Shreveport, LA 71137
SECTION I
SYSTEM DESCRIPTION
The information contained herein supplements the information of the basic Flight Manual. For limitations, procedures, and performance data not contained in this supplement, refer to the basic Flight Manual.
1. General
This avionics system is designed to provide the pilot with redundant communication, navigation, display, and automatic flight control systems (AFCS) for use in single-pilot IFR operations.
1.1 Basic description
1.1.1 SYSTEM COMPONENTS
Component: Reference Manufacturer
Flight Control Display Sys FMS 9.2-53 (single) ECD Or
Flight Control Display Sys FMS 9.2-49 (dual) ECD Standby Attitude Indicator FMS 9.2-56 or equivalent ECD
Standby VOR/ILS Indicator FMS 135M-150 MAI
AFCS:
Three-axis Autopilot System FMS 9.2-48 ECD
Pitch, Roll and YAW SAS FMS 9.2-5 ECD
Pitch Damper FMS 9.2-5 ECD
Navigation and communication system:
Two Nav / Com radios including: FMS 135M-150 MAI
VHF Communication VOR / Localizer Receiver Glide Slope Receiver GPS Receiver
Standby Navigation Receiver (optional) FMS 135M-150 MAI
Marker Beacon Receiver FMS 135M-150 MAI
DME FMS 135M-150 MAI
Radio Altimeter FMS 135M-150 MAI
Transponder with Mode S FMS 135M-150 MAI
Two Audio Systems FMS 135M-150 MAI
Altitude Alerting System (optional) FMS 135M-150 MAI
Miscellaneous Systems:
Two Inverters FMS 9.2-4 ECD
Two AHRS including magnetometers FMS 9.2-48 ECD
Two Air Data Computers (ADC) FMS 9.2-48 ECD
Second heated pitot system FMS 9.2-44 ECD
Search Light FMS 9.2-8 or equivalent ECD
Annunciators, controls, and switches FMS 135M-150 MAI
1.2 Displays and controls
1.2.1 Reconfiguration Control Unit (RCU) and Instrument Control Panel (ICP)
L R
INACTIVE
1.2.2 Autopilot Mode Select (APMS) panel
1.2.3 Cyclic functions
SAS, P damper reset SAS & AP cut-off pitch & roll attitude and upper mode function beep force trim release
A/P upper mode decouple
Spare
Transponder IDENT
Shreveport, LA 71137 1.2.4 Instrument panel APMS ICP #2 ICP #1 AUDIO #1 AUDIO #2 RCU ENG CONTROL ELEC CONTROL CAD VEMD XPNDR NAV / COM #1 NAV / COM #2 ND PFD STBY VOR / ILS
CLOCK STBY STBY STBY
A/S HORIZ ALT TRIPLETACH WARNING PANEL ALT ALERT STBY NAV 1 2 PGS 1 PGS 2 M K R N C B RAD DIM GPS DIM DME HOLD OBS
1.2.5 Instrument panel (Alternate Configuration)
Shreveport, LA 71137 1.3 Communication and Navigation
1.3.1 Combined navigation and communications system
The Garmin GNS-430/530 system consists of two fully integrated, panel mounted nav/com radios. The system consists of a GPS antenna, GPS Receiver, GPS navigation computer, VHF VOR/LOC/GS antenna, VOR/ILS/GS receiver, VHF COMM antenna and a VHF communications transceiver.
Com #1 frequencies may be transferred between standby and active via a dedicated switch on the pilot’s cyclic control grip (reference paragraph 1.2.3). Holding this switch down for 2 seconds or more will place the emergency frequency 121.5 in the active com 1 window.
NOTE: To go back to normal operation, after a “Com not Responding” message occurs, the radio must be cycled off then on.
Provided the GPS receiver is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications for VFR/IFR enroute, terminal, and non-precision instrument approaches. Number 1 GNS-430/530 VOR/ILS also drives the GI-106 A standby VOR/ILS Indicator directly. If the optional NR3320 VOR/ILS system is installed see 1.3.2 for GI-106A description.
1.3.2 Standby VOR / ILS System (Optional)
Standby VOR / ILS System consists of a dedicated Navigation Receiver (NR-3320) which Navigation Indicator (GA-106A) powered on the Emergency Battery Bus for VOR and LOC/ILS Navigation only.
1.4 Bus structure
1.4.1 EmergencyBattery Bus
The following components are available following electrical system failure and power is ensured for a minimum of 30 minutes:
• Standby Horizon
• Cockpit Floodlight
• Standby VOR / ILS System (Optional)
1.4.2 Essential buses
The following systems are available following dual generator system failure:
• Both Nav / Com radios
• Pitch and Roll SAS
• Yaw SAS
1.4.3 Shed bus
The following systems are shed only following dual generator system failure:
• PFD & ND
• Autopilot (Note: Pitch and Roll SAS and Yaw SAS is available.)
1.4.4 IFR avionics bus
The following shows the general architecture of the avionics bus:
STBY HOR STBY VOR / ILS CKPT LTS
AHRS 1 AHRS 2
PITCH SAS
ROLL SAS BUS 1 BUS 2
PFD ND ND PFD BLW PEL AHRS 2 ADC 2 AP 2 FCDM 2 DME RAD ALT FAN NAV 2 COM 2 TXP 1 2 NAV 1 COM 1 AHRS 1 MKR ALT ALERT FDCM 1 DTS AP 1 ADC 1 BLW PEL ND PFD AVIONICS MASTER 1 I I N N N V OR V M INV SEL SW AVIONICS ESS 1
EMER BUS 26 VAC BUS 1 26 VAC BUS 2 DISPLAY TST SW
SHED BUS 2 AVIONICS MASTER 2 AVIONICS SHED 2 AVIONICS ESS 2 ESS BUS 2 YAW SAS MAST MM PITCH DAMP INST LT A-COL LT INV 2 INV 1 MSTR 2 MSTR 1 ESS B1 ESS B2 ESS BUS 1 WIPER P / R SAS TRIM REL ROLL SEMA YAW SEMA AUD 1 AUD 2 XFR PUMP HOR BAT PIT HTR / ST HTR LDG LT PWR LDG LT CONT POS LT TRIM ACT (MTR) SHED BUS 1 SHED BUS 1 AVIONICS SHED 1 SHED BUS 2 ANN LT PAX LT XFR PUMP HI LOAD BUS 1 EMB 1 GEN 1 HL 1
SHED 1 BUS TIE 1
BUS TIE 2 GEN 2 EPU HL 2 SHED 2 EMB 2 BAT MSTR BOX BAT GEN 2 BATTERY 26 AH EPU HI LOAD BUS 2 GEN 1
Shreveport, LA 71137 SECTION II LIMITATIONS 2. LIMITATIONS
2.1 Approved operation
This helicopter is approved for single-pilot day and night VFR and IFR operation when the Metro Aviation, Inc. SPIFR kit (135M-150) is installed.
2.2 Operational limitations
Dispatch for single pilot IFR operation is permissible only with AFCS engaged and fully operational.
2.3 Compatibility with other optional equipment
The following kit is not compatible:
• External mirror (FMS 9.2-19)
2.4 Flight crew
The minimum flight crew consists of one pilot in the right crew seat.
2.5 Flight limitations 2.5.1 Forward speed
Min. Airspeed (V min IFR) 60kt
Never exceed speed (VNE IFR) VNE
Best rate-of-climb speed (VyIFR)=Vy 65kt
2.5.2 Vertical speed
Maximum rate of descent 1500ft/min
2.5.3 Approach angle limitations
Maximum glide slope angle for approach 4.6o
2.5.4 Bank angle limitation
Maximum bank angle above 12,000 feet pressure altitude 20°
2.5.5 Altitude limitations
2.5.6 Temperature limitations
Max OAT for aircraft operation is 45 oC.
Ventilation must be set to maximum if OAT is greater than 30oC.
Max OAT for AFCS continuous operation with loss of ventilation is 30oC.
Max AFCS operating time with loss of ventilation is 30 min when OAT is between 30oC and 35oC.
Max operating time on ground is 20 minutes when OAT is greater than 42oC. Max operating time on ground is 30 minutes when OAT is less than 42oC.
2.6 GPS limitations
A Pilot's Guide must be immediately available to the flight crew whenever navigation is predicated on the use of the system as follows:
GPS Model Manual P/N Rev. Level Date Effective
GARMIN GNS-430 190-00140-00 Rev. A Oct 1998 or later revision GARMIN GNS-530 190-00181-00 Rev. B May 2001 or later revision
2.6.1 Software versions
The GNS-430/530 must utilize the following or later FAA approved software versions:
Sub-System Software Version (GNS-430) Software Version (GNS-530)
Main 2.22 2.08
GPS 2.10 2.10
COMM 4.01 4.01
VOR/LOC 3.01 3.01
G/S 2.03 2.03
NOTE: The Main software version is displayed on the GNS-430/530 self test page immediately after turn-on for 5 seconds. The remaining system software versions can be verified on the AUX group sub-page 2, “SOFTWARE/DATABASE VER”.
2.6.2 GPS navigation limitations 2.6.2.1 Enroute
IFR enroute and terminal navigation predicated upon the GPS receiver is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data.
Shreveport, LA 71137 2.6.2.2 Approach
Instrument approach navigation predicated upon the GPS receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the GPS equipment database. The GPS equipment database must incorporate the current update cycle.
Instrument approaches utilizing the GPS receiver must be conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix.
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay is not authorized.
Use of the VOR/ILS receiver to fly approaches not approved for GPS require VOR/ILS navigation data to be present on the ND.
When an alternate airport is required, it must be served by an approach based on other than GPS or Loran-C navigation, the aircraft must have the operational equipment capable of using that navigation aid, and the required navigation aid must be operational.
VNAV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach Procedures does not guarantee Step-Down Fix altitude protection, or arrival at approach minimums in normal position to land.
2.6.3 GNS-430/530 Setup requirements
If not previously defined, the following default settings must be made in the “SETUP 1” menu of the GNS-430/530 prior to operation (refer to Pilot's Guide for procedure if necessary):
dis, spd kt (sets navigation units to “nautical miles” and “knots”)
alt, vs ft fpm (sets altitude units to “feet” and “feet per minute”)
map datum WGS 84 (sets map datum to WGS-84, see note below)
posn deg-min (sets navigation grid units to decimal minutes)
NOTE In some areas outside the United States, datums other than WGS-84 or NAD-83 may be used. If the GNS-430/530 is authorized for use by the appropriate Airworthiness authority, the required geodetic datum must be set in the GNS-430/530 prior to its use for navigation.
2.7 PLACARDS AND DECALS Placard:
Location:
Upper RH frame in full view of pilot
2.8 KIT CONFIGURATION AND ADDITIONAL REQUIREMENTS
Flight Control Display Sys FMS 9.2-53 (single) ECD Or
Flight Control Display Sys FMS 9.2-49 (dual) ECD Standby Attitude Indicator FMS 9.2-56 or equivalent ECD
Standby VOR/ILS Indicator GI-106A Garmin
AFCS:
Three-axis Autopilot System FMS 9.2-48 ECD
Pitch, Roll and YAW SAS FMS 9.2-5 ECD
Pitch Damper FMS 9.2-5 ECD
Navigation and comm system: FMS 135M-150 MAI Two Nav / Com radios including:
VHF Communication GNS-430/530 (2) Garmin
VOR / Localizer Receiver GNS-430/530 (2) Garmin
Glide Slope Receiver GNS-430/530 (2) Garmin
GPS Receiver GNS-430/530 (2) Garmin
NOTE; Garmin GNS-430/530 must be “MOD 2 or higher”
Marker Beacon Receiver KR-21 Honeywell
DME DM-441B Honeywell
Radio Altimeter KRA-405 Honeywell
Transponder with Mode S KT-70 Honeywell
Two Audio Systems AA95-863 Northern Airborne
Two Inverters FMS 9.2-4 ECD
Second heated pitot system FMS 9.2-44 ECD
Search Light FMS 9.2-8 or equivalent ECD
Spare headset and ICS Cord
THIS HELICOPTER IS APPROVED FOR VFR DAY AND
NIGHT OPERATION, AND FOR IFR OPERATION IN ACCORDANCE WITH THE APPROVED FLIGHT MANUAL.
Shreveport, LA 71137 SECTION III
EMERGENCY PROCEDURES 3. EMERGENCY AND MALFUNCTION PROCEDURES 3.1 General
The following condensed emergency procedures focus on electrical, AFCS, FCDS malfunctions that may be encountered during single pilot IFR operations.
Detailed emergency procedures relating to AFCS and FCDS can be found in the Flight Manual Supplements FMS 9.2-48 and FMS 9.2-53.
Emergency procedures relating to failures of basic aircraft systems are to be found in the basic Flight Manual with the exception of those cases, which are listed here.
3.2 Urgency of landing
In IMC the normally used terms as described in section 3 of basic flight manual as LAND AS SOON AS POSSIBLE defined as follows:
Try to reach VMC and continue in accordance with visual flight rules
If VFR is not possible, land at the nearest IFR airfield with a published instrument approach.
The term “LAND AS SOON AS PRACTICABLE “ remains unchanged.
3.3 AFCS malfunction
A malfunction of the AFCS in IMC may increase the pilot’s workload. In this case an airspeed lower than 120 knots for cruising flight and 100 knots for ILS approach is recommended.
3.4 AFCS Warnings
WARNING CONDITION CORRECTIVE ACTION
AP A. TRIM
with acoustic gong
Loss of complete autotrim function
3.5 CAD Cautions
CAUTION CONDITION CORRECTIVE ACTION
AUTOPILOT Failure or disengagement of
the autopilot -
Fly aircraft hands-on
- Reengage AP if appropriate
- land as soon as practicable
TRIM Failure of autotrim - Fly aircraft hands-on
- land as soon as practicable
GYRO Failure of a sensor such as
AHRS or rate gyro
- AHRS: see section 3.6
- Rate gyro: Monitor system performance
ACTUATION Failure of a series actuator - Fly aircraft hands-on
- land as soon as practicable
P/R SAS Failure of the P/R SAS - Monitor system performance
DECOUPLE Decoupling of an upper mode (Illuminated for 10 s) -
Fly aircraft hands-on
- Verify proper upper mode and reengage if appropriate
P DAMPER Failure of the pitch damper - Monitor system performance
YAW SAS Failure of the yaw SAS - Monitor system performance
GEN DISCON (SINGLE) Failure of a single generator (One generator alone will provide sufficient power for normal conditions.)
- Gen reset then norm
- If caution remains, Gen off
- Reduce electrical consumers as required
- land as soon as practicable
GEN DISCON (BOTH) Failure of both generators (Autopilot, PFD and ND will be inop, SAS remains operative) A minimum of 30 minutes will be available with the battery initially at 80% capacity
- Each Gen reset then norm
- If cautions remains, Gens off
- Reduce electrical consumers as required
- SHED BUS EMER ON if necessary
- Check volts and amps
- Land as soon as possible
INVERTER Failure of an inverter - Inverter sw to remaining inverter
HOR BAT 1. Standby horizon is
supplied by the emergency battery as in a dual
generator failure (60 minute minimum
emergency power supply) or
2. Emergency battery for the standby horizon is
discharged
- Pull HOR BAT CB (cuts the emergency battery from the aircraft electrical system)
- For case 1, flag appears in the standby horizon and aircraft power to the standby horizon is cut
- For case 2, no flag appears, HOR BAT CB in, land as soon as practicable
SHED EMER SHED Bus switch is in EMER
ON position -
Reduce electrical consumers as much as possible
Shreveport, LA 71137 3.6 PFD/ND Warnings
WARNING CONDITION CORRECTIVE ACTION
CHECKCONF MISMATCH PINPROG Major problem with configuration of system System must be serviced
FCDM Loss of PFD and ND - FCDM sw on RCU from N
to remaining system
- land as soon as practicable
- cross check with back up instruments
AHRS 1 OR 2 Loss of one AHRS - AHRS sw on RCU from N to
remaining system
- land as soon as practicable
AHRS 1 AND 2 Loss of both AHRS
No attitude, heading and vertical speed data
- use standby instruments - VOR course deviation is
available on composite
- land as soon as possible
ADC 1 OR 2 Failure of ADC computer - ADC sw on RCU from N to
remaining system
ICP 1 OR 2 Failure of ICP
The FCDS cannot be controlled by failed ICP
- ICP sw on RCU from N to remaining system
VOR OR ILS OR GPS Failure of NAV equipment - Check affected equipment
- Continue flight
GS AND/OR LOC Failure of localizer and
glideslope deviation
RA Failure of Radar Altimeter
WARNING DURING RECONFIGURATIONS, KEEP HAND ON CYCLIC STICK AND MONITOR AIRCRAFT RESPONSE WHILE CAREFULLY RELEASING CYCLIC STICK AFTER RECONFIGURATION AND REENGAGEMENT OF AUTOTRIM IF NECESSARY.
3.7 PFD/ND Cautions
CAUTION CONDITION CORRECTIVE ACTION
CHECK FCDM Cross talk discrepancy
between FCDMs -
Xcheck PFD and ND with backup instruments
- FCDM sw on RCU from N to correct working system
- Continue flight
CHECK PFD OR CHECK ND
Malfunction of respective
display -
Press off button on malfunctioning display
- Remaining display automatically turn to composite
- Continue flight
ALIGNMENT OR ALIGN AHRS is in alignment phase - Inflight maintain wings level for at least 90 seconds
FAN Failure of the avionics cooling ventilation
(If OAT is greater than 40°C and the FCDM overheats it may fail or automatically shutdown)
- Note OAT
- Land as soon as possible if OAT is greater than 40°C
↔
Sensor cross talk discrepancy(attitude, airspeed, heading, and altitude sensors)
- Xcheck PFD and ND with backup instruments
- Respective sw on RCU from N to correct working system
WARNING DURING RECONFIGURATIONS, KEEP HAND ON CYCLIC STICK AND MONITOR AIRCRAFT RESPONSE WHILE CAREFULLY RELEASING CYCLIC STICK AFTER RECONFIGURATION AND REENGAGEMENT OF AUTOTRIM IF NECESSARY.
3.8 TOTAL ELECTRICAL POWER LOSS Conditions / Indications
No more electrical power provided.
Standby Artificial Horizon, Cockpit Floodlight, and Optional Standby VOR / ILS are supplied by the emergency power supply (power supply is ensured for a minimum of 60 minutes).
Procedure
Shreveport, LA 71137 3.9 Cyclic trim actuator failure/runaway
Conditions / Indications
Unsymmetrical cyclic stick forces
Procedure
TRIM REL switch on cyclic grip - Press to eliminate forces If, after releasing TRIM REL switch, cyclic stick forces reappear:
TRIM ACT circuit breaker - Pull
Airspeed - Reduce to the lesser of 120
KIAS or VNE
NOTE The TRIM REL switch remains functional for force trimming, but the manual beep trim and automatic trim functions are disabled.
3.10 Loss of fuel information (failure of CAD lane) Conditions / Indications
Because of failure of CAD lane, no fuel information will be provided.
Procedure
Note the last known fuel state indication and time.
Bleed air consumers - Switch off if possible
Electrical power consumers - Reduce as much as possible
Both fuel transfer pumps - Check on
Flight - Continue, using consumption
and time calculations
NOTE Establish visual contact with ground as soon as possible and divert to alternate destination if closer.
3.11 Communication and/or ICS failures Conditions / Indications
Loss of some or all transmit/receive functions and/or intercom functions
Procedures
NORM/EMERG switch - EMERG
If problem persists - Use spare headset and ICS cord
NOTE Holding the com #1 freq transfer switch on the pilot’s cyclic on for 2 seconds or more will place the emergency frequency 121.5 in the active com 1 window.
3.12 Loss of PFD and ND Conditions / Indications
Failed PFD or ND screen blank with a large white F displayed
Procedure
Refer to backup instruments
Press OFF buttons of the failed displays twice to attempt reset
NOTE SMD symbology should reappear within 30 seconds
NOTE Autopilot use should be limited to ALT hold, and IAS hold only if PFD and ND displays cannot be recovered.The complete navigation situation may be monitored via the integrated displays in the GNS 430 radios by selecting the appropriate displays and use of the Standby VOR/ILS System.
3.13 GNS-430/530 abnormal operating procedures 3.13.1 Communications
In an in-flight emergency, depressing and holding the #1 Com transfer button for 2 seconds will select the emergency frequency of 121.500 MHz into the "Active" frequency window.
NOTE: In event of a loss of both GNS-430/530 units, holding the com #1 freq transfer switch on the pilot’s cyclic on for 2 seconds or more will place 121.5 in the #1 Com for emergency communications.
3.13.2 Navigation
If navigation information is not available or invalid, utilize remaining operational navigation equipment as required.
If "RAIM POSITION WARNING" message is displayed the system will flag and no longer provide GPS based navigational guidance. The crew should revert to the VOR/ILS receiver or an alternate means of navigation other than the GPS receiver.
If "RAIM IS NOT AVAILABLE" message is displayed in the enroute, terminal, or initial approach phase of flight, continue to navigate using the GPS or revert to an alternate means of navigation. When continuing to use GPS navigation, position must be verified every 15 minutes using VOR/ILS receiver or another IFR-approved navigation system.
Shreveport, LA 71137
If "RAIM IS NOT AVAILABLE" message is displayed while on the final approach segment, GPS based navigation will continue for up to 5 minutes with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the system will flag and no longer provide course guidance with approach sensitivity. Missed approach course guidance may still be available with 1 nautical mile CDI sensitivity by executing the missed approach.
In the event of a dual GNS-430/530 System failure that can’t be reset by cycling power to units navigation is to be accomplished with the Standby VOR/ILS System. If emergency communications is not available proceed using standard loss of communications procedures.
SECTION IV
NORMAL PROCEDURES 4. NORMAL PROCEDURES
NOTE Before starting engines, make sure that the Master Avionics switches are off; transient voltages that can occur during engine start may induce premature failures.
4.1 System checks 4.1.1 STBY/HOR TEST:
STBY/HOR switch - TEST position 5 seconds
CAD - HOR BAT REMAINS on
(MISC)
STBY/HOR switch - ON, release cage button. Wait
3 minutes for correct indication
CAD - HOR BAT must go off
CAUTION THE FOLLOWING SYSTEM CHECKS SHOULD BE PERFORMED AFTER STARTING ENGINES (ENGINES AT IDLE) AND HYDRAULIC CHECKS PERFORMED.
4.1.2 AC power system
INV 1 and/or INV 2 switch - ON
INV SEL AC BUSS SPLY - NORM
Avionics MasterSwitches - ON
4.1.3 P&R SAS
- Push
- Check CAUTION indication: P & R SAS
YAW SAS SAS DCPL push-button
CAD
P DAMPER
SAS RST switch - P&R and yaw axes and
Shreveport, LA 71137 4.1.4 FCDS
NOTE The FCDS may not power up correctly if all FCDS equipment does not power up at the same time. Ensure all FCDM, PFD, and ND circuit breakers are in before applying power to the system.
When power is initially applied (Avionics Master switches ON), a self-test is performed automatically. During self-test a large white “T” is displayed on both displays. After approximately 30 seconds default PFD and ND images appear.
RCU controls - Check N and MASTER to R
NOTE Selection of normal configuration is recommended to provide the architecture for maximum flight safety.The MASTER Switch has no effect in the Left position and is electrically wired to the Right for safety.
CAUTION DO NOT PUSH TST PUSH PUTTON ON ICP WHEN ENG MAIN SW IS SELECTED TO FLIGHT.
TST push button on both ICPs - Push and hold:
- Rack fans will be checked Optional RA check:
- RA indicates 45 to 50 ft.; if DH is set <50 ft, DH alarm
comes on
NOTE During test a white TST message is displayed on all SMD’s
SMDs - Check briefly FAN message
on then off.
TST button on both ICP’s - Release
Radar Altimeter - Check:
Rad Alt indicates 0 feet DH audio sounds
Display presentation - Select as desired
BRT control knob - Adjust for desired display
illumination
CAUTION BRIGHTNESS OF PFD, ND, MUST BE ADJUSTED PROPERLY TO ENSURE RED FAILURE INDICATIONSCAN BE EASILY VIEWED
BRIGHTNESS OF NAV / COM RADIOS MUST BE ADJUSTED PROPERLY TO ENSURE RADIO DISPLAY SCREENSCAN BE EASILY VIEWED
Display Test (PFD & ND power supply test)
NOTE Test is required before each flight when IFR operations are anticipated.
DISPLAY TEST switch - BUS 1; check for normal
operation of PFD & ND - BUS 2; check for normal
operation of PFD & ND
DISPLAY TEST switch - Return to NORM position
4.1.5 AFCS
NOTE The entire system preflight check has to be performed prior to each IFR flight. The system test is initiated with autopilot off, collective full down and locked, cyclic stick in neutral position, P&R SAS, pitch damper and yaw SAS engaged.
During the system test the helicopter should not be moved nor should the pilot touch the controls as this may cause false errors to be detected by the computer (the cyclic stick will move itself while the computer performs the test cycle).
Encoding altimeter - ON, check set
Transponder - TEST, then SBY
4.1.6 AFCS preflight test
AP TEST button - Push to initiate system test
(On lamp of test button flashes during test)
Warning Panel – Check - AP/A.TRIM appear
CAD - Cautions appear:
- AUTOPILOT - TRIM - ACTUATION - P/R SAS - GYRO - DECOUPLE and briefly: - YAW SAS - P DAMPER PFD YR and P
(Flashing for 10 sec, then OFF)
Shreveport, LA 71137
Cyclic stick - Check for proper motion
during test procedure
Test button light - Out (signifies successful
test)
CAD - All relevant autopilot
cautions disappear
AP button - Push to engage autopilot;
OFF light extinguishes
If AFCS fails self test:
CAD - respective CAUTION of the
detected failure remains on
TEST button - Press to acknowledge test
failure
AFCS - Not completely available
NOTE If AUTOPILOT appears on the CAD the autopilot is not available. If TRIM appears on the CAD the autotrim mode is not available, however the autopilot can be used in AP SAS mode.
If the preflight test for the AFCS has failed, perform the following checks and repeat the test:
Collective lever - Check down
Cyclic stick - Check in neutral position
and freedom of movement Cyclic stick grip ATT TRIM switch - Check for proper beep trim
function
AP Test - Recheck
4.2 Pre-takeoff check
AP Button - Press to engage autopilot
Check to see that “OFF” lamp goes out
A. TRIM button - Ensure that “OFF” lamp is
not illuminated
NOTE If the A.TRIM mode is switched off, it may be re-engaged any time desired. The A. TRIM function is mandatory for use of all upper modes.
Altimeter - Set to proper setting
Decision Height - Set as desired
Navigation radios - Proper frequencies or modes selected
Navigation course - Set as desired
Communication radios - Proper frequencies selected
Attitude indications - Confirm proper on PFD
Confirm proper on standby attitude indicator
4.3 Nav / comm operations
Detailed operating procedures are contained in the following Pilot Guides:
Nav / Comm Model Manual P/N Rev. Level Date Effective
GARMIN GNS-430 190-00140-00 Rev. A Oct 1998 or later revision GARMIN GNS-530 190-00181-00 Rev. B May 2001 or later revision
4.3.1 Nav display
The GNS-430/530 System data will appear on the ND. The source of GPS data is determined by the GPS 1 / GPS 2 selector / to the left of the PFD. The Number 1 GNS-430/530 VOR/ILS data will always be displayed on the GI-106A standby VOR/ILS indicator unless the optional Standby VOR/ILS receiver is installed, see 4.3.4
4.3.2 Autopilot operation
Coupling of the navigation system steering information to the autopilot can be accomplished by engaging the autopilot in the NAV or APR mode and ensuring the appropriate information is displayed on the ND.
The autopilot system is using course information supplied by the GNS-430/530 system and the ND course pointer is automatically driven to the desired track.
4.3.3 Crossfill operations
For dual installations, crossfill capabilities exist between the number one and number two systems. Refer to the GARMIN GNS-430/530 Pilot’s Guide for detailed crossfill operating instructions.
4.3.4 Standby Navigation
Navigation is indicated on the dedicated Standby Navigation Indicator (GI-106A) and is powered via the Emergency Battery. Reference Becker operating
instructions P/N 0516.718-071 Issue 12/97 or later for detailed operation instructions.
Shreveport, LA 71137 4.4 IFR operation
NOTE Flights into extreme turbulence (e.g. thick building clouds) should be avoided or conducted with appropriate precaution.
When operating near the extremes of the flight envelope or in turbulence, reducing airspeed by 10 to 15 kt may reduce pilot’s workload.
To reduce the potential for vertigo effects when flying in clouds, it is recommended that the strobe lights are switched off.
4.5 Approach under IMC
Recommended instrument approach speed 70-135 kt
4.6 AFCS operation
When selecting the upper modes of the AFCS, the selection is identified by an “ON”, “A” (armed for capture), or “C” (Capture) caption on the appropriate select button on the APMS panel. Annunciation of the selected mode is also presented in the primary flight display (PFD). Arming of a selected mode is displayed on the PFD as a blue caption that turns to green upon capture.
Only one pitch-axis and one roll-axis mode may be active at the same time. When a second mode in an axis is selected, the first is cancelled. However, for those modes which have arm / capture functions, the first mode will remain on when the armed mode of the second is active; when the armed mode changes to capture, the first mode is cancelled.
Before liftoff, ensure that the AFCS is on and A.TRIM has not been de-selected. TRIM REL switch on cyclic - Press and hold during liftoff
Maneuver to desired attitude and release.
NOTE It is possible to modify the pitch and/or roll attitude by use of the lower 4-way switch (ATT TRIM) on the cyclic grip whenever an upper mode in the specific axis is not engaged. The attitude beep function is disabled in the axis or axes in which an upper mode is active. However, this switch does function to modify the selected value when the modes of HDG, IAS, VS, and ALT are engaged.
With the HDG, IAS, VS or the ALT mode(s) selected the respective reference values will be marked with green triangles on the PFD. To make changes of the reference values, the ATT TRIM switch may be used to modify the selected value. The HDG button on the AFCS control panel may also be used for heading changes.
Climb at or above 60 knots IAS - Pitch axis – use attitude hold, IAS, or VS.
- Roll axis – use attitude hold, HDG or NAV.
NOTE All upper modes are inhibited at indicated airspeeds less than 60 knots except IAS which may used at 40 knots and above
Attitude hold/attitude beep - Maneuver the helicopter to desired attitude and release trim release button.
- Pitch and roll attitude may be modified by longitudinal and lateral action on 4-way trim switch on cyclic grips. Indicated airspeed hold (IAS) - Maneuver the helicopter to
desired airspeed and select IAS button on APMS. “ON” illuminates and “IAS” is annunciated on the PFD and a green triangle is displayed at the reference airspeed. - Modify the reference
airspeed as desired via the 4-way beep switch.
Vertical speed hold (VS) - Maneuver the helicopter to the desired vertical speed and select V/S on the APMS “ON” illuminates and “V/S” is annunciated in the PFD and a green triangle is displayed at the reference vertical speed. - Modify the reference vertical
speed via the 4-way beep switch on the cyclic.
Navigation (NAV)
VOR enroute or long-range navigation system
- Select desired navigation system
and ensure that it is displayed in the ND.
- Ensure desired navigation system is valid.
- Select desired course on ND. - Select NAV mode on APMS.
Shreveport, LA 71137
PFD.
- If NAV mode is in armed mode (“A”), the HDG mode, if
previously selected, will remain active until the selected course is captured.
VOR approach (VOR A.) - Select desired VOR
frequency and ensure that the appropriate information is displayed on ND.
- Select desired course on ND. - Select APP mode on APMS. - Check that “A” or “C”
illuminates and “VOR A.” is annunciated.
- If NAV mode is in armed mode (“A”), the HDG mode, if previously selected, will remain active until the selected course is captured.
NOTE The maximum roll attitude for all coupled modes except LOC is 0.15 x IAS in knots limited to 21°. This approximates the bank angle required for a standard-rate turn. To facilitate capture of the localizer with minimum overshoot, the maximum roll attitude for coupled LOC approach is 0.225 x IAS in knots limited to 28°
Normal procedure is to use #2 Navigation information for Autopilot coupling, use of cross-sided information on the Autopilot is not recommended.
ILS approach (APP & GS) (if GS Mode is disabled GS coupling is unavailable.)
- Select appropriate ILS frequency and select navigation display in ND. - Ensure signal is valid. - Set final approach course in
ND.
- When in the position for initiating approach, select APP button on APMS.
- Check that “A” or “C” is illuminated and “LOC” is displayed on PFD.
- Select GS button on APMS. - Check that “A” or “C” is
displayed on PFD.
Important Note:
GS Mode Operation
Effectivity If Autopilot software upgrade E 6_18 is not installed.
Glide slope mode must not be armed before glide slope indication is steady within the indication range.
For US registered helicopters the glide slope mode has been de-activated and is presently not available.
Effectivity If software upgrade E 6_18 is installed. GS is fully operational.
Automatic level-off
(if GS Mode is disabled Auto leveling is unavailable.)
- Slightly before reaching 65 feet above ground, the G/S mode reverts to ALT and the helicopter maintains 65 feet radar altitude
Go-around (GA) - Push GA button on collective
- “ON” illuminates on IAS button on the APMS and “GA” is annunciated in the PFD.
- A green triangle shows the reference airspeed at 75 knots.
- The reference airspeed may be modified via the 4-way beep switch.
NOTE For detailed information concerning use of the display modes, controls, and autopilot refer to section 7 of FMS 9.2-53 for displays and FMS 9.2-48 for autopilot
Shreveport, LA 71137
SECTION V PERFORMANCE DATA 5 PERFORMANCE DATA
