right and AFT for rearward motion. Pushing the centre position of the five position switch the HO can reset his groundspeed corrections. Pilot input will over-ride HO input at any time. The WTR Mode can be exited by pressing the WTR pushbutton, or disengaging HOV mode. Note When WTR mode is engaged and the pilot wants to temporarily modify the ground speed by cyclic inputs against the force feel this should be carried out using a series of small inputs and after each input the cyclic should return into the detent position within 3 seconds to avoid a MISTRIM condition.
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FMS SEARCH PATTERNS The following search patterns are available: — Expanding Square — Sector — Creeping Line — Parallel. For a full description of Search mode search pattern operation refer to operators Manual. Search Patterns General — When the Search pattern defined by the pilots is activated and coupled with the AFCS the NAV system steers the desired search pattern allowing the pilot to carry out surveillance activities. — Search Pattern selection and activation are performed on the MCDU starting from the PATTERN page, that can be accessed from FMS page. When the search pattern is selected, the FMS requires the search pattern to be inserted on a valid waypoint of the active flight plan as point defined on the MFD/PFD MAP page as SPST (Search Pattern STart). The search pattern is calculated from the default parameters which can be modified and/or from input parameters through the MCDU SAR page. Once activated the search pattern waypoints are also entered in the Active Flight Plan displayed on the MCDU as “SPxx” where xx=02, 03, …,99 are the SAR pattern numbers (on the PFD/MFD the points are identified by a number only). — When flying a Search Pattern, the Search Pattern parameters can be modified on the appropriate search pattern page. Any parameter modified will take effect from the end of the current leg. — A search pattern can be suspended at anytime by pressing SUSPEND command on the active FPL page. The Search Pattern may be resumed by pressing RESUME or STEER SPxx commands, on the active FL page, which will continue the Search Pattern after the aircraft has returned to the previously suspended point or the aircraft has steered to the next SPxx waypoint. At SUSPEND the AFCS changes to from NAV to HDG, at RESUME, NAV mode must be re-selected on the AFCS control panel. Page S24-16
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During the SAR pattern the SUSPEND function is allowed only if the XTE (Cross-Track Error) is below 0.1 NM. When flying a Search Pattern, if MOT is pressed the Search Pattern is suspended with a after the MOT waypoint. At the end of MOT manoeuvre it may be resumed by coupling the NAV on the TO-FROM SAR leg. Note CHECK SAR SPEED will appear on MCDU alert page, with MSG annunciation on both PFDs, any time current IAS is more than 10 KIAS with respect to the SAR IAS selected within the SAR Pattern Page. Note CHECK WIND SPEED will appear on MCDU alert page, with MSG annunciation on both PFDs, at any time from the completion of SAR entry maneuver when the current wind magnitude calculated by FMS is more than 10 KIAS with respect to the SAR WIND selected within the SAR Pattern Page. Note BANK > 20 amber message will appear on MCDU SAR Pattern Page if the maximum roll steering, as computed by FMS, necessary to correctly fly the SAR pattern “on-path” is above the safety threshold of 20 degree for: night/poor visibility or sever meteorological SAR condition. Note “X LEGS NOT FEASIBLE” where X=2, …, 10 or “NOT FEASIBLE” message will appear on MCDU SAR Pattern Page if the first X legs of SAR pattern are not feasible or the whole SAR pattern is not feasible. These messages advise the pilots that the first legs or the whole SAR pattern will be flown with poor accuracy.
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Expanding Square Search The expanding square patterns are used to search a small area when some doubt exists about the distress position. They provide more uniform coverage than a sector search and may be expanded. Square searches are referred to as expanding square searches beginning at the datum and expanding outward. If the datum is a line instead of a point, the pattern may be changed to an expanding rectangle. Initial Length 08
04
05 Max Radius 01 Initial Track SPST
03
07
Leg Space
02
06 ICN-89-A-155000-G-00001-04191-A-001-01
The parameters required to construct the search plan are: • 1L - TURN:
Right/Left (Right default)
• 2L - SPACING:
0.2 - 20NM (0.5 NM default)
• 3L - IAS/GS:
Toggle switch to select between ground speed input and IAS input.
• 4L - MAX RADIUS:
2 - 50 (default 5 NM)
• 6L - RTN:
Return to previous page
• 1R - INIT TRK:
001 - 360 deg (as default the DTK of the leg that includes the search pattern)
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• 2R - LENGTH:
0.2 - 20 NM (0.5 NM default)
• 3R - IAS/GS:
Indicates the IAS speed or the GS speed required for the pattern.
• 4R - WIND SPD:
Indicates the Wind Speed used in the computation as TAIL wind component.
• 5R - MAX BANK:
Enter/display the angle of bank computed by FMS or forced by the Pilot.
• 6R - CONFIRM
Button to activate the Search pattern.
For “run-time” changes of the creeping geometry the following parameters can be changed and will take effect on the next leg: SPACING, LENGTH and MAX RADIUS. Note Using the expanding square definition parameters the FMS computes the feasibility of search pattern with the IAS/GSPD, wind, leg space/length and Max Bank defined by the pilot. In case X legs are NOT feasible the FMS displays the "X LEG NOT FEASABLE" message on MCDU where X is the first legs of expanding square search pattern up to 10 legs not feasible. This message is an advisory message only. If the pilot confirms the pattern through the CONFIRM button the pattern is accepted and executed but without any accuracy guarantee for the first X legs.
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EXPANDING SQUARE TURN LEFT / RIGHT SPACING IAS / GS MAX RADIUS
INIT TRK LEG
LENTGH
SPEED WIND SPD MAX BANK
< RTN
BANK >20
CONFIRM
ICN-89-A-155000-G-00001-04192-A-001-01
Figure S24-3 MCDU Expanding Square Search Page
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Multi Sector Search Sector Patterns are used when the position of distress is reliably known or the area searched is not extensive, and a concentration of effort is desired on the datum. The pattern resembles the spokes of a wheel and it is used to cover a circular search area. Generally, aircraft sector search areas do not have a radius greater than 20 to 30 miles, while marine craft use a maximum radius of 5 miles. Each leg is separated by an angle, based on the maximum track spacing and search radius, and connected by a cross leg equal to the maximum track spacing. 04
07
03
08
01 10
Initial Track SPST Radial Space 09
02 06
Sector Angle
05
Radius ICN-89-A-155000-G-00001-04193-A-001-01
The parameters required to construct the search plan are: • 1L - TURN:
Right/Left (Right default)
• 3L - IAS/GS:
Toggle switch to select between ground speed input and IAS input.
• 4L - RADIUS:
2 - 50 (default 10 NM)
• 6L - RTN:
Return to previous page
• 1R - INIT TRK:
001 - 360 deg (as default the DTK of the leg that includes the search pattern)
• 2R - ANGLE:
30 - 90° (default 60 degree)
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• 3R - IAS/GS:
Indicates the IAS speed or the GS speed required for the pattern.
• 4R - WIND SPD:
Indicates the Wind Speed used in the computation as TAIL wind component.
• 5R - MAX BANK:
Enter/display the angle of bank computed by FMS or forced by the Pilot.
• 6R - CONFIRM:
Button to activate the Search pattern.
For “run-time” changes of sector geometry all parameters can be changed because the aircraft overflys the start of pattern on every pass and when the geometry is changed the sector is re-designed in accordance with the new parameters. Note Using the Multi-Sector definition parameters the FMS computes the feasibility of search pattern with the IAS/GS, wind, leg space/length and Max Bank defined by the pilot. In case the legs of sectors are NOT feasible in terms of performance of coverage the FMS displays the "NOT FEASABLE" message on MCDU. This message is an advisory message only. If the pilot confirm the pattern through the CONFIRM button the pattern is accepted and executed but without any accuracy guarantee.
SECTOR TURN LEFT / RIGHT
INIT TRK ANGLE
IAS / GS RADIUS
SPEED WIND SPD MAX BANK
< RTN
CONF