AW139 - RFM - 4D

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AW139

ROTORCRAFT FLIGHT MANUAL

Copy assigned to rotorcraft:

S/N . . . . . . . . . . . . . . . . . . . . . . . . .
Registration Marks . . . . . . . . . . . . .

ISSUE 1 : 22-08-2006
Rev. 9 : 28-02-2008

AW139 and AB139 are two names of the same product.

They identify two batches of aircraft manufactured in conformity
with a unique Type Certificate Data Sheet
Where not specifically declared, the content of this document is
applicable to both AW139 and AB139 helicopters.

Continuing airworthiness criteria for the AW139 is developed and maintained

by Agusta, who is the holder of the type certificate in the state of design.

E.A.S.A. Approval Date:

22 August 2006.

UNMAINTAINED COPY
AGUSTA PUB. CODE: 502500032

FOR INFORMATION ONLY

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FOR INFORMATION ONLY
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This publication contains information proprietary to the Agusta S.p.A.

Reproduction and/or resale of the information or illustrations contained
herein is not permitted without the written approval of VDG CUS-
TOMER SUPPORT - Customer Support Engineering Department.
Additional copies of this publication and/or change service may be
obtained from:

AGUSTA S.p.A.
VDG CUSTOMER SUPPORT
Customer Support Engineering Department
Via per Tornavento, 15
21019 Somma Lombardo (VA) - Italy
Tel.: (+39) 0331 711345 - Fax.: (+39) 0331 711184
http://www.agusta.com - e-mail:
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 AW139 - RFM - 4D Table of Contents
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TABLE OF CONTENTS

Page
Record of Temporary Revisions TR-1
Record of Revisions A-1
Record of Effective Pages B-1
Introduction I-1

PART I - E.A.S.A. APPROVED

Section
Limitations 1-1
Normal Procedures 2-1
Emergency and Malfunction Procedures 3-1
Performance Data 4-1
Optional Equipment Supplements 5-1

E.A.S.A. Approved TOC-1

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PART II - MANUFACTURERS DATA

Section
Weight and Balance 6-1
System Description 7-1
Handling, Servicing and Maintenance 8-1
Supplemental Performance Information 9-1

TOC-2 E.A.S.A. Approved

 AW139 - RFM - 4D Record of
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Record of Revisions
REVISION
SUBJECT E.A.S.A. APPROVED
No.
--- ISSUE Letter No. 2004-11404
Dated: November 25,
2004
1 Revised pages: TOC-1 and TOC-2, Approval No. 2005-62
A-1, B-1 thru B-4, 1-2 thru 1-4; 1-11; 1- Dated: January 03, 2005
18; 1-24; 2-23; 2-34; 3-137 thru 3-139;
3-143; 4-i thru 4-iii; 4-10 and 4-11; 4-
27; 4-29; 4-32; 4-36; 4-40; 4-44; S1-6;
S2-ii thru S2-iv; S2-15 and S2-16; S2-
23; S2-25; S2-27; S2-31; S2-41; S2-
43; S2-45; S2-49; S3-7; 7-36, 7-45, 8-
10; 8-11; 8-12.
2 Revised pages: A-1, B-1 thru B-3, 5-1 Approval No. 2005-2352
and 5-2. Dated: March 14, 2005
Added Supplement 5.
3 Revised pages: A-1, B-1 thru B-3, I-4 Approval No. 2005-2676
thru I-12, 1-i thru 1-iv, 1-1 and 1-2, 1-5 Dated: March 24, 2005
thru 1-62, 2-i and 2-ii, 2-1 thru 2-48, 3-ii
thru 3-iv, 3-vi thru 3-viii, 3-11, 3-14 thru
3-16, 3-18 thru 3-20, 3-22 thru 3-24, 3-
26 thru 3-106, 3-146 and 3-147, 3-151
thru 3-180, 4-i and 4-ii, 4-7 and 4-8, 4-
15 thru 4-58, 5-1 and 5-2, S2-i thru S2-
iii, S2-6 and S2-7, S2-9 thru S2-66, S3-
7, S4-1, S5-i and S5-ii, S5-3 thru S5-
28, 7-i thru 7-iii, 7-17 thru 7-82.
Added Supplement 6.
4 Revised pages: A-1, B-1 thru B-4, 5-2, Approval No. 2005-3995
6-7. Dated: May 03, 2005
Added Supplements 7.
5 Revised pages: A-1, B-1 thru B-4, I-4 Approval No.
thru I-6, I-8, 1-iii, 1-2, 1-6, 1-9, 1-11, 1- EASA.R.A.01003
19, 1-21, 1-27, 1-51, 1-53, 1-54, 2-4, 2- Dated: June 17, 2005
20, 2-29, 2-42, 3-viii, 3-69, 3-151, 3-
177 and 3-178, 5-i, 5-2.
Added pages: 5-3 and 5-4.
Added Supplements 8 and 10.

UNMAINTAINED COPY
E.A.S.A. Approved Page A-1

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REVISION
SUBJECT E.A.S.A. APPROVED
No.
6 Revised pages: A-2, B-1 thru B-4, 5-2 Approval No.
and 5-3. EASA.R.A.01004
Added Supplement 9. Dated: July 07, 2005
7 Revised pages: A-2, B-1 thru B-4, I-4 Approval No.
thru I-10, 1-ii, 1-23, 1-60, 2-i, 2-12 thru EASA.R.A.01008
2-17, 2-21, 2-23 thru 2-26, 2-34, 2-39 Dated: July 28, 2005
and 2-40, 2-44, 2-47, 3-vii, 3-60, 3-67,
3-171, 4-9 thru 4-11, 4-13, 5-i, 5-2 and
5-3, S5-22 and S5-23, S5-25, 7-26, 7-
35, 7-38.
Added pages: B-5 and B-6.
Added Supplement 14.
8 Revised pages: A-2, B-1 thru B-5, 5-1 Approval No.
thru 5-3, S5-i and S5-ii, S5-1, S5-3 thru EASA.R.C.01249
S5-7, S5-9, S5-11 and S5-12, S5-21 Dated: September 27,
thru S5-23, S5-25, S5-27 and S5-28. 2005
Added pages: S5-iii thru S5-vi, S5-29
thru S5-112, S14-1.
9 Revised pages: A-2, B-1 thru B-5, 1-iii, Approval No.
1-2 thru 1-4, 1-13, 1-15, 1-24, 1-31, 2- EASA.R.A.01044
36, 3-17, 4-i and 4-ii, 4-15, 4-17, 4-20 Dated: October 07, 2005
thru 4-22, 4-24 and 4-25, 4-31, 4-33, 4-
35, 4-37, 4-43 thru 4-58, 5-2 and 5-3,
S2-ii thru S2-iv, S2-6, S2-9, S2-11, S2-
13, S2-15, S2-24 thru S2-29, S2-31,
S2-33, S2-35, S2-42 thru S2-66, S5-5,
S6-4, 6-i, 6-2 thru 6-20, 8-1.
Added pages: 4-59 thru 4-62, S2-67
thru S2-70, 6-21 thru 6-24.
Added Supplement 15.
10 Revised pages: A-2, B-1 thru B-6, 1-1, Approval No.
1-6, 1-18 thru 1-20, 1-22 thru 1-25, 1- EASA.R.A.01066
39, 1-53 and 1-54, 2-i and 2-ii, 2-1, 2-8, Dated: November 28,
2-15 and 2-16, 2-19, 2-26, 2-30 thru 2- 2005
32, 2-34, 2-36, 2-40, 2-46, 3-iii thru 3-
vii, 3-48, 3-67, 3-85, 3-108, 3-155, 3-
165, 3-167, 4-62, 5-i, 5-2 thru 5-4, S6-
4, S9-i, S9-4, S9-11 thru S9-16, S9-18,
9-ii, 9-4 thru 9-38.

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REVISION
SUBJECT E.A.S.A. APPROVED
No.
Added pages: A-3 and A-4, B-7 and B-
8, 3-48A and 3-48B, 3-108A and 3-
108B, S9-19 and S9-20, 9-39 thru 9-
60.
Added Supplements 12, and 16.
11 Revised pages: A-3, B-1 thru B-7, 1-5, Approval No.
5-2 thru 5-4, S8-3, S14-i, S14-4 thru EASA.R.C.01475
S14-6, S16-i, S16-5. Dated: January 13, 2006
Added pages: S14-7 and S14-8.
Added Supplement 11.
12 Revised pages: A-3, B-1 thru B-8, 1-i, Approval No.
1-6 and 1-7, 1-20, 1-25, 5-i, 5-2 thru 5- EASA.R.A.01091
4, S11-i, S11-29 and S11-30. Dated: February 16,
Added Supplements 18, 19 and 20. 2006
13 Revised pages: A-3, B-1 thru B-8, I-1, Approval No.
I-3 thru I-11, 1-i, 1-iii and 1-iv, 1-1, 1-5, EASA.R.A.01124
1-24, 1-30 and 1-31, 2-i and 2-ii, 2-7 Dated: May 02, 2006
thru 2-9, 2-17 thru 2-22, 2-24 and 2-25,
2-31, 2-34 thru 2-41, 2-44 and 2-45, 3-ii
thru 3-vii, 3-18, 3-25 and 3-26, 3-38, 3-
49 and 3-50, 3-60, 3-79, 3-81 and 3-82,
3-91 and 3-92, 3-121, 3-123, 3-125, 3-
130, 3-137, 3-167, 3-173 and 3-174, 3-
178, 5-2 thru 5-4, S3-6, S3-11, S3-19,
S5-i and S5-ii, S5-6, S5-22, S11-i and
S11-ii, S11-9 thru S11-12, S11-28 and
S11-29, S12-8, S12-11, S12-23, S12-
25, S12-71, S12-101, S12-105, S12-
128, S12-237, S12-242 and S12-243,
S15-4, 7-i thru 7-iii, 7-2 thru 7-4, 7-13
thru 7-82, 8-3, 8-5.
Added pages: B-9 and B-10, 1-4A and
1-4B, S11-14A and S11-14B, 7-7A and
7-7B, 7-83 thru 7-86.
Added Supplements 13, 17 and 21.
14 Revised pages: A-3 and A-4, B-1 thru Approval No.
B-10, I-3 thru I-12, 1-ii thru 1-iv, 1-6, 1- EASA.R.A.01164
20, 1-29 thru 1-31, 1-39, 1-60 thru 1- Dated: July 14, 2006
62, 2-31 thru 2-34, 2-46, 3-23, 3-30
and 3-31, 3-48, 3-108B, 3-135, 3-140,

E.A.S.A. Approved Page A-3

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REVISION
SUBJECT E.A.S.A. APPROVED
No.
3-168, 4-13, 4-20 thru 4-27, 4-33, 4-35,
4-38 thru 4-61, 5-i, 5-3 thru 5-6, S2-iii,
S2-25 thru S2-29, S2-33, S2-35, S2-37
thru S2-52, S2-55, S2-57, S2-59 thru
S2-70, S5-25, S5-29 thru S5-48, S5-51
thru S5-110, S12-6, S12-43, S12-46
thru S12-63, S12-83, S12-85, S12-87,
S12-89, S12-117, S12-120, S12-129,
S12-139, S12-141, S12-143, S12-145,
S12-147, S12-149, S12-151 thru S12-
168, S12-187, S12-195, S12-201, S12-
203, S12-213, S12-215, S12-218 thru
S12-235, S12-246, S13-27 thru S13-
36, S13-38 thru S13-63, S16-i, S16-5,
7-i thru 7-iii, 7-12 thru 7-88, 9-4 thru 9-
58.
Added pages: 5-5 and 5-6
Added Supplements 22, 23, 24 and 25.
--- ISSUE 1 Approval No.
EASA.R.C.01901
All page headings updated for the new Dated: August 22, 2006
product name.
Explanatory note introduced on the
front page of the manual.
No other changes with respect to the
formal approval of Rev. 14.
1 Revised pages: A-4, B-1 thru B-6, 1-i, Approval No.
1-iii, 1-7, 1-19, 1-22 and 1-23, 1-27, 1- EASA.R.A.01252
62, 2-11 thru 2-14, 2-16 and 2-17, 2-21, Dated: December 14,
3-23, 3-31, 3-75, 3-89, 3-91, 4-12 and 2006
4-13, 5-3, 5-5 and 5-6, S11-iii and S11-
iv, S11-1 and S11-2, S11-7 thru S11-30,
S13-1, S19-5, S20-5, S23-9, 6-2 and 6-
3, 7-i thru 7-iv, 7-6, 7-15 thru 7-90.
Added pages: B-7 and B-8, 1-33a and
1-33b, S11-31 thru S11-36, 7-91 thru 7-
100.
Added Supplements 26, 27, 28, 29, 30
and 31.

Page A-4 E.A.S.A. Approved

Rev. 1
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REVISION
SUBJECT E.A.S.A. APPROVED
No.
2 Revised pages: B-1 thru B-8, I-4 thru I- Approval No.
11, 2-6 thru 2-10, 2-15 and 2-16, 2-18 EASA.R.A.01297
and 2-19, 2-21, 2-24, 2-26, 2-35, 3-iii, Dated: May 11, 2007
3-14, 3-25, 3-36, 3-48, 3-52 and 3-53,
3-55 and 3-56, 3-71, 3-76, 3-79, 3-89
thru 3-92, 3-94, 3-97, 3-108 and 3-109,
3-120, 3-134, 3-145, 3-157, 5-3, S1-iii,
S1-4, S2-iii, S2-15, S5-iii, S5-10, S14-
3, S18-1, S19-ii, S19-iv, S21-iii, S21-4
thru S21-6.
Added pages: A-5 and A-6.
3 Rec. of Revisions Pages: Approval No.
A-5 and A-6. EASA.R.C.02030
Rec. of Effective Pages: Dated: June 18, 2007
B-1 thru B-10.
Introduction:
I-13 and I-14.
Section 1 Pages:
1-7, 1-21, 1-31 and 1-32, 1-49, 1-60.
Section 2 Pages:
2-ii, 2-39, 2-41, 2-47, 2-49 and 2-50.
Section 3 Pages:
3-i thru 3-iii, 3-vi thru 3-viii, 3-9, 3-11, 3-
15, 3-38, 3-51, 3-59, 3-59 thru 3-64, 3-
130 thru 3-132, 3-135, 3-144, 3-154
thru 3-156, 3-171.
Section 5 Pages:
5-1, 5-3 thru 5-6, S3-i, S3-iii and S3-iv,
S3-1 thru S3-24, S11-11, S12-237 thru
S12-239, S21-2, S22-iii, S22-6, S23-iii
and S23-iv, S23-2 thru S23-4, S23-9
and S23-10, S23-12 and S23-13, S23-
19 thru S23-26, S28-i, S28-1.
QRH Revision required
Section 5: Approval No.
S34 New issue EASA.R.C.02185
QRH Revision required Dated: June 18, 2007
Section 5: Approval No.
Pages 5-4 thru 5-6 EASA.R.C.02125
Dated: June 18, 2007

E.A.S.A. Approved Page A-5

Rev. 3
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REVISION
SUBJECT E.A.S.A. APPROVED
No.
4 Rec. of Revisions Pages: Approval No.
A-6. EASA.R.C.02238
Rec. of Effective Pages: Dated: July 30, 2007
B-1 thru B-10.
Section 5 Pages: S12-9, S12-13, S12-
18 thru S12-25, S12-63, S12-66 thru
S12-70, S12-72 thru S12-74, S12-91
thru S12-93, S12-96, S12-100, S12-
100a and S12-100b, S12-101 thru
S12-105, S12-119, S12-124 thru S12-
130, S12-130a and S12-130b, S12-
167 and S12-168, S12-170, S12-173,
S12-176, S12-176a and S12-176b,
S12-177 and S12-178, S12-180 and
S12-181, S12-187, S12-190, S12-192
thru S12-195.
QRH Revision required
Section 5 Pages: Approval No.
5-3, 5-4 and 5-6. EASA.R.C.02221
S33 New issue. Dated: July 30, 2007
Section 1 Pages: Approval No.
1-8, 1-15. EASA.R.C.02415
Section 4 Pages: Dated: July 30, 2007
4-15, 4-17.
QRH Revision required
Section 3 Pages: Approval No
3-148 and 3-149, 3-169, 3-169a and 3- EASA.R.A.01346
169b. Dated: July 30, 2007
Section 5 Pages:
S24-iii, S24-1 thru S24-4.
QRH Revision required
5 Section 5 New Issue Supplement 38 Approval No.
EASA.R.C.02613
Dated: October 19, 2007
Section 5 New Issue Supplement 39 Approval No.
EASA.R.C.02614
Dated: October 19, 2007

Page A-6 E.A.S.A. Approved

Rev. 5
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REVISION
SUBJECT E.A.S.A. APPROVED
No.
5 (cont.) Section 5 New Issue Supplement 35 Approval No.
EASA.R.A.01300
Dated: October 19, 2007
Section 5 New Issue Supplement 36 Approval No.
Section 5 Supp. 29 Pages: S29-1 to EASA.R.A.01383
S29-20 Dated: October 19, 2007
Section 5 New Issue Supplement 37 Approval No.
EASA.R.A.01301
Dated: October 19, 2007
Section 1 Pages: 1-64 Approval No.
Section 2 Pages: 2-2, 2-13 EASA.R.A.01374
QRH Revision required Dated: October 19, 2007
Section 3 Pages: 3-108, 3-127, 3-137,
3-144, 3-155, 3-169a
and 3-169b
QRH Revision required
Section 5 Intro Pages: 5-3 to 5-8
Supp. 19 Pages: S19-3 to
S19-5
Supp. 20 Pages: S20-3 and
S20-4
Supp. 25 Pages: S25-1 and
S25-2
Section 6 Pages: 6-9, 6-17, 6-20, Manufacturers Data
Chart E
Section 7 Pages: 7-87, 7-89, 7-101 to
7-104
6 Section 5 Intro Pages: 5-1, 5-3, 5-4, Approval No.
5-5, 5-7, 5-8. EASA.R.C.02698
Supp. 3 Page: S3-i Dated: December 06,
Supp. 11 Page: S11-11 2007
Supp. 22 Pages: S22-1
Supp. 34 Pages: S34-i to
S34-iv, S34-1 to
S34-34
Section 5 New Issue Supplement 40
7 Section 3 Page: 3-123. Approval No.
Section 5 New Issue Supplement 41 EASA.R.C.02518
QRH Revision required Dated: December 06,
2007

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REVISION
SUBJECT E.A.S.A. APPROVED
No.
7 (cont.) Section 5 Supp. 24 Page: S24-1. Approval No.
Section 5 New Issue Supplement 42 EASA.R.C.02637
Dated: December 06,
2007
Section 5 New Issue Supplement 43 Approval No.
EASA.R.C.02697
Dated: December 06,
2007
Section 1 Page: 1-64. Approval No.
Section 5 New Issue Supplement 45 EASA.R.C.02675
QRH Revision required Dated: December 06,
2007
Section 5 Intro Pages: 5-3 to 5-10. Approval No.
Supp. 16 Pages: S16-i, S16-iii, EASA.R.A.01427
S16-1, S16-3, S16-4. Dated: December 06,
Supp. 28 Pages: S28-i to S28-iv, 2007
S28-1 to S28-6.
Supp. 29 Pages: S29-i, S-29-iii,
S29-iv, S29-1 to S29-22.
New Issue Supplements 44,46,47.
Section 3 Page: 3-62. Approved under
Section 5 Supp. 8 Page: S8-1. Authority of DOA Nr.
Supp. 17 Page: S17-4. EASA 21J.005
Section 7 Page: 7-105 Manufacturers Data
8 Section 5 New Issue Supplement 48 Approval No.
EASA.R.C.02439
Dated: February 01,
2008
Section 5 New Issue Supplement 49 Approval No.
Supp. 29 Page: S29-21. EASA.R.C.02751
Supp. 19 Page: S19-5. Dated: February 01,
Supp. 20 Page: S20-5. 2008
Section 5 New Issue Supplement 52 Approval No.
EASA.R.C.02753
Dated: February 01,
2008

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REVISION
SUBJECT E.A.S.A. APPROVED
No.
8 (cont.) Section 5 New Issue Supplement 53 Approval No.
Supp. 11 Page: S11-33. EASA.R.C.02752
Supp. 41 Pages: S41-iv, S41-6, Dated: February 01,
S41-34, S41-38. 2008

Section 5 Intro Pages: 5-1 to 5-10. Approval No.

Supp. 8 Pages: S8-i, S8-iii, EASA.R.A.01440
S8-1 to S8-4. Dated: February 01,
Supp. 46 Pages: S46-i to S46-iv, 2008
S46-1 to S46-6.
Section 5 New Issue Supplement 57
Section 1 Pages: 1-1, 1-33. Approval No.
Section 2 Page: 2-20. EASA.R.A.01441
Section 3 Page: 3-155. Dated: February 01,
QRH Revision required 2008
Supp. 12 Page: S12-241. Approved under
Supp. 16 Page: S16-i. Authority of DOA Nr.
Supp. 38 Pages: S38-iv, S38-9. EASA 21J.005
Supp. 39 Page: S39-5.
Supp. 17 Page: S17-i.
Supp. 40 Page: S40-i.
Supp. 42 Page: S42-i.
Section 7 Page: 7-iii, 7-iv, 7-89, 7-106 Manufacturers Data
to 7-110.
9 Section 5 New Issue Supplements 54 Approval No.
and 55. EASA.R.C.02638
Section 5 Intro Pages: 5-5, 5-10. Dated: February 28,
2008
Section 1 Page: 1-32. Approval No.
Section 2 Page: 2-33. EASA.R.A.01451
Section 5 Supp. 12 Page: S12-9. Dated: February 27,
Section 5 Supp. 34 Pages: S34-5, 2008
S34-6 and S34-21.
Section 5 Supp. 40 Pages: S40-5,
S40-6 and S40-19.

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UNMAINTAINED COPY
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Record 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 PAGE REVISION N

Title 9 1-9 0
TOC-1 and TOC- 0 1-10 blank 0
2 1-11 0
A-1 thru A-3 0 1-12 blank 0
A-4 1 1-13 0
A-5 3 1-14 blank 0
A-6 5 1-15 4
A-7 7 1-16 blank 0
A-8 8 1-17 thru 1-61 0
A-9 9 1-18 blank 0
A-10 blank 8 1-19 1
B-1 thru B-13 9 1-20 0
B-14 blank 9 1-21 3
I-1 thru I-3 0 1-22 and 1-23 1
I-4 thru I-11 2 1-24 thru 1-26 0
I-12 0 1-27 1
I-13 3 1-28 thru 1-30 0
I-14 blank 3 1-31 3
PART I - E.A.S.A. APPROVED 1-32 9
1-i 1 1-33 8
1-ii 0 1-33a 1
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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 automati-
cally 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. Tempo-
rary 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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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 cor-
rectly 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 proce-
dure 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 man-
datory procedure.
Condition has been used to determine if the item under examination
presents external damage which could jeopardize its safe operation.

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Secure has been used to determine if the item under examination is

correctly locked, referring to doors and disconnectable items, or cor-
rectly positioned and installed.

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 on when required.
Fly Manually - Pilot to control directly the flight path using hands on.

ABBREVIATION
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

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AG : Accessory Gearbox

AGL : Above Ground Level

AHRS : Attitude Heading Reference System

ALS : Ambient Light Sensor

AMSL : Above Mean Sea Level

AP : AutoPilot

ATT : Attitude hold

ATC : Air Traffic Control

AWG : Aural Warning Generator

BFO : Beat Frequency Oscillator

BL : Buttock Line

BOD : Bottom Of Descent

BOW : Basic Operating Weight

CAS : Calibrated Air Speed

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

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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

DGPS : Differential Global Positioning System

DH : Decision Height
DICP : Display Instrument Control Panel
DME : Distance Measuring Equipment
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
EDU : Electronic Display Unit
EEC : Electronic Engine Control
EFIS : Electronic Flight Instrument System
EGPWS : Enhanced Ground Proximity Warning System
ELT : Emergency Locator Transmitter
EMM : Engine Maintenance Manual
EOP : Engine Oil Pressure
EPU : Estimated Position Uncertainty
ESIS : Electronic Standby Instrument System

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EXT : External
FAA : Federal Aviation Administration
FAF : Final Approach Fix
FCC : Flight Control Circuit
FCU : Fuel Computer Unit
FD : Flight Director
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

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

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HPS : Hydraulic Power Supply

HSI : Horizontal Situation Indicator

H-V : Height Velocity

IAS : Indicated Air Speed

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

LAT : Lateral

LCF : Low Cycle Fatigue

LDA : Landing Directional Aid

LG : Landing Gear

LGCP : Landing Gear Control Panel

LH : Left Hand

LOC : Localizer

E.A.S.A. Approved Page I-7

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Introduction AW139 - RFM - 4D
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LONG : Longitudinal

LSS : Lightning Sensor System

MAN : Manual Override System

MAU : Modular Avionic Unit

MCDU : Multifunction Control Display Unit

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

NF : Power turbine speed

NG : Gas generator speed

NLG : Nose Landing Gear

NR : Rotor speed

NVG : Night Vision Goggle

OAT : Outside Air Temperature

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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 : Peak Envelope Power

PFD : Primary Flight Display

PI : Power Index

PLA : Power Lever Angle (throttle)

PMS : Power Management Switch

PWR : Power

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

SID : Standard Instrument Departure

SOV : Shut-Off Valve

S/N : Serial Number

E.A.S.A. Approved Page I-9

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Introduction AW139 - RFM - 4D
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STA : Station

STAR : Standard Terminal Arrival Route

TA : Terrain Awareness

TAD : Terrain/Obstacle Awareness Display

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

TVC : Temperature Control Valve

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

VSI : Vertical Speed Indicator

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Vy : Speed for best rate of climb

W.A.T. : Weight/Altitude/Temperature

WGT : Weight

WOW : Weight On Wheel

WX : Weather radar

Xfer : Transfer

XPDR : Trasponder

E.A.S.A. Approved Page I-11

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Figure 1-1 Helicopter - Three Views

Page I-12 E.A.S.A. Approved

 AW139 - RFM - 4D Introduction
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2.25m (7.40ft)

3.04m (9.98ft)

3.50m (11.48ft)

4.22m (13.85ft)

)
m (4 5.27ft
13.8

4.98m (16.36ft)

8.40m (27.57ft)
3.57m (11.71ft)

4.34m (14.24ft)

13.77m (45.18ft)

16.62m (54.55ft)

ICN-39-A-156000-A-00003-00209-A-01-1

Figure 1-2 Helicopter - Three Views (Long Nose Version)

E.A.S.A. Approved Page I-13

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PART I - E.A.S.A. APPROVED

 AW139 - RFM - 4D Section 1
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SECTION 1
LIMITATIONS
TABLE OF CONTENTS
Page
GENERAL 1-1
BASIS OF CERTIFICATION 1-1
TYPES OF OPERATION 1-1
MINIMUM FLIGHT CREW 1-1
NUMBER OF OCCUPANTS 1-1
WEIGHT AND CENTER OF GRAVITY LIMITATIONS 1-2
AIRSPEED LIMITATIONS 1-7
GROUND SPEED LIMITATIONS 1-7
WIND SPEED LIMITATIONS FOR ROTOR STARTING
AND STOPPING 1-8
ALTITUDE LIMITATIONS 1-8
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT) 1-8
ICING LIMITATIONS 1-8
CATEGORY B OPERATION LIMITATIONS 1-9
HEIGHT- VELOCITY LIMITATIONS 1-9
MANOEUVRING LIMITATIONS 1-19
AUTOROTATION LIMITATIONS 1-19
SLOPE LIMITATIONS 1-19
POWER PLANT (PWC PT6C-67C ENGINE) LIMITATIONS 1-19
POWER INDEX INDICATOR (PI %) 1-19
GAS GENERATOR SPEED (NG %) 1-20
POWER TURBINE SPEED (NF %) 1-20
INTER TURBINE TEMPERATURE (ITT C OR %) 1-21
OIL TEMPERATURE (ENG OIL C) 1-21
OIL PRESSURE (ENG OIL BAR) 1-22
STARTER DUTY CYCLE 1-22
POWER MARGIN TREND MONITORING 1-22
TRANSMISSIONS LIMITATIONS 1-22
TORQUE (TQ %) 1-22
OIL TEMPERATURE (C) 1-23

E.A.S.A. Approved Page 1-i

Rev. 1
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Table of contents (Contd.)

Page
OIL PRESSURE (BAR) 1-23
ROTOR SPEED LIMITATIONS 1-24
POWER-ON (NR%) 1-24
POWER-OFF (NR%) 1-25
ENGINE TRAINING MODE LIMITATIONS 1-25
FUEL SYSTEM LIMITATIONS 1-26
FUEL PRESSURE (BAR) 1-26
FUEL CAPACITIES 1-26
UNUSABLE FUEL 1-26
FUEL FLOW INDICATION 1-27
AUTHORIZED FUEL TYPES 1-27
LUBRICANT LIMITATIONS 1-28
AUTHORIZED ENGINE OILS 1-28
AUTHORIZED TRANSMISSION OIL 1-29
HYDRAULICS SYSTEM LIMITATIONS 1-29
HYDRAULIC FLUID TEMPERATURE (C) 1-29
HYDRAULIC FLUID PRESSURE (BAR) 1-29
ELECTRICAL HYDRAULIC PUMP 1-29
AUTHORIZED HYDRAULIC FLUIDS 1-30
WHEEL BRAKE LIMITATIONS 1-30
PITOT HEATING LIMITATIONS 1-30
ELECTRICAL SYSTEM LIMITATIONS 1-31
DC GENERATOR LOAD (%) 1-31
DC GENERATOR MAXIMUM NORMAL OPERATING
LOAD (%) 1-31
BATTERY LOAD (A) 1-31
MAIN AND ESSENTIAL BUS VOLTAGE (V) 1-31
AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS 1-31
AVIONIC LIMITATIONS 1-32
MISCELLANEOUS LIMITATIONS 1-33
VENTILATION 1-33
TORQUE LIMITER FUNCTION 1-33
ENGINE EEC LIMITATIONS 1-33
SYNOPTIC MFD PAGE LIMITATION 1-33

Page 1-ii E.A.S.A. Approved

 AW139 - RFM - 4D Section 1
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Table of contents (Contd.)

Page
HEADSET/HELMET LIMITATIONS 1-33
BAGGAGE COMPARTMENT LIMITATIONS 1-33a
FLIGHT DISPLAY INSTRUMENT MARKINGS 1-34
PFD/MFD INSTRUMENT MARKINGS 1-38
PFD INSTRUMENT MARKINGS 1-41
MFD INSTRUMENT MARKINGS 1-45
PLACARDS 1-62

LIST OF ILLUSTRATIONS
Page
Figure 1-1 Weight and Longitudinal CG Limitations 1-3
Figure 1-2 Weight and Lateral CG Limitations 1-4
Figure 1-3 Weight and Longitudinal C of G Limitations
(Imperial Units) 1-5
Figure 1-4 Weight and Lateral C of G Limitations
(Imperial Units) 1-6
Figure 1-5 Airspeed Envelope (Vne - Power ON,
OEI/Power Off) 1-11
Figure 1-6 Altitude and OAT Limitations 1-13
Figure 1-7 Category B - W.A.T. Limitations 1-15
Figure 1-8 Height-Velocity Limitations 1-17
Figure 1-9 Primary Flight Display 1-34
Figure 1-10 Multifunction Flight Display 1-35
Figure 1-11 PFD Composite Mode 1-36
Figure 1-12 MFD Cruise Mode 1-37
Figure 1-13 Rotor Speed & Power Turbine Speed NR/NF
(Power ON) 1-38
Figure 1-14 Rotor Speed & Power Turbine Speed NR/NF (OEI) 1-39
Figure 1-15 Rotor Speed (Power OFF) 1-40
Figure 1-16 Vne Limit Indication (Power On, OEI/Power Off) 1-41
Figure 1-17 Power Index Indicator(AEO) 1-42
Figure 1-18 Power Index Indicator (OEI) 1-43
Figure 1-19 Example of Power Index Display 1-44
Figure 1-20 Gas Generator Speed (AEO) 1-45
Figure 1-21 Gas Generator Speed (OEI) 1-46

E.A.S.A. Approved Page 1-iii

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Section 1 AW139 - RFM - 4D
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List of illustrations (Contd.)

Page
Figure 1-22 Inlet Turbine Temperature (AEO) 1-47
Figure 1-23 Inlet Turbine Temperature (OEI) 1-48
Figure 1-24 Inlet Turbine Temperature (START) 1-49
Figure 1-25 Torque (AEO) 1-50
Figure 1-26 Torque (OEI) 1-51
Figure 1-27 Engine Oil Pressure 1-52
Figure 1-28 Engine Oil Temperature 1-53
Figure 1-29 Main Gearbox Pressure 1-54
Figure 1-30 Main Gearbox Temperature 1-55
Figure 1-31 Intermediate and Tail Gearbox Temperature 1-56
Figure 1-32 Fuel Pressure 1-57
Figure 1-33 Hydraulic System Pressure 1-58
Figure 1-34 Hydraulic System Temperature 1-59
Figure 1-35 DC Generator Load 1-60
Figure 1-36 Main and Auxiliary Battery Load 1-61

Page 1-iv E.A.S.A. Approved

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 AW139 - RFM - 4D Section 1
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SECTION 1
LIMITATIONS

GENERAL
Compliance with Section 1 of this manual is mandatory.

BASIS OF CERTIFICATION
This helicopter is certified by European Aviation Safety Agency
(EASA) in accordance with JAR 29 for Large Rotorcraft Category A
and B.

TYPES OF OPERATION
In the basic configuration the rotorcraft is approved for Day/Night VFR
and Day/Night IFR operations.

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)
Day/Night - Two pilots.
For VFR Night Single Pilot Operation see Supplement 24.
For IFR Single Pilot Operation see Supplement 22.

NUMBER OF OCCUPANTS
The total number of occupants, including the crew, shall not exceed:

low density configuration..................................................... 14

high density configuration.....................................................17

E.A.S.A. Approved Page 1-1

Rev. 8
Section 1 AW139 - RFM - 4D
Limitations Document N
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WEIGHT AND CENTER OF GRAVITY LIMITATIONS

WEIGHT
Maximum gross weight for towing or taxi ................................ 6450 kg
Maximum gross weight for CAT B take-off/landing ................. 6400 kg
Refer to CAT B W.A.T Limits chart Figure 1-7
Minimum flight/rotor running gross weight ............................. 4400 kg

CENTER OF GRAVITY
Longitudinal limits ............................... See Figure 1-1 and Figure 1-3
Lateral limits ....................................... See Figure 1-2 and Figure 1-4

CAUTION

Refer to Section 6 for loading instructions to

not exceed maximum allowable.

Page 1-2 E.A.S.A. Approved

 5.180 5.480
6400 6400 6400

6200

E.A.S.A. Approved
6000

5800

5600

5400

5200 5170

Weight [Kg]
Document N
139G0290X002

5000
AW139 - RFM - 4D

4850
4800

5.595
4600 4660

4400 4400
5.071 5.536
4200

Figure 1-1 Weight and Longitudinal CG Limitations

4.9 5 5.1 5.2 5.3 5.4 5.5 5.6 5.7

139G0290T044/2 issue A STA [m] ICN-39-A-151000-A-A0126-0001-A-05-1

Page 1-3
Limitations
Section 1
Section 1 AW139 - RFM - 4D
Limitations Document N
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-0.070 +0.090
6400 6400

6200

6000

5800

5600
Weight [kg]

5400

5200

5000

4800

4600

4400 4400
-0.088 +0.120

4200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12 0.16

BL [m]
139G0290T044/2 issue A ICN-39-A-151000-A-A0126-0002-A-05-1

Figure 1-2 Weight and Lateral CG Limitations

Page 1-4 E.A.S.A. Approved
 14500
203.9 215.9
14112 14112
14000

E.A.S.A. Approved
13500

13000

12500

12000

11500

Weight [lb]
11400
Document N
139G0290X002

11000
AW139 - RFM - 4D

10694
10500
10275 220.3
10000 196.9 9702
9702
9500 199.6 217.8

MAST
9000
194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223
139G0290T044/2 issueA ICN-39-A-151000-A-A0126-0009-A-01-1
STA [inches]

Figure 1-3 Weight and Longitudinal CG Limitations (Imperial Units)

Page 1-5
Limitations
Section 1
Section 1 AW139 - RFM - 4D
Limitations Document N
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14500

-2.7 +3.5
14112 14112
14000

13500

13000

12500

12000
Weight [lb]

11500

11000

10500

10000

9702 9702
9500 -3.4 +4.7

9000
-4.5 -4 -3.5 -3 -2.5 -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5

BL [inches]
139G0290T044/2 issue A ICN-39-A-151000-A-A0126-0010-A-01-1

Figure 1-4 Weight and Lateral CG Limitations (Imperial Units)

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AIRSPEED LIMITATIONS
Vne (Power ON, OEI/Power OFF) ............................... See Figure 1-5
Maximum airspeed with Take-Off Power ................................ 90 KIAS
Maximum airspeed with NR at 102% ...................................... 90 KIAS
Maximum airspeed in sideward or rearward flight ...... See Figure 1-7
Maximum allowable tailwind and crosswind ................. See Figure 1-7
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 for climb with one AP failed .................... 100 KIAS
Maximum rate of climb with one AP failed .............................. 1000fpm
Maximum airspeed with one AP failed................................... 140 KIAS
Maximum airspeed for operation of windscreen wipers......... 140 KIAS
Minimum airspeed in autorotation ........................................... 40 KIAS
Maximum airspeed with right cabin door locked open .......... 100 KIAS
Maximum airspeed with left or both cabin doors locked open 80 KIAS
Maximum airspeed for opening/closing cabin doors ............... 80 KIAS

GROUND SPEED LIMITATIONS

ON PAVED SURFACES
Maximum taxi speed .............................................................. 40 knots
(above 20 knots nose wheel must be locked fore and aft)
Maximum for emergency landing speed
(nose wheel locked in fore and aft position) ........................... 60 knots
Maximum towing speed ........................................... 37 km/hr(23mph)

E.A.S.A. Approved Page 1-7

Rev. 3
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ON GRASS SURFACES
Maximum taxi speed
(above 10 knots nose wheel must be locked fore and aft) ..... 20 knots
Maximum for emergency landing speed
(nose wheel locked fore and aft) ........................................... 40 knots

WIND SPEED LIMITATIONS FOR ROTOR STARTING

AND STOPPING
Maximum wind speed ............................................................ 50 knots

Note
Each rotor starting and stopping in wind
speeds above 27kts must be recorded in the
helicopter log book.

ALTITUDE LIMITATIONS
Maximum operating altitude .......................................... SeeFigure1-6
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 ....................................-40C
Maximum ambient air temperature ............................. See Figure 1-6
Minimum ambient air temperature .............................. See Figure 1-6

ICING LIMITATIONS
Flight into known icing conditions is prohibited.
Flight into freezing rain is prohibited.

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 AW139 - RFM - 4D Section 1
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CATEGORY B OPERATION LIMITATIONS

The CAT B W.A.T. Limits chart, Figure 1-7 , is used to define the
maximum take off and landing weight for the given ambient and wind
conditions.
(See Flight Planning in Section 2 for examples of using the CAT B
W.A.T. Limits chart)

HEIGHT- VELOCITY LIMITATIONS

The Height-Velocity diagram defines, in the event of a single engine
failure during take off, landing or other operation near the surface, a
combination of airspeed and height above ground from which a safe
single engine landing on a smooth, level and hard surface cannot be
assured.

CAUTION

Prior to the determination of the H-V enve-

lope the CATEGORY B weight should be
defined for the ambient conditions. See
Flight Planning in Section 2 for use of the
CAT B W.A.T. and H-V envelope charts.

Height Velocity Diagram................................................ See Figure 1-8

If the given ambient conditions are not present in the chart then no
H-V avoid area exists.

If the given ambient conditions and weight intercept are within the
green NO H-V Area then no H-V avoid area exists.

If the given ambient conditions and weight intercept indicate an

H-V avoid area then low hover and knee points are fixed and the
high hover varies according to the conditions and weight.

E.A.S.A. Approved Page 1-9

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 AW139 - RFM - 4D Section 1
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22000
USE HEAVY LINE IF NO TEMPERATURE OR
ALTITUDE RESTRICTION IS APPLICABLE
20000 Hp
00
200
18000

Fo
r in
ter
16000

po
lat
Hp

ion
00 Take Off and Landing
150

pu
14000

rpo
se
ISA

s
12000

+3
5C
DENSITY ALTITUDE [feet]

10000 Hp
000
10
8000

Fo
r8

-35
00

-40
0ft

C
6000

C
Hp
Hp

an
00
50

db
4000

elo
w
2000

0 p
0H

OEI/Power Off

Power On
-2000

ISA
above 8000ft
-4000
below 8000ft Hp

-6000

-8000

-10000 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130

-50 -40 -30 -20 -10 0 10 20 30 40 50 100 110 120 130 140 150 160 170
OUTSIDE AIR TEMPERATURE [C] Vne [KIAS]

139G0290T006/2 Issue C ICN-39-A-151000-A-A0126-00003-A-08-1

Figure1-5 Airspeed Envelope (Vne - Power ON, OEI/Power Off)

E.A.S.A. Approved Page 1-11

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Page 1-12 E.A.S.A. Approved

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HD
LIM
IT
20
00
0f
t

HD
LIM
IT
14
00
0f
MAX

t
OAT
MIN OAT LIMIT

LIM
IT IS
A
+35
C

1 5

Figure 1-6 Altitude and OAT Limitations

E.A.S.A. Approved Page 1-13

Section 1 AW139 - RFM - 4D
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WEIGHT-ALTITUDE-TEMPERATURE
for TAKE-OFF, LANDING and IGE MANOEUVRES
RELATIVE WIND ALL AZIMUTH

ROTOR 100%

20
KT
45

40

30 AS
35 AS

25 AS

AS
KT

KT

KT
KT

KT

an
AS
AS

d
BE
LO
W
C
35
A+
IS
T
M
LI
I

45 KTAS and BELOW

T
OA

0
40

30

20

10

-1

-2

-3

-4
AT
O
50

0 2000 4000 6000 8000 10000 12000 14000 4500 5000 5500 6000 6500
Pressure altitude - ft GW - kg

139G0040A001 issue E ICN-39-A-151000-A-A0126-00005-A-05-1

Figure1-7 CATEGORY B - W.A.T. Limits

E.A.S.A. Approved Page 1-15

 Section 1 AW139 - RFM - 4D
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Page 1-16 E.A.S.A. Approved

 HEIGHT-VELOCITY CHART

14000

E.A.S.A. Approved
12000
-40

-30
10000
-20
NO
H-V
A
OA
8000 T -10
R
LI
M NO E
IT
IS 0 A
A+ OA
35 T[
C C
10 ]
6000
20 H-V

Pressure altitude - ft
30
4000
40
A NO H-V AREA

2000 R
E
0 A
Document N

350
139G0290X002

C1
AW139 - RFM - 4D

H V
300
(ft) (kts)
A 25 0
B 30 20

250

Figure1-8 Height-Velocity Limitations

200

150
GR
Height above ground - ft

OS
S
W
EI

100
GH
T
[k
g]

64
56
62

50

48
60

58

54

52

50
0

00
0
00

00

00
00

00

00
00

C2
B
NO H-V AREA A
0
0 5 10 15 20 25
IAS - kt

139G0040A001 issue E ICN-39-A-151000-A-A0126-00008-A-02-1

Section 1
Limitations

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MANOEUVRING LIMITATIONS
Aerobatic manoeuvres are prohibited.

AUTOROTATION LIMITATIONS
Practice autorotative landings are prohibited.
During autorotation the ENG MODE select switch 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..............................................................................................5
Nose Down ........................................................................................5
Left Wing Low ....................................................................................5
Right Wing Low..................................................................................5

POWER PLANT (PWC PT6C-67C ENGINE)

LIMITATIONS
POWER INDEX INDICATOR (PI %)

All Engines Operating

Maximum Continuous Operation .................................................... 100
Take Off (5 min) Range ........................................................ 101 to 110
Maximum Take Off .......................................................................... 110
Transient (5 seconds) .................................................................... 121

One Engine Inoperative

Maximum Continuous ..................................................................... 140
2.5 minutes Range............................................................... 141 to 160
Maximum 2.5 minute....................................................................... 160
Transient (5 seconds) .................................................................... 176
E.A.S.A. Approved Page 1-19
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GAS GENERATOR SPEED (NG %)

All Engines Operating

Minimum for Ground Idle .............................................................. 55.0
Continuous Operation Range.......................................... 55.1 to 100.0
Maximum Continuous .................................................................. 100.0
Take Off (5 min) range ................................................... 100.1 to 102.4
Maximum Take Off ....................................................................... 102.4
Transient (5 seconds) ................................................................. 107.0

One Engine Inoperative

Continuous Operation range ............................................ 55.1 to 102.4
Maximum Continuous ................................................................ 102.4
2.5 minute Range.......................................................... 102.5 to 106.0
Maximum 2.5 minute ................................................................... 106.0
Transient (5 seconds) ................................................................. 107.0

POWER TURBINE SPEED (NF %)

All Engines Operating

Minimum Transient............................................................................ 95
Minimum............................................................................................ 98
Continuous Operation Range................................................. 98 to 101
Maximum Continuous ..................................................................... 101
CAT A Cautionary (See Supplement 12)......................................... 103
Maximum Transient (10 seconds) ................................................... 106

One Engine Inoperative

Minimum Transient............................................................................ 85
Minimum Cautionary ......................................................................... 90

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Cautionary Range (OEI Landing Only) .................................... 90 to 97

Minimum Continuous ........................................................................ 98
Continuous Operation Range ................................................ 98 to 101
CAT A Cautionary (See Supplement 12) ........................................ 103
Maximum Transient (10 seconds) .................................................. 106

INTER TURBINE TEMPERATURE (ITT C OR %)

Engine Starting
Maximum Unlimited .......................................................... 869 or 118.2
Transient (2 sec) ............................................................. 1000 or 136.0

All Engines Operating

Maximum Continuous Operation ......................................... 735 or 100
Take Off range ......................................... 736 to 775 or 100.1 to 105.4
Maximum Take Off ............................................................ 775 or 105.4
Transient (5 seconds) ..................................................... 847 or 115.2

One Engine Inoperative

Maximum Continuous Operation ...................................... 775 or 105.4
2.5 minutes Range................................... 776 to 835 or 105.5 to 113.6
Maximum 2.5 minute ........................................................ 835 or 113.6
Transient (5 seconds) ...................................................... 847 or 115.2

OIL TEMPERATURE (ENG OIL C)

Minimum for engine starting ........................................................... -40
Cautionary Range for Ground Idle ............................................ -10 to 9
Normal Operation Range ...................................................... 10 to 140
Maximum Normal Operation ........................................................... 140

E.A.S.A. Approved Page 1-21

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Cautionary Range for Torque below 60%(30min) ................ 141 to 145

Maximum for torque below 60% (30 min) ..................................... 145
Transient (1 min) ............................................................................ 150

OIL PRESSURE (ENG OIL BAR)

Minimum for ground idle (less than 1 min) ...................................... 4.2
Cautionary Range for Ground Idle ......................................... 4.2 to 6.2
Minimum Normal Operation ............................................................ 6.3
Normal Operation Range ....................................................... 6.3 to 8.9
Cautionary Range for engine acceleration at OAT below 0C ... 9 to 10
Cautionary Range for engine start (5 min) ......................... 10.1 to 15.2
Maximum for engine start (5 min) ................................................. 15.2

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.

TRANSMISSIONS LIMITATIONS
TORQUE (TQ %)

All Engines Operative

Maximum Continuous .................................................................... 100
Take Off (5 min) Range ....................................................... 101 to 110
Maximum Take Off (5 min) ............................................................ 110
Transient (5 seconds) .................................................................... 121

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One Engine Inoperative

Maximum Continuous ................................................................... 140
2.5 minutes Range .............................................................. 141 to 160
Maximum ....................................................................................... 160
Transient (5 seconds) .................................................................... 176

OIL TEMPERATURE (C)

Main Gearbox (MGB)

Minimum for starting ....................................................................... -40
Ground Operation Range......................................................... -40 to 0
Normal Operation Range ....................................................... 1 to 110
Maximum Normal Operation .......................................................... 110

Intermediate Gearbox (IGB)

Minimum for starting ....................................................................... -40
Ground Operation Range......................................................... -40 to 0
Normal Operation Range ....................................................... 1 to 110
Maximum Normal Operation .......................................................... 110

Tail Rotor Gearbox (TGB)

Minimum for starting ....................................................................... -40
Ground Operation Range......................................................... -40 to 0
Normal Operation Range ....................................................... 1 to 110
Maximum Normal Operation .......................................................... 110

OIL PRESSURE (BAR)

Main Gearbox (MGB)

Minimum for idle .............................................................................. 2.3
Idle Range ............................................................................ 2.3 to 3.0

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Normal Operation Range ..................................................... 3.1 to 6.0

Maximum Normal Operation ........................................................... 6.0

ROTOR SPEED LIMITATIONS

POWER-ON (NR%)

All Engines Operating

Minimum Transient............................................................................ 95
Minimum Continuous ........................................................................ 98
Continuous Operation Range................................................. 98 to 101
Maximum Continuous ..................................................................... 101
CAT A Cautionary (See Supplement 12)......................................... 103
Maximum Transient (10 seconds) ................................................... 106

One Engine Inoperative

Minimum Transient............................................................................ 85
Minimum Cautionary ......................................................................... 90
Cautionary Range (OEI Landing Only) .................................... 90 to 97
Minimum Continuous ........................................................................ 98
Continuous Operation Range................................................. 98 to 101
Maximum Continuous ..................................................................... 101
CAT A Cautionary (See Supplement 12)......................................... 103
Maximum Transient (10 seconds) .................................................. 106

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POWER-OFF (NR%)
Minimum Transient............................................................................ 90
Minimum Continuous ........................................................................ 95
Continuous Operation ............................................................ 95 to 110
Maximum Continuous .................................................................... 110
Maximum Transient......................................................................... 116

ENGINE TRAINING MODE LIMITATIONS

Selection of Engine Training Mode (OEI TNG) is permitted only for
Category A Training and OEI training (for conditions other than CAT A)
in OEI simulated conditions.
The following must be present on the aircraft for Category A opera-
tions:
Service Bulletin P&WC S.B. No. 41020 (Turboshaft Engine Elec-
tronic Reprogramming/Replacement Model Application
PT6C-67C)
Honeywell Primus EPIC SW P/N MM7030191-004 or later.
See Supplement 12 PART H for procedures and description of
TRAINING MODE function.

CAUTION

Intentional use of actual OEI rating for train-

ing is prohibited.

E.A.S.A. Approved Page 1-25

Section 1 AW139 - RFM - 4D
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139G0290X002

FUEL SYSTEM LIMITATIONS

FUEL PRESSURE (BAR)

Cautionary Range ................................................................ 0.0 to 0.5
Minimum Normal Operation ............................................................. 0.6
Normal Operation Range ...................................................... 0.6 to 2.1
Maximum ........................................................................................ 2.1

Note
In suction mode fuel pressure indication is invalid
(Fuel pressure display 0 or dashed).

FUEL CAPACITIES
Total Usable ........................................................................ 1588 litres
Unusable ................................................................................. 20 litres

UNUSABLE FUEL
In coordinated (ball centered) flight ............................... 0kg indicated/
...............................................................(8 kg/10 litres per tank actual)
Hovering in cross winds or sideways flight with sustained roll angles
greater than 15 is prohibited when fuel indication, in either tank, is
less than 70kg.
Cross feeding (tank with pump off, not supplying engines)...................
...................................................................................maximum 228 kg

Note
During XFEED the unusable fuel level indi-
cation will change to grey to indicate the
tank can no longer supply fuel.

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FUEL FLOW INDICATION

Engine fuel flow shall not be used for fuel planning as the indication is
not reliable.

AUTHORIZED FUEL TYPES

The fuels shown in the table below have been authorized for use
with the Pratt and Whitney PT6C-67C engines:

AUTHORIZED FUELS
Fuel Applicable
Type Specification

JET A ASTM D1655

JET A-1 ASTM D1655

JP5 DEF STAN 91-86 AVCAT/FSII

MIL-PRF-5624F
NATO Code F-44
JP8 DEF STAN 91-87-2002 AVTUR/FSII
MIL-T-83138D
NATO Code F-34
JP8+100 Aeroshell Performance Additive 101

Note
Any mixture of authorized fuels may be
used.

E.A.S.A. Approved Page 1-27

Rev. 1
Section 1 AW139 - RFM - 4D
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LUBRICANT LIMITATIONS

AUTHORIZED ENGINE OILS

The oils shown in the table below have been authorized for use with
the Pratt and Whitney PT6C-67C engines. Any brand approved under
the applicable specification may be used.

AUTHORIZED ENGINE OILS

Oil Applicable Brand Names

Type Specification (For reference only)

Type I PWC 521 BP Turbo Oil 2389

(3cs) Mobil Avrex S Turbo 256

Type II PWC 521 Aero-Shell Turbine Oil 500

(5cs) Castrol 5000
Mobil Jet Oil II
Royco Turbine Oil 500
BP Turbo Oil 2380
Turbonycoil 525-2A

Third PWC 521 Aero Shell Turbine Oil 560

Generation
Royco Turbine Oil 560
(5 cs)
Mobil Jet Oil 254

CAUTION

Mixing of any oils, by type, specification or

brand name, is prohibited.

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AUTHORIZED TRANSMISSION OIL

Applicable Brand Names

Specification

MIL PRF23699F BP Turbo Oil 2380

HYDRAULICS SYSTEM LIMITATIONS

HYDRAULIC FLUID TEMPERATURE (C)

Minimum for flight control check with electric hydraulic pump ......... -50
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

HYDRAULIC FLUID PRESSURE (BAR)

Minimum Cautionary ...................................................................... 163
Cautionary Range ................................................................ 163 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.

E.A.S.A. Approved Page 1-29

Section 1 AW139 - RFM - 4D
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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 appli-
cable specifications may be used.

AUTHORIZED HYDRAULIC FLUIDS

Applicable Specification Brand Names (For reference only)

MIL-PRF-83282 AEROSHELL FLUID 31
Alternative:
MIL-PRF-5606 (see NOTE AEROSHELL FLUID 41
below)

Note
MIL-PRF-5606 can be used for enhanced
performance of hydraulic system in low tem-
perature environments below -30C.

WHEEL BRAKE LIMITATIONS

Maximum running speed for brake application ....................... 40 knots
Parking on slopes up to 10 is permitted for a maximum of 1 hour.

PITOT HEATING LIMITATIONS

Pitot heating must be switched ON for conditions of visible moisture at
indicated OAT of +4 C or less.
Pitot heating must be switched OFF at indicated OAT of +10 C or
more.

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ELECTRICAL SYSTEM LIMITATIONS

DC GENERATOR LOAD (%)

Normal Operation Range ......................................................... 0 to 100
Cautionary Range (for engine starting only) ........................ 101 to 155
Maximum Cautionary ...................................................................... 155

DC GENERATOR MAXIMUM NORMAL OPERATING LOAD (%)

Up to 15000ft Hp ............................................................................ 100
Above 15000ft Hp .....................................reduce by 13.4 every 1000ft
................................................................... (see placard on page 1-61)
20000ft Hp ........................................................................................ 33
MPOG with generator load at 75% or less............... No time limitations
MPOG with generator load greater than 75%..............Max 20 minutes

BATTERY LOAD (A)

Battery Discharge ................................................................... -200 to 0
Battery Charge......................................................................... 0 to 200

MAIN AND ESSENTIAL BUS VOLTAGE (V)

Minimum Normal Operation .............................................................. 22
Normal Operation..................................................................... 22 to 29
Maximum Normal Operation ............................................................. 29

AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS

Minimum AFCS configuration for VFR flight ........... 2 AP in SAS mode
Minimum AFCS configuration for IFR flight.............. 2 AP in ATT mode
Intentional ATT MODE de-selection during IFR flight is prohibited.
E.A.S.A. Approved Page 1-31
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Section 1 AW139 - RFM - 4D
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139G0290X002

AVIONIC LIMITATIONS

ILS Mode Limitations

Maximum airspeed for glideslope up to 4 degrees ............... 150 KIAS

Maximum airspeed for glideslopes between 4 and

7.5 degrees (Steep Approach) ............................................. 120 KIAS

CAUTION

During steep approach, take care not to use less than 5% PI

FMS and GPS Limitations

1. The software status stated in the Honeywell Flight Management

System (FMS) Pilots Manual for the Agusta AW139 must match
that displayed on the equipment MCDU page at power up.

2. IFR en route and terminal navigation is prohibited unless the pilot

verifies the currency of the Navigation Data Base (NDB) or veri-
fies each selected waypoint for accuracy by reference to current
approved data.

3. Instrument approaches must be carried out in accordance with

approved instrument approach procedures that are retrieved from
the FMS data base. The FMS data base must incorporate the cur-
rent update cycle.

For instrument approaches GPS integrity monitoring

(RAIM) must be available at the Final Approach Fix.

Note
The Pilot must not continue an instrument
approach inside the Final Approach Fix
(FAF), unless the APP advisory is dis-
played on the PFD. If during an instrument

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 AW139 - RFM - 4D Section 1
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approach the amber DGR advisory is dis-

played, the pilot must initiate a missed
approach.
Use of ILS, LOC, LOC-BC, LDA, (landing directional aid),
SDF(simplified directional facility) and MLS (microwave
landing system) approaches are not authorized.
When an alternate airport is required by the applicable
operating rules, it must be served by an approach based
on other than GPS navigation and the aircraft must have
operational equipment capable of using that navigation
aid, and the required navigation aid must be operational.
4. The aircraft must have other approved navigation equipment
installed and operating appropriate to the route of flight.

MISCELLANEOUS LIMITATIONS
Pilot(s) must not use polarized type sun glasses.

VENTILATION
At MPOG / HIGE / HOGE or with helicopter forward velocity below
25kts, operate cockpit fans or open pilot or copilot window.

TORQUE LIMITER FUNCTION

If TORQUE LIMITER is set, max AEO TQ available is 114%/114%

ENGINE EEC LIMITATIONS

In ambient conditions above 43C, if the aircaft is to be parked, with
engines off, internal or external electrical power must not be supplied.

SYNOPTIC MFD PAGE LIMITATION

In case of MAU1(2) failure, do not refer to the electrical and hydraulic
synoptic page. The information presented is not reliable.

HEADSET/HELMET LIMITATIONS
Headset/Helmet type used in the aircraft must be of the same electri-
cal characteristics and authorised by Aircraft Manufacturer.
E.A.S.A. Approved Page 1-33
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Section 1 AW139 - RFM - 4D
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139G0290X002

BAGGAGE COMPARTMENT LIMITATIONS

Maximum baggage compartment load ............................ 200kg (440lb)
All cargo must be secured with restraint net or other approved means.

Maximum unit load ..............................................300kg/m2 (61lb/sq.ft)

Maximum load height .........................................................600mm (2ft)

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This Page Intentionally Left Blank

E.A.S.A. Approved Page 1-33b

Rev. 1
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139G0290X002

FLIGHT DISPLAY INSTRUMENT MARKINGS

Figure 1-9 Primary Flight Display

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CAS Warning
and caution
CAS Warning and
Caution Window

Figure 1-10 Multifunction Flight Display

E.A.S.A. Approved Page 1-35

Section 1 AW139 - RFM - 4D
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139G0290X002

(N1 ENG OIL PRESSURE, MAIN BATT HOT warnings, 1 & 2 FUEL PUMP,
N 2 AHRS cautions and AIR COND ON advisory messages
active in CAS Warning and Caution window)
Figure 1-11 PFD Composite Mode

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(MGB OIL PRESSURE and MAIN BATT HOT warnings, 1 HYD OIL
PRESS caution active in CAS window)
Figure 1-12 MFD Cruise Mode
(MAP secondary PWR PLANT systems display)

E.A.S.A. Approved Page 1-37

Section 1 AW139 - RFM - 4D
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139G0290X002

PFD/MFD INSTRUMENT MARKINGS

(Primary Flight/Multifunctional Display)

Tone + Rotor High -Rotor High : 104%

Tone + Rotor Low -Rotor Low : 98% NR
NF NF

MAX TRANSIENT NR/NF 106%

CAUTIONARY 103%
MAXIMUM 101%
NORMAL
OPERATION
MINIMUM 98%

MIN TRANSIENT NR 95%

20%

Figure 1-13 Rotor Speed & Power Turbine Speed NR/NF

(Power ON)

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 AW139 - RFM - 4D Section 1
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Tone +Rotor High -Rotor High : 104%

Tone + Rotor Low -Rotor Low : 89%
NR
NF NF

MAX TRANSIENT NR/NF 106%

CAUTIONARY 103%

MAXIMUM 101%
NORMAL
OPERATION
MINIMUM 98%
97%
CAUTIONARY
RANGE
MINIMUM 90%
MIN TRANSIENT NR 85%

20%

Figure 1-14 Rotor Speed & Power Turbine Speed NR/NF (OEI)

E.A.S.A. Approved Page 1-39

Section 1 AW139 - RFM - 4D
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139G0290X002

Tone + Rotor High -Rotor High : 111%

Tone + Rotor Low -Rotor Low : 94% NR
NF NF

MAXIMUM TRANSIENT 116%

MAXIMUM 110%

NORMAL OPERATION
MINIMUM 95%
MINIMUM TRANSIENT 90

20%

Figure 1-15 Rotor Speed (Power OFF)

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PFD INSTRUMENT MARKINGS

(Primary Flight Display)

The red vertical bar

is presented when
the actual airspeed
is within 5 KIAS of
the Vne limit

Power On Vne OEI/Power Off Vne

Figure 1-16 Vne Limit Indication (Power On, OEI/Power Off)

E.A.S.A. Approved Page 1-41

Section 1 AW139 - RFM - 4D
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139G0290X002

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.

Limiting parameter indication

000 000

MAXIMUM TRANSIENT 121%

TQ TQ
MAXIMUM TAKE OFF 110%

MAXIMUM CONTINUOUS 100%

(NG) (NG)
(ITT) (ITT)

NORMAL OPERATION

Figure 1-17 Power Index Indicator(AEO)

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NOTE
The value displayed at the top
of the scale represents the actual
power, in percent, being used
with respect to the power available
(140% 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.

Limiting parameter indication

000 000
MAXIMUM TRANSIENT OEI 176%

MAXIMUM OEI 2.5 MIN 160% TQ TQ

(NG) (NG)
MAXIMUM CONTINUOUS OEI 140%
(ITT)
(ITT)

NORMAL OPERATION

Figure 1-18 Power Index Indicator (OEI)

E.A.S.A. Approved Page 1-43

Section 1 AW139 - RFM - 4D
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139G0290X002

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,
140% 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.

N1 engine NG parameter
closest to its limit N2 engine ITT parameter
closest to its limit
107 95

NG ITT
%TQ margin available
to TOP 110% AEO %TQ margin available to TOP 110%
(or 2.5min 160% OEI) AEO (or 2.5min 160% OEI)
%TQ margin available to MCP
100% AEO (or MCP 140% OEI)

% actual power being

used by N1 engine % actual power being
used by N2 engine

Figure 1-19 Example of Power Index Display

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MFD INSTRUMENT MARKINGS

(Multifunctional Flight Display)

NG

MAXIMUM TRANSIENT 107%

MAXIMUM TAKE OFF 102.4%

MAXIMUM CONTINUOUS 100%

NORMAL OPERATION

55%

0%

Figure 1-20 Gas Generator Speed (AEO)

E.A.S.A. Approved Page 1-45

Section 1 AW139 - RFM - 4D
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139G0290X002

NG

MAXIMUM TRANSIENT 107%

MAXIMUM 2.5 MIN 106%
MAXIMUM CONTINUOUS OEI 102.4%

NORMAL OPERATION

55%

0%

Figure 1-21 Gas Generator Speed (OEI)

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ITT

MAXIMUM TRANSIENT 847C or 115.2%

MAXIMUM TAKE OFF (5 MIN) 775C or 105.4%

MAXIMUM CONTINUOUS 735C or 100%

NORMAL OPERATION

-50C

Figure 1-22 Inlet Turbine Temperature (AEO)

E.A.S.A. Approved Page 1-47

Section 1 AW139 - RFM - 4D
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139G0290X002

ITT

MAXIMUM TRANSIENT 847C or 115.2%

MAXIMUM 2.5 MIN 835C or 113.6%

MAXIMUM CONTINUOUS 775C or 105.4

NORMAL OPERATION

-50C

Figure 1-23 Inlet Turbine Temperature (OEI)

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ITT

MAXIMUM TRANSIENT 1000C or 136.0%

MAXIMUM CONTINUOUS 869C or 118.2%

NORMAL OPERATION

-50C

Figure 1-24 Inlet Turbine Temperature (START)

E.A.S.A. Approved Page 1-49

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Section 1 AW139 - RFM - 4D
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139G0290X002

TQ

MAXIMUM TRANSIENT 121%

TAKE OFF (5MIN) 110%

MAXIMUM CONTINUOUS 100%

0%

Figure 1-25 Torque (AEO)

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TQ

MAXIMUM TRANSIENT 176%

2.5 MIN 160%

MAXIMUM CONTINUOUS OEI 140%

0%

Figure 1-26 Torque (OEI)

E.A.S.A. Approved Page 1-51

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BAR
MAX FOR ENGINE 15.2 BAR
START (5 MIN)
(Displayed during engine start only)

10.0 BAR
CAUTIONARY RANGE

MAXIMUM 8.9 BAR

NORMAL OPERATION

MINIMUM 6.3 BAR

CAUTIONARY FOR GI
MINIMUM FOR GI (1 MIN).4.2 BAR

0 BAR

Figure 1-27 Engine Oil Pressure

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 AW139 - RFM - 4D Section 1
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C
MAXIMUM TRANSIENT(1 MIN) 150C

CAUTIONARY 145C
RANGE TQ<60%
MAXIMUM 140C

NORMAL
OPERATION

MINIMUM 10C

MINIMUM FOR -40C

ENGINE STARTING
-50C

Figure 1-28 Engine Oil Temperature

E.A.S.A. Approved Page 1-53

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139G0290X002

BAR
10 BAR

MAXIMUM 6.0 BAR

NORMAL
OPERATION

MINIMUM
3.1 BAR
IDLE RANGE
2.3 BAR

0 BAR

Figure 1-29 Main Gearbox Pressure

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C
150C

MAXIMUM 110C

NORMAL
OPERATION

MINIMUM 1C
GROUND
OPERATION
MINIMUM FOR -40C
ENGINE STARTING
-50C

Figure 1-30 Main Gearbox Temperature

E.A.S.A. Approved Page 1-55

Section 1 AW139 - RFM - 4D
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139G0290X002

C
150C

MAXIMUM 110C

NORMAL
OPERATION

MINIMUM 1C
GROUND
OPERATION
MINIMUM FOR -40C
ENGINE STARTING
-50C

Figure 1-31 Intermediate and Tail Gearbox Temperature

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BAR
2.7 BAR

MAXIMUM 2.1 BAR

NORMAL
OPERATION

MINIMUM 0.6 BAR

CAUTIONARY
RANGE 0 BAR

Figure 1-32 Fuel Pressure

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139G0290X002

BAR
310 BAR
250 BAR
CAUTIONARY
RANGE 225 BAR

NORMAL
OPERATION

180 BAR
CAUTIONARY
RANGE 163 BAR

0 BAR

Figure 1-33 Hydraulic System Pressure

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C
150C

CAUTIONARY 135C
RANGE
MAXIMUM 119C

NORMAL
OPERATION

MINIMUM -20 C
CAUTIONARY
RANGE
-50 C

Figure 1-34 Hydraulic System Temperature

E.A.S.A. Approved Page 1-59

Section 1 AW139 - RFM - 4D
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139G0290X002

%
200 %

155 %
CAUTIONARY
RANGE
100 %

NORMAL
OPERATION

0%

Figure 1-35 DC Generator Load

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A
200 A

BATTERY
CHARGE

0A

BATTERY
DISCHARGE

-200 A

Figure 1-36 Main and Auxiliary Battery Load

E.A.S.A. Approved Page 1-61

Section 1 AW139 - RFM - 4D
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139G0290X002

PLACARDS
C D

B A

VIEW OF COCKPIT WITH PLACARD POSITIONS

A
VNE POWER ON AIRSPEED LIMITATION KIAS
Hp ft
-1000
to SL 4000 8000 10000 15000 20000
OAT C

50 160 - - - - -

20 167 157 145 147 128 -

10 167 159 147 151 133 -

0 167 162 150 156 136 -

-10 167 164 154 159 139 -

-25 AND
BELOW
167 167 158 165 144 125

VNE OEI/PWR OFF=VNE PWR ON LESS 20KIAS VLE/VLO=150KIAS

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B
APPROVED TYPES OF OPERATION

DAY/NIGHT VFR
DAY/NIGHT IFR
ICING PROHIBITED

C STANDBY COMPASS CORRECTION CARD

D
Maximum Load on each DC GEN
ft Hp below
16000 17000 18000 19000 20000
15000
GEN
LOAD 100 87 74 60 47 33
%

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 200ft

OVERHEAD PANEL

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Section 1 AW139 - RFM - 4D
Limitations Document N
139G0290X002

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

MAX LOAD PER TIE DOWN RING 200KG (440LB)

MAXIMUM LOAD 200KG (440LB)

MAX UNIT LOAD 300KG/M2 (61LB/SQ.FT)

MAXIMUM CARGO HEIGHT 600mm (2ft)

Baggage compartment

CARGO RESTRAINT NET MUST NOT TOUCH THIS EDGE

Baggage compartment, if 2nd auxiliary

avionic bay P/N 3G5310A28911 installed

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SECTION 2
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
GENERAL 2-1
FLIGHT PLANNING 2-1
CATEGORY B WEIGHT AND H-V DETERMINATION 2-1
GROSS WEIGHT AND CENTER OF GRAVITY 2-4
COLD WEATHER OPERATION 2-4
EXTERNAL PRE-FLIGHT CHECKS 2-4
GENERAL 2-4
CHECKS 2-6
COCKPIT/ENGINE PRE-START CHECKS 2-11
SAFETY CHECKS 2-11
ENGINE STARTING 2-18
ABORTED ENGINE START PROCEDURES 2-18
DRY MOTORING PROCEDURE 2-19
NORMAL ENGINE START 2-20
QUICK ENGINE START 2-22
SYSTEM CHECKS 2-24
TAXIING 2-27
PRE TAKE-OFF CHECKS 2-28
TAKE OFF 2-28
CATEGORY B TAKE OFF 2-28
IN-FLIGHT PROCEDURES 2-30
AFTER TAKE-OFF 2-30
CLIMB CHECKS 2-30
CRUISE CHECKS 2-31
PRE-LANDING CHECKS 2-32
APPROACH AND LANDING 2-33
CATEGORY B LANDING 2-33
POST LANDING AND SHUTDOWN PROCEDURES 2-34
POST LANDING CHECKS 2-34
PRE-SHUTDOWN CHECKS 2-34

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Section 2 AW139 - RFM - 4D
Normal Procedures Document N
139G0290X002

Table of contents (Contd.)

Page
ENGINES AND ROTOR SHUTDOWN 2-35
POST SHUTDOWN CHECKS 2-36
SLOPING GROUND OPERATION 2-36
TAKE OFF PROCEDURE 2-36
LANDING PROCEDURE 2-36
FLIGHT HANDLING 2-37
AUTOROTATIVE DESCENT 2-37
FLIGHT IN SEVERE TURBULENCE 2-37
FLIGHT CONTROLS 2-38
CYCLIC TRIMMING 2-38
COLLECTIVE TRIMMING 2-38
YAW TRIMMING 2-38
FMS AND GPS OPERATION 2-39
GENERAL 2-39
BASIC OPERATIONS 2-39
AUTOPILOT COUPLED OPERATIONS WITH FLIGHT
DIRECTOR (IF FITTED) 2-42
ADVISORY ANNUNCIATORS 2-43
STANDBY INSTRUMENT OPERATION 2-45
ADVISORY CAPTIONS DEFINITIONS 2-46
PFD MESSAGES 2-49

LIST OF ILLUSTRATIONS
Page
Figure 2-1 Preflight Check Sequence 2-5
Figure 2-2 VPATH Pointer 2-41
Figure 2-3 PFD Messages 2-45
Figure 2-4 PFD Messages 2-49

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SECTION 2
NORMAL PROCEDURES

GENERAL
The following procedures are the result of extensive flight tests and
experience with the AW139 aircraft. They are intended 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 only before the first flight of the day. 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.
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.
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 mainte-
nance action required.

FLIGHT PLANNING

CATEGORY B WEIGHT AND H-V DETERMINATION

Graphs are presented in Section 1 to determine maximum weight for
CAT B Take Off/Landing/IGE manoeuvres (Figure 1-7 ) and to deter-
mine the H-V (Figure 1-8 ) avoid area diagram.

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Section 2 AW139 - RFM - 4D
Normal Procedures Document N
139G0290X002

The order of flight planning is first to determine the CAT B weight for
Take Off and Landing at the ambient conditions then to confirm the
H-V avoid area diagram applicable for the weight chosen.

Example 1:
Determine the maximum CAT B Take Off weight and H-V Avoid
Area for the following ambient conditions:

Pressure Altitude = 2000ft

OAT = +5C

Relative Wind Speed = 0 KTAS

Solution:

Using the CAT B W.A.T. Chart Figure 1-7 on the Pressure Alti-
tude axes from 2000ft move up vertically to intersect 5C line
(interpolated between the 0C and the 10C line) move right to
intercept the 45KTAS and below line (solid line). Drop down ver-
tically from this point to the GW axis for a weight of 6400kg.

Using the H-V Chart Figure 1-8 the ambient conditions are not
present on the chart therefore no H-V avoid area exists for this
weight.

Example 2:
Determine the maximum CAT B Take Off weight and H-V Avoid
Area for the following ambient conditions:

Pressure Altitude = 10000ft

OAT = +5C

Relative Wind Speed = 45 KTAS

Solution:

Using the CAT B W.A.T. Chart Figure 1-7 starting on the Pressure
Altitude axes from 10000ft move up vertically to intersect 5C line

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 AW139 - RFM - 4D Section 2
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(interpolated between the 0C and the 10C line) move right to

intercept the 45 KTAS line (dotted line) and drop down vertically
to the GW axis for a weight of 5000kg.

Using the H-V Chart Figure 1-8 on the Pressure Altitude axes
from 10000ft move horizontally to intercept the 5C line then drop
down verticaly to the 5000kg line. The intercept of the 5000kg line
is below the No H-V threshold of the chart so no H-V avoid area
exists for this weight.

Example 3:
Determine the maximum CAT B Take Off weight and H-V Avoid
Area for the following ambient conditions:

Pressure Altitude = 10000ft

OAT = +5C

Relative Wind Speed = 20 KTAS

Solution:

Using the CAT B W.A.T. Chart Figure 1-7 starting on the Pressure
Altitude axes from 10000ft move up vertically to intersect 5C line
(interpolated between the 0C and the 10C line) move right to
intercept the 20KTAS line. Drop down vertically to intercept the
GW axis for a weight of 6000kg.

Using the Height Velocity Chart Figure 1-8 on the Pressure Alti-
tude axes from 10000ft move horizontally to intercept the 5C line
then drop down verticaly to intercept the 6000kg line, from this
point move right to intercept the C1-C2 axes at 235ft. A line drawn
between this point and point B defines the H-V high hover avoid
area.

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Section 2 AW139 - RFM - 4D
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139G0290X002

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 perfor-
mance charts, Section 4, must be used to ascertain the weight and
balance data as follows:
- Consult Section 6 - Weight and Balance
- Ascertain 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
-20C both Main and Auxiliary 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.
Pilots Pre Flight Check
The following procedure outlines the pilot walk around and interior
checks (Figure 2-1)

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1
Figure 2-1 Preflight Check Sequence
AREA N1 : Helicopter nose
AREA N2 : Fuselage - RH side
AREA N3 : Tail boom - RH side
AREA N4 : Fin, intermediate/tail gearbox, tail rotor
AREA N5 : Tail boom LH side
AREA N6 : Fuselage - LH side
AREA N7 : Cabin and Cockpit interior

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Section 2 AW139 - RFM - 4D
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139G0290X002

CHECKS

1. Main and tail rotor tie downs Removed.

(if present)
AREA N1 (Helicopter Nose)
2. Nose exterior Condition.
3. Pitot-Static Probe (Left side) Cover removed, condition and
un-obstructed.
4. Left side brake lines in brake Condition.
pedal area (looking through
bottom transparent panel)
5. Nose landing gear Condition, shock strut exten-
sion, leaks, tire pressure.
6. Ventilation air intakes (in Un-obstructed.
landing gear bay)
7. Nose compartment access Latched and Secure.
door
8. Pitot-Static Probe (Right side) Cover removed, condition and
obstructions.
9. Right side brake lines in Condition.
brake pedal area (looking
through bottom transparent
panel)
AREA N2 (Fuselage - Right Hand Side)
10. Windshield and roof Condition, cleanliness.
transparent panel
10a.Windscreen wiper Condition.
11. Fuselage exterior Condition.
12. Pilot cabin door Condition, cleanliness, window
secure.
13. Passenger cabin door Condition, cleanliness.

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 AW139 - RFM - 4D Section 2
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14. Right side emergency Verify secure.

exits
15. Main landing gear Condition, shock strut exten-
sion, leaks, tire pressure.
16. Drains and vent lines Free of obstructions.
17. Fuel tank sump area (Right Confirm no leaks.
side)
17a.Baggage compartment, tie Condition, cargo (if on board)
down/net correctly secure.
17b.Baggage door Secure.
17c.Engine area Check for fuel and/or oil leaks.
18. Cowling and fairings Condition and latched.
19. Air intakes Clear and unobstructed.
20. Main rotor components and General condition.
blades
21. Main rotor damper indicators Position.
22. Engine air intake screen Cover removed, free of
damage and obstruction.
23. Engine cowling Secure.
24. Gravity fuel filler cap Secure.
25. Engine exhaust Cover removed, condition.
26. Fire Bottle over-pressure Green.
indicator
AREA N3 (Tail Boom - Right Hand Side)
27. Tail boom exterior Condition.
28. Antenna (1) Condition.
29. Stabilizer Condition and secure.

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30. Navigation light Condition.

AREA N4 (Fin, Intermediate and Tail Gearbox, Tail Rotor)
31. Tail fin Condition.
32. Intermediate and tail rotor Check for leaks.
gearbox
33. Tail navigation and Condition.
anticollision lights

34. Tail rotor hub and blades Condition, cleanliness.

35. Tail rotor pitch change Condition.
mechanism
AREA N5 (Tail Boom Left Hand Side)
36. Tail boom exterior Condition.
37. Stabilizer Condition and secure
38. Navigation light Condition
39. Antenna (1) Condition.
40. Tail rotor drive shaft cover Secure.
AREA N6 (Fuselage Left Hand Side)
41. Fuselage exterior Condition
42. Engine exhaust Cover removed, condition.
43. Fire Bottle over-pressure Green
indicator
44. Baggage compartment, tie Condition, cargo (if on board)
down/net correctly secure.
45. Baggage door Secure.
46. Engine area Check for fuel and/or oil leaks
47. Engine air intake screen Cover removed, clear of
damage and obstructions.
48. Engine cowling Secure.

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48a.Air intakes Clear and unobstructed.

49. Main rotor components and General condition.
blades
50. Left side emergency exits Confirm secure.
51. Drains and vent lines Free of obstructions
52. Fuel tank sump area (Left Confirm no leaks
side)
53. Main landing gear Condition, shock strut
extension, leaks, tire
pressure.
54. Passenger door Secure.
55. Cowling and fairings Condition.
56. Co-pilot cabin door Condition, cleanliness, window
secure.
57. Windshield and roof Condition and cleanliness.
transparent panel
57a.Windscreen wiper Condition.
AREA N7 (Cabin and Cockpit Interior)
58. Passenger Emergency exits Verify secure.
59. Cabin interior Equipment and cargo secure.
60. First Aid Kit On board.
61. Cabin fire extinguisher Secure, charge.
62. Passenger doors Secure.
63. Deleted
64. Pilot and Copilot safety belt Condition.
and inertia reel.
65. Pilot and Copilot seat Secure.
66. Pilot and Copilot flight Condition and secure.
controls

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67. Lower and lateral transparent Integrity, cleanliness and no

panels signs of brake fluid.
68. Pilot and Copilot door Secure.
69. Instruments, panels and Condition and legibility.
circuit breakers

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 AW139 - RFM - 4D Section 2
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COCKPIT/ENGINE PRE-START CHECKS

SAFETY CHECKS

1. Pedals and seats Adjust

2. Seat belt Fasten and adjust.
3. Circuit breakers All engaged
4. ECLs Confirm at FLIGHT
5. All switches OFF or closed.
6. ENG 1 and ENG 2 MODE OFF
switches
7. ELT switch on instrument Confirm ARM
panel
8. LDG GEAR lever Confirm DOWN.
9. External Power (if used) Connect and switch ON.
10. Ground support personnel Connected (If required)
11. BATTERY MASTER ON

Note
If External Power not available carry out checks marked
with on BATTERY to conserve battery power. The
remaining checks should be completed after the first
engine start.
12. Main and Aux Battery ON
13. EXT PWR ON (if required).
14. GEN 1 & 2 ON
15. BUS TIE AUTO
16. POSITION lights switch Confirm functioning then leave
as required.
17. ANTI-COLL lights switch ON. (confirm functioning)

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Normal Procedures Document N
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18. LT Panel switch ON. confirm emergency lights

functioning: cabin (2), spon-
son (left and right), cockpit
door (left and right)
OFF or ARM, as required
19. MFD Set powerplant page and
check configuration setting.

Note
If MFD/PFD are in composite mode, reset to NORMAL
before starting using RCP switches (MFD ONLY-PFD
ONLY-NORMAL)
20. CAS messages Check
21. MFD Check fuel quantity
22. LDG GEAR panel Check 3 green lights and
EMER DOWN switch secure
23. PARK BRAKE Pull and turn handle and press
pedals until PARK BRAKE
ON advisory illuminates on
CAS
24. RAD MSTR - As required (GND if battery start)

25. FORCE TRIM ON

26. CLTV/YAW TRIM ON
27. AWG REGRADE As required (REGRADE posi-
tion disables 150 FEET
voice message)
28. LD-SH switch TORQUE
29. AFCS Confirm not engaged.
30. Cyclic stick Centred.
31. Collective lever Full down, friction as required

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 AW139 - RFM - 4D Section 2
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32. Flight Controls Push ELEC PUMP on HYD

panel. Carry out cyclic, col-
lective and yaw pedals full
and free check.
Utilizing the cyclic position
indicator, on PFD, centralize
cyclic control by moving in the
direction indicated by the
yellow arrows to obtain the
central circle green.
ELEC HYD PUMP select
OFF

CAUTION

Full and free check should be carried out with slow dis-
placement of the controls and one control at a time in
order not to overload the electric pump.

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
33. HYD SOV switch Centred and guarded

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34. FIRE WARNING TEST Press, on the TEST control

push button panel, BAG and confirm the
following visual warnings :
- MWL illuminate
- BAG FIRE CAS warning
- BAG on FIRE EXTING
panel
Audio tone and voice warn-
ing (WARNING WARN-
ING)
Press ENG1, confirm the fol-
lowing visual and audio warn-
ings :
- ENG 1 ECL fire light
- ENG 1 FIRE on FIRE
EXTING panel
- MWL and MCL illuminate
- 1 ENG FIRE , CAS warning
- 1 FIRE DET, CAS caution
- Audio tone and voice
warning (ENGINE 1 FIRE)
- FIRE 1 on ENG CONTROL
panel

Press, ENG2, confirm the

following visual and audio
warnings :
- ENG 2 ECL fire light
- ENG 2 FIRE on FIRE
EXTING panel
- MWL and MCL illuminate
- 2 ENG FIRE , CAS
warning
- 2 FIRE DET, CAS caution
- Audio tone and voice
warning (ENGINE 2 FIRE)
- FIRE on 2 ENG CONTROL
panel

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35. FUEL pushbutton Fuel test starts automatically

at electrical power on.
Confirm 1(2) FCU TEST FAIL
caution not illuminated.
If further test required press
pushbutton and confirm the
following:
- TEST replaces FUEL
legend on Pilot and Copilot
MFD
- 1(2) FCU TEST FAIL caution
not illuminated.

36. CHIP DETECTOR Press ENG 1 pushbutton and

pushbutton confirm CAS caution:
1 ENG CHIP and MCL
illuminates
Press ENG 2 pushbutton and
confirm CAS caution:
2 ENG CHIP and MCL
illuminates
37. AWG TEST pushbutton Press, momentarily, on the
TEST control panel, AWG.
Confirm the AURAL SYSTEM
TEST message is heard. If
required PRESS and hold
pushbutton for 6 seconds and
confirm the following aural
warnings:
Audio tone and voice
warning (WARNING)
ROTOR LOW
ENGINE 1 OUT
ENGINE 2 OUT

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Section 2 AW139 - RFM - 4D
Normal Procedures Document N
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ENGINE 1 FIRE
ENGINE 2 FIRE
ROTOR HIGH
WARNING
AUTOPILOT
AIRSPEED
LANDING GEAR
150 FEET
ALTITUDE
AURAL SYSTEM TEST
38. OIL LEVEL Pushbutton Press MGB pushbutton and
confirm CAS caution:
MGB OIL LOW and MCL
illuminates
Press IGB pushbutton and
confirm CAS caution:
IGB OIL LOW and MCL
illuminates
Press TGB pushbutton and
confirm CAS caution:
TGB OIL LOW and MCL
illuminates
39. LAMP TEST pushbutton Press and confirm the follow-
ing illuminate.
- MWL and MCL Illuminate
- ENG 1 & 2 FIRE/ARM and
BAG on FIRE EXTING
panel
- FIRE lights on ENG
CONTROL panel
- HYD 1 & 2 PRESS/TEMP &
ELEC PUMP ON, on HYD
panel

UNMAINTAINED COPY
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 AW139 - RFM - 4D Section 2
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- NOSE/LH/RH red and green

lamps, NOSE WHEEL
UNLK/LOCK lamps on LDG
GEAR panel
- All green indications on the
AUTOPILOT and GUID-
ANCE CONTROL panel
40. RPM switch (on collective) Set 100%
41. 1 ENG GOV (on collective) AUTO
42. 2 ENG GOV (on collective) AUTO
43. ENG TRIM beep switches (on Verify operation, then leave
collective) the engine control levers in
the FLIGHT position.
On BATTERY power use a
single click back and forward
to confirm ECL stops in
FLIGHT gate.

Note
Each engine trim beep switch controls the respective
control lever from MIN to FLIGHT position when in
AUTO mode, and from MIN to MAX position when in
MANUAL mode

Note
Both engines control levers should always be operated
through the beep switches located on the collective con-
trol. They should be operated manually only in case of
failure of the remote control (ECL FAIL caution mes-
sage), or before starting, to position the lever to FLIGHT.

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Section 2 AW139 - RFM - 4D
Normal Procedures Document N
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ENGINE STARTING

CAUTION

An engine battery start should not be attempted

if the MAIN BUS 1 voltage is below 23V.

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 recom-
mended Abort Procedure. It is important that flight crews be thor-
oughly familiar with these procedures.
Monitor engine start and if any of the following occur:
light up is not within 10 seconds of ENG MODE to
IDLE.
abnormal noise heard
ITT increases beyond engine limits (HOT START
caution illuminated)
engine hangs (stagnation in NG below 54%)
the main rotor has not begun to rotate when the gas
generator (NG) reaches 40%.
engine starter fails to disengage by 49% NG
shut down engine by:
1. ENG MODE switch OFF
If engine does not shut down then:
ECL OFF
2. FUEL PUMP OFF
3. ENG FUEL switch OFF
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DRY MOTORING PROCEDURE

Following an aborted start shutdown, perform the following procedure
allowing a 30 seconds fuel drain period before restarting. The proce-
dure is used to clear internally trapped fuel and vapor:
Note
Observe the igniter and starter generator duty cycle limi-
tations during re-start attempts. Refer Section 1.
1. ENG GOV switch AUTO
2. ENG MODE switch OFF
3. ECL OFF
4. FUEL PUMP switch OFF
5. ENG FUEL switch OFF (fuel valve indicator bar
horizontal)
6. ENGINE IGN circuit breaker out . (Overhead CB panel)
(Ringed in WHITE on CB panel)

7. ENG MODE switch Select idle as necessary (not

more than 45 seconds.
Starter Duty Cycle must be
respected)

Note 1
To operate the starter it is possible to select
ENG GOV switch to MANUAL mode, then
push the starter push button on the ECL.
8. Gas generator (NG) Note increasing
9. ENG MODE switch OFF as necessary
10. ENGINE IGN circuit breaker In

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Section 2 AW139 - RFM - 4D
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NORMAL ENGINE START

Note
During battery start FUEL PUMP 1(2) may illuminate
temporarily.

Either engine may be started first and it is recommended that

normal engine starts be made using the AUTO mode. For starting
procedure in MANUAL mode refer to Section 3.
Note
If engine N2 is to be started first, set BUS TIE switch to
ON and confirm MAIN BUS 2 voltage is not below 23V.
1. ENG 1 FUEL switch ON - Fuel valve indicator bar
vertical
2. MFD display Confirm PWR PLANT page
3. FUEL PUMP 1 switch ON - 1 FUEL PUMP caution
out, check pressure.
4. ENG 1 MODE switch IDLE

Note
It is recommended to start the engine to IDLE, if neces-
sary, it is possible to start to FLIGHT by setting the ENG
MODE switch directly to FLT.
5. Gas Producer (NG) Note increasing and START
legend displayed.
6. Engine temperature (ITT) Note increasing and IGN leg-
end displayed.
7. Engine oil pressure Confirm rising
8. Engine N1 starter Disengaged by 49% NG

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9. Main hydraulic system When the main rotor begins to

rotate, confirm rise in main
hydraulic pressure.
Confirm cyclic control central-
ized on PFD cyclic indicator
10. N1 engine power turbine Confirm both stabilized to
speed (NF) and rotor speed IDLE speed of 65%1%
(NR)

Note
If the engine was started directly to FLT the NF will stabi-
lise at 100% with rotor speed (NR)
11. Engine and transmission oil Check pressures and temper-
atures within limits
12. ENG 1 MODE switch FLT
12A. If BATTERY start carried out, complete pre-start checks
ENGINE 2 START
13. ENG 2 FUEL switch ON - Fuel valve indicator
vertical
14. FUEL PUMP 2 switch ON - 2 FUEL PUMP caution
out, check pressure.
15. GEN 1 Check loadmeter in GREEN
band (if EXT PWR not used)
16. Repeat above procedure for
engine N2

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CAUTION

Ensure second engine engages as the NF

reaches FLIGHT condition. A failed
engagement is indicated by positive NF
value 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.
17. Engine and transmission Check within limits
parameters
18. External power switch OFF and disconnect external
power (if used)
19. GEN 1 and GEN 2 switches Confirm ON
20. BUS TIE switch Confirm AUTO
21. RAD MSTR switch ON
22. Clock Set
23. Rotor speed Confirm 100%
QUICK ENGINE START
This procedure may be carried out on BATTERY to speed up the
Take Off.
1. BUS TIE switch ON
2. ENG 1 FUEL switch ON - Fuel valve indicator
vertical
3. MFD display Confirm PWR PLANT page
4. FUEL PUMP 1 switch ON - Check pressure.
5. ENG 2 FUEL switch ON - Fuel valve indicator
vertical

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6. FUEL PUMP 2 switch ON - Check pressure.

7. ENG 1 MODE switch FLT
8. ENG 2 MODE switch FLT when N1 engine NG is
above 25%.

CAUTION

Avoid operating the ENG MODE switches

simultaneously
9. Gas Producer (NG) Note increasing and START
legend displayed.
10. Engine temperature(ITT) Note increasing and IGN leg-
end displayed.
11. Engine oil pressure Confirm rising
12. Engine N1 & N2 starters Disengaged by 49% NG
13. Main hydraulic system When the main rotor begins to
rotate, confirm rise in main
hydraulic pressure.
Confirm cyclic control central-
ized on PFD cyclic indicator
14. N1 & N2 engine power tur- Confirm stabilized at 100%
bine speed (NF)
15. Engine and transmission oil Check pressures and temper-
atures within limits
16. External power switch OFF and disconnect external
power (if used)
17. GEN 1 and GEN 2 switches Confirm ON
18. BUS TIE switch Confirm AUTO
19. RAD MSTR switch ON
20. Clock Set

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Section 2 AW139 - RFM - 4D
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139G0290X002

21. Rotor speed Confirm 100%

22. VENT switches As required

SYSTEM CHECKS

1. MFD PWR PLANT page Check all parameters within

limits
2. Main Hydraulic Pressure and temperature
within limits. Make small
cyclic, collective and pedal
movements and confirm
hydraulic pressure drop not
excessive.
Centralize cyclic control on
PFD cyclic indicator
3. Fuel XFEED switch Select OPEN, confirm bar
horizontal
Select NORM, confirm bar
vertical
4. FUEL PUMP 1 OFF. Note fall in fuel N1
pressure, 1 FUEL PUMP
caution displayed, automatic
operation of cross feed valve
(bar horizontal), FUEL
XFEED advisory displayed
on CAS and consequent
increase of fuel N1
pressure.
5. FUEL PUMP 1 ON. 1 FUEL PUMP caution
out, cross feed automatically
closed (bar vertical) and
FUEL XFEED advisory extin-
guishes.

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6. FUEL PUMP 2 OFF. Note fall in fuel N2

pressure, 2 FUEL PUMP
caution displayed, automatic
operation of cross feed valve
(bar horizontal), FUEL
XFEED advisory displayed
on CAS and consequent
increase of fuel N2 pres-
sure.
7. FUEL PUMP 1 OFF. Note fall in fuel N1
pressure, 1 FUEL PUMP
caution displayed, cross feed
valve still open (bar horizon-
tal), FUEL XFEED advisory
still present. Confirm correct
engine operation on engine
driven suction pumps.
8. FUEL PUMP 1 & 2 ON. 1 & 2 FUEL PUMP cau-
tion out and cross feed auto-
matically closed (bar vertical)
FUEL XFEED advisory extin-
guished.
9. OEI TNG switch Check (if required)
10. MFD page Select as required
11. MCDU Set COM and NAV as
required.
12. FD panel Check in SBY
13.TEST button on Autopilot con- Press and follow instruction
troller on MFD AFCS synoptic
page. Confirm test com-
pletes successfully and no
AP messages are displayed
on Crew Alert System. Rese-
lect TEST button to return
MFD display to NORMAL.

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14. ICS panels Set as required. Set BKUP

volume as required
15. AHRS, ADS and display NORM
reversion switches
16. LT panels Set as required
17. CABIN LT panel Set as require
18. COMPASS switches MAG
19. RAD ALT Confirm zero altitude
20. DH TEST button on remote Press, confirm RAD ALT 100ft
instrument controller (5ft) and TEST message
displayed
21. DH selector on remote instru- Set as required
ment controller
22. Altimeters: Pilot, Standby and Set and check
Copilot
23. PITOT HEATER 1 & 2 ON for conditions of visible
moisture at indicated OAT of
+4 C or less.
24. POSITION light switch As required
25. RPM switch Set 100%
26. NR/NF Confirm stabilized at 100%
27. LDG LT & LDG LT2 switches As required
28. PARK BRAKE handle OFF. Check no PARK BRK
ON caution message.
29. Warning and Caution Check, as required
messages

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TAXIING

1. NOSE WHEEL lock Press to UNLK

2. Collective and cyclic Increase collective slowly then
move the cyclic stick forward
moderately to start movement
3. Pedal brakes Check operation
4. Pedal control As required to select direction
5. Collective and pedal brakes To reduce speed and stop,
lower collective and apply
pedal brakes.
6. Nose wheel lock Press to LOCK

Note
If the nose wheel is not aligned forward (UNLK caption
flashing) it will self centre and lock as soon as the heli-
copter lifts off.

CAUTION

Do not use aft cyclic to slow the aircraft. The

use of large cyclic displacements in conjunc-
tion with low collective can cause main rotor
hub and cowling damage.

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PRE TAKE-OFF CHECKS

1. AFCS Engaged.

2. MFD Select PWR PLANT page

3. PARK BRAKE handle Released.

4. ENG MODE Confirm both to FLIGHT

5. ECL Confirm both to FLIGHT

6. TQ LIMiter pushbutton Push, if required, to enable TQ

limiter function (LIMITER ON
advisory message)

CAUTION

With TQ LIMiter enabled the AEO engine total torque will

be limited to a combined torque value of 228%TQ. OEI
engine torque limit will remain at 160%TQ.

7. CAS Clear/as required.

TAKE OFF

CATEGORY B TAKE OFF

1. Hover Establish at 5 feet AGL. Rela-

tive wind between 135 and
225 (quartering tail winds) is
not recommended

2. NOSE WHEEL steering Confirm LOCK

3. Power checks Carry out daily power checks in

accordance with IN FLIGHT

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POWER CHECKS procedure

in Section 4

4. Engines/Rotor Check TQ/ITT matching and

NR 100%.

5. Warnings and cautions Confirm none displayed.

6. MFD PWR PLANT page Check all parameters within

normal operating limits and-
confirm no engine matching
abnormalities.

7. Flight controls Check correct functioning.

8. Collective/Cyclic Control Apply cyclic to commence a

nose down attitude change of
7. At approximately half way
through the rotation apply col-
lective to increase PI to 5%
above the hover PI.

9. Acceleration and Climb Accelerate forward and climb to

achieve 50ft above take off sur-
face at 50 KIAS, continue up to
80 KIAS.

10. Climb At 80KIAS (Vy) adjust attitude

to stabilize at Vy and climb
smoothly

11. Power limits Observe PI limitations for Take

Off power rating.

12. Landing gear UP (by 200ft AGL).

Note
For OAT of -30C and below undercarriage retraction
time may double.

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13. NR/NF Confirm 100%

14. After Take-Off checks Complete.

15. Power Adjust, as required, for cruise

flight or continued climb.

IN-FLIGHT PROCEDURES
AFTER TAKE-OFF

1. Landing gear Confirm up.

2. LDG LT & LDG LT2 switches Confirm OFF
3. Engine parameters, temper- Normal, temperatures and
atures and pressures pressures within limits.
4. LD-SH switch As required; (TORQUE or
TEMP) confirm parameters
matched.

Note
The LD-SH switch allows the pilot to maintain engine
TORQUE or ITT matched, as required
5. TQ LIMiter pushbutton As required
6. CAS Clear/as required.

Note
During flight below 1000ft AGL fly attentive
7. MFD As required

CLIMB CHECKS

1. VENT As required.
2. Radios/Navigation As required.
3. Autopilot mode As required.

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CRUISE CHECKS

1. Collective Adjust as necessary to keep

engine parameters within lim-
its.
2. LD-SH switch As required; (TORQUE or
TEMP) confirm parameters
matched.

Note
The LD-SH switch allows the pilot to maintain engine
TORQUE 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-SH switch to TEMP.
3. FUEL Every 30 minutes:
Check quantity, XFEED closed
or as required

Note
If fuel consumption is greater than expected see
Abnormal Fuel Consumption procedure on page 3-110
4. Airspeed Maintain within limits
5. PITOT HEATER switches ON for temperature of below
4C or flight in visible moisture.
6. Compass Check all synchronized.
7. Radios/Navigation As required.
8. Standby instrument Check airspeed, altimeter and
artificial horizon against pri-
mary flight display.
9. Autopilot modes As required.
10. LDG LT & LDG LT2 switches OFF, if used.

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11. MFD Every flight hour select PWR

PLANT page and confirm no
engine matching abnormalities.
Above 15000ft the PWR PLANT
page should be selected and DC
generator load monitored.

PRE-LANDING CHECKS

1. RPM switch Confirm 100%

2. NR/NF Confirm 100%
3. MFD Select PWR PLANT page
4. TQ LIMiter pushbutton As required
5. Landing gear lever DOWN; three green lights on
LDG control panel.

Note
For OAT of -30C and below undercarriage extension
time may double.
6. NOSEWHEEL steering LOCK.
7. LDG LT & LDG LT2 switches As required.
8. Temperatures and Pressures Within limits.
9. Fuel Quantity, XFEED closed
unless required.
10. RAD ALT bug As required.
11. Altimeters: Pilot and Standby Set.
Copilot
12. PARK BRAKE handle As required.
13. Cabin Secure.
14. PITOT HEATER As required

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Note
If an ILS approach is required select both NAVs to the
same frequency. On STBY instrument (ESIS) NAV
select ON and the course set to the final ILS course.
Recommended airspeed:
Glideslope up to 4 degrees 120 KIAS
Glideslope between 4 and 7.5 degrees 100 KIAS

APPROACH AND LANDING

CATEGORY B LANDING

1. Pre-landing checks Complete

2. AWG NORMAL

Note
When descending below 150ft AGL vocal message
ONE FIFTY FEET is activated regardless of the land-
ing gear status. This message is suppressed if AWG
switch is set to REGRADE.

3. Landing direction If possible orientate the aircraft

for an approach into the pre-
vailing wind.
4. Initial point During the approach, reduce
airspeed gradually to arrive at
a position 200ft above touch-
down point with a rate of
descent of no more than
500fpm. Initiate a deceleration
to achieve 30 KIAS at 50ft. At
50ft rotate nose up to approxi-
mately 20 to decelerate.
5. Landing Continue the decelaration and
descent to hover.
6. MFD PWR PLANT page In hover check all parameters
within normal operating limits

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Section 2 AW139 - RFM - 4D
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and confirm no engine

matching abnormalities

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.

POST LANDING AND SHUTDOWN PROCEDURES

POST LANDING CHECKS

1. AFCS Disengage.

2. LDG LT & LDG LT2 switches OFF (if used).

3. Position lights OFF (if used).

PRE-SHUTDOWN CHECKS

1. PARK BRAKE handle Pull and turn handle, PARK

BRK PRESS caution illumi-
nates, press pedals until cau-
tion extinguishes and PARK
BRK ON advisory illuminates

2. NOSE WHEEL Push to LOCK, if required

3. Collective lever MPOG

4. Cyclic stick Centralized, on PFD cyclic

indicator

5. Pedals Centered

6. Avionics As required

7. PITOT HEATER switches OFF (if used).

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8. External Power If required, carry out

EXTERNAL POWER
connection procedure.

ENGINES AND ROTOR SHUTDOWN

When it is intended to shutdown engines and rotor, carry out the fol-
lowing procedure:

1. ENG 1 and 2 MODE switches Set to IDLE.

Note
A period of 60 seconds stabilization at IDLE is recom-
mended

2. Fuel PUMP 1 and 2 switches OFF.

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. ENG 1 and 2 FUEL valve OFF 1 & 2 FUEL PUMP caution

messages. (Fuel valve indica-
tor bar horizontal)

5. Fuel XFEED switch CLOSED (indicator bar vertical)

6. Cockpit lights OFF

7. ANTI-COL lights OFF

CAUTION

Prior to switching electrical power OFF

ensure engine NG values are at 0%.

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8. BATTERY MASTER and OFF

GENerators

9. MAIN and AUX BATTERYs OFF

POST SHUTDOWN CHECKS

Before leaving the aircraft:
If the helicopter is to be parked for prolonged periods (greater than
1 hour) the wheels should be chocked.
If the helicopter is to be parked on sloping ground the wheels
should be chocked as soon as possible.
If the helicopter is to remain outside with an OAT at or below -20C
both Main and Auxiliary batteries should be removed and stored in
a heated room.

SLOPING GROUND OPERATION

Note
1(2) WOW FAIL caution may illuminate spuriously during
slope Take-Off or Landing procedure.

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. Release PARK BRAKE
5. Take off as required.

LANDING PROCEDURE
1. Establish hover above landing area.
2. PARK BRAKE applied, (PARK BRAKE ON advisory message on
CAS)

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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

FLIGHT HANDLING
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. Adjust collective to give up to 110% NR

CAUTION

Rotor speed is sensitive in 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 10% torque is indicated.
Finally, increase power, gently, in not less than 3 seconds, to
arrest the rate of descent.

FLIGHT IN SEVERE TURBULENCE

1. All occupants must be seated with seat belts fastened.

2. Slow the aircraft to a comfortable speed.

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3. Fly a constant attitude. Do not attempt to correct rapidly changing

airspeed indications.

4. Do not make large, rapid collective pitch adjustments.

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
knots), the system beep trim mode (TRIM) can be used. Operation of
the cyclic beep trim switch causes the trim system to change the refer-
ence at 3 degrees per second in roll and 2/sec in pitch or 1/sec in
pitch for airspeed above 120 KIAS. When the new desired attitude is
reached, the switch is released.
The trim method most commonly used is a combination of trim release
and beep trim.

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 40-45 KIAS the coordinated turn facility
enables the aircraft to carry out a balanced turns, below 60 KIAS the
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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FMS AND GPS OPERATION

GENERAL
Normal operating procedures are outlined in the Honeywell Flight
Management System (FMS) Pilots Manual for the Agusta AW/AB 139
applicable to the software version installed on the aircraft.
Note
For complete FMS operations, refer to the Honeywell
Flight Management System (FMS) Pilot Manual for the
AW/AB139.

In the GPS status page (MCDU) RAIM (Receiver Autonomous Integ-

rity Monitor) and FOM (Figure of Merit) are displayed. RAIM and FOM
indicate current uncertainty of position expressed in nautical miles. In
addition to RAIM for current condition, the GPS receiver predictive
RAIM calculation gives the pilot an indication as to whether the GPS
geometry will be satisfactory for approach at the selected or expected
arrival time. YES indicates RAIM is predicted to be within approach
criteria. NO indicates RAIM is predicted to be unacceptable or unavail-
able.

BASIC OPERATIONS
PRE-DEPARTURE OPERATIONS
At the power-up of the system, NAV IDENT page is presented on
MCDU. Basic pre departure operations are:

Initialize the position by pressing POS INIT key and load-

ing present position (right keys on POSITION INIT page)

Press FLT PLAN key (6R) to prompt ACTIVE FLT PLAN

page and recall or create a FPL

Press FPL key and activate the flight plan

Press PERF pushbutton, enter performance data and con-

firm (CONFIRM INIT key)

If required select and activate arrival and departure

If required insert ALTERNATE data and waypoints

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Section 2 AW139 - RFM - 4D
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139G0290X002

If required press PATTERNS key (on NAV page) to select

and activate holdings, flyovers and other patterns.
Note
Above procedures may be monitored on PLAN page of MCDU

IN FLIGHT OPERATIONS
General
ACTIVE FLT PLAN page 1 and PROGRESS page 1 are considered
the primary pages of the FMS during flight. Once activated on the
ground, the flight plan may be:

flown directly by the pilot monitoring MAP page on MFD

and LNAV/VNAV (VPATH) presentation on PFD

flown coupled to FD, LNAV only, once LNAV is presented

on PFD and FD is engaged.
Departure, climb and cruise

Set altitude selector at the reference altitude cleared by

ATC

Monitor leg sequencing on MFD (MAP page) and on the

MCDU display.
Descent

Check/activate, if required, approach on destination airport

and alternate airport on the flight plan

Set altitude selector at the reference altitude cleared by

ATC

Start descent, once cleared by ATC, at TOD (Top Of

Descent) mark using the rate of descent indicated on
MCDU display.
A VPATH will be shown during a descent if:
a vertical constraint is entered or,
an approach is activated.

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VPATH vertical indicator is presented on the PFD in the same

spot and with the same layout as the Glideslope indicator. Dur-
ing PRV operation both vertical indicators are concurrently pre-
sented, VPATH pointer is presented on the right of the vertical
deviation scale and Glideslope on the left. Within the pointers
there will be a letter I for ILS or V for VPATH. (See Figure 2-2)

VPATH pointer
I
V

Glideslope pointer

Figure 2-2 VPATH Pointer

WARNING
In VFR flight, the pilot can fly VPATH indication in day
VMC only.

Monitor leg sequencing on MFD (MAP page) and on the

MCDU display.
Approach

Check published approach plate.

Set altitude selector to the MDA (ASEL)

Set DH

Intercepting VPATH, engage IAS and fly the vertical

pointer with the collective.

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WARNING
The pilot must not fly VPATH indication unless:
when under ATC control
flying a published approach
or

during VMC Day conditions

CAUTION

When the vertical profile includes two consecutive slopes

with different angles, a discontinuity in the vertical indica-
tor may be shown at the transition.

Note
If an ILS approach is selected flying a FMS flight plan,
PRV mode must be armed and ILS course set.

Monitor leg sequencing on MFD (MAP page) and on the

MCDU display.

At MDA/DH take over manually for landing.

If a missed approach is required press the GA button to

activate the Missed Approach sequencing.

AUTOPILOT COUPLED OPERATIONS WITH FLIGHT DIRECTOR

(IF FITTED)
To couple FMS lateral navigation (LNAV) to Flight Director, pilot must:

Select, on the PFDs, HSI, FMS1 or FMS2 (by pressing

LNAV on DICP);

Press the NAV key on the Flight Director Guidance Con-

troller.

Engaging the FD to the FMS:

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Engaging the FD to the FMS:

Course arrow and FMS 1/2 source indicator on PFDs HSI will turn
magenta (from cyan);

Active leg on MAP page will turn magenta (from cyan).

Note
Vertical Navigation (VNAV) cannot be coupled to FD
Note
ASEL does not capture ALT reference. It can be used
only for visual reference. Altitude selector does not influ-
ence the vertical navigation but must be initially activated
to have NAV vertical presentation.

ADVISORY ANNUNCIATORS
a) Message (MSG)
MSG is an advisory (amber) annunciator that is displayed on
the PFD (first line below PI indicator, see Figure 2-3 ). This
annunciator is displayed when a message is shown in the
scratchpad. The annunciator is removed after the message
has been cleared from the scratchpad.
Messages are displayed in the MCDU scratchpad at various
times. They inform or alert the pilot as to system status.
Messages are divided into the following two major groups:
ADVISORY MESSAGES. Advisory messages contain
information that is helpful to the pilot. Advisory messages
are usually the result of a pilot action on the MCDU (e.g.,
making an entry with the incorrect format).

ALERTING MESSAGES. Alerting messages alert the pilot

to the FMS status, assuming the pilot is not looking at the
MCDU (e.g., message annunciating, sensor failure).
Messages are stacked for display in priority order on a first in,
last out basis. In cases where there are multiple messages
stacked, the message annunciator remains displayed until all
messages are cleared. Only one message can be cleared per
CLR key push.
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b) Offset (OFST)
OFST is an advisory (green) annunciator on the PFD (along
side waypoint identifier, see Figure 2-3). The annunciator is
displayed when a lateral offset has been entered on the
PROGRESS 3 page. The annunciator is removed or turned off
when the offset is removed.

c) Approach (APP)
APP is an advisory (green) annunciator on the PFD (along
side waypoint identifier, see Figure 2-3). The annunciator indi-
cates the FMS is in the approach mode of operation.
In this mode, the HSI deviation sensitivity and FMS tracking
gains are increased. The approach annunciator is displayed if
ALL of the following conditions are valid:

The FMS is the selected aircraft navigation source on

PFD.

A non-precision instrument approach has been activated

from the navigation database.

If no approach, or an ILS, LOC, LOC--BC, LDA, SDF or

MLS approach is selected, the APP annunciator does not
light.

The aircraft position is between 2 NM outside the final

approach fix (FAF) and the missed approach point (MAP).

The DGR annunciator must not be present.

The FMS must be using approved sensors for the selected

approach procedure. Approved sensors for non precision
approach procedures are described in table below:

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Approved Sensors
Approach procedure (Navigation Mode)
GPS DME-DME VOR/DME
GPS/RNAV X
VOR/DME X X X
VOR X X X
(see note)
NDB X X
NOTE: VOR approaches with a procedure specified navaid that does NOT
have DME capability can be flown by the FMS only if GPS or DME/DME is
available

MSG MSG
APP OFST

RNP 4.50 DGR RNP 4.50 DR

Figure 2-3 PFD Messages

STANDBY INSTRUMENT OPERATION

Operating procedures are outlined in the Goodrich Avionic System
Pilots Guide for the Electronic Standby Instrument System Model
GH-3100, latest issue.

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ADVISORY CAPTIONS DEFINITIONS

CAS Caption (Green) System State
CLTV/YAW OFF Collective yaw coupling OFF
EXT PWR READY External power connected
EXT PWR ON External power ON
FORCE TRIM OFF Cyclic force trim switched OFF
FUEL XFEED Fuel cross feed open
FWD VENT Forward vent fan ON
LANDING LT ON LDG LT switched ON
LDG EMER DOWN Landing gear lowered using emergency
down system
PARK BRK ON Park brake ON
1(2) PITOT HEAT ON Pitot heating ON
SEARCH LT ON LDG LT2 switched ON
TQ LIMITER ON Engine torque limiter ON
DCL NOT INSTALLED (Caption present for 5secs)
DCL button pressed and function not
fitted
ALTA NOT INSTALLED (Caption present for 5secs)
ALTA button pressed and function not
fitted
RHT NOT INSTALLED (Caption present for 5secs)
RHT button pressed and function not
fitted
HOV NOT INSTALLED (Caption present for 5secs)
HOV button pressed and function not
fitted

CAS Caption (White) System State

MAINTENANCE (Caption only active on ground)
Informs maintenance crew to interrogate
maintenance system. No pilot action.

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NOSE FAN 1(2) OFF (Caption only active on ground and from
aircraft S/N 31201 onwards)
Informs crew that associated nose bay
vent fan has failed. No pilot action.

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PFD MESSAGES

Figure 2-4 PFD Messages

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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
CREW ALERTING SYSTEM (CAS) 3-5
USING THE CAS WARNING AND CAUTION SYSTEM 3-5
MESSAGE FORMAT 3-6

EMERGENCY PROCEDURES
CAS WARNING MESSAGES 3-9
WARNING PRIORITIES LOGIC 3-9
AURAL WARNING GENERATOR (AWG) TEST PROCEDURE 3-9
VOICE ONLY MESSAGES 3-10
TABLE OF CAS WARNING MESSAGES 3-11
ROTOR UNDER-SPEED 3-12
ROTOR-OVERSPEED 3-13
ENGINE OUT 3-14
ENGINE DRIVE SHAFT FAILURE 3-15
ENGINE IDLE 3-15
ENGINE FAILURE 3-16
GENERAL 3-16
ENGINE FAILURE RECOGNITION 3-16
SINGLE ENGINE FAILURE 3-16
SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT) 3-16
SINGLE ENGINE FAILURE ON TAKE OFF CATEGORY B 3-17
SINGLE ENGINE FAILURE DURING CRUISE 3-17
SINGLE ENGINE LANDING CATEGORY B 3-18
DOUBLE ENGINE FAILURE 3-19

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Table of contents (Contd.)

Page
ENTRY IN AUTOROTATION 3-19
AUTOROTATIVE LANDING PROCEDURE ON LAND 3-19
AUTOROTATIVE LANDING PROCEDURE ON WATER 3-21
FIRE 3-23
ENGINE BAY FIRE (GROUND) 3-23
ENGINE BAY FIRE (FLIGHT) 3-24
ENGINE EXHAUST FIRE AFTER SHUTDOWN 3-25
BAGGAGE BAY FIRE 3-26
COCKPIT / CABIN FIRE (GROUND) 3-27
COCKPIT / CABIN FIRE (FLIGHT) 3-28
ELECTRICAL FIRE/SMOKE (GROUND) 3-29
ELECTRICAL FIRE/SMOKE (FLIGHT) 3-29
ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) CONT. 3-31
WHEEL BRAKE FIRE 3-32
ENGINE SHUTDOWN IN EMERGENCY 3-33
EMERGENCY/POST CRASH SHUTDOWN 3-34
ENGINE SYSTEMS 3-35
ENGINE OIL PRESSURE LOW 3-35
ENGINE EEC FAIL 3-36
TRANSMISSION SYSTEM FAILURES 3-37
MAIN GEARBOX 3-38
OIL PRESSURE LOW 3-38
OIL TEMPERATURE HIGH 3-39
MAIN ROTOR CONTROLS BINDING 3-40
TAIL ROTOR SYSTEM FAILURES 3-41
YAW CONTROL DIAGNOSTICS 3-41
TAIL ROTOR DRIVE FAILURE 3-41
TAIL ROTOR CONTROL SYSTEM FAILURE 3-43
TAIL ROTOR CONTROL BINDING 3-45
ELECTRICAL SYSTEM 3-47
DOUBLE DC GENERATOR FAILURE 3-47
EXTENDED FLIGHT ENDURANCE AFTER DOUBLE
DC GENERATOR FAILURE 3-48
SERVICES AVAILABLE ON ESSENTIAL BUS 1 AND 2 3-49

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Table of contents (Contd.)

Page
SERVICES LOST DURING BUS FAILURES 3-50
MAIN AND AUXILIARY BATTERY HOT 3-51
LANDING GEAR 3-52
LANDING GEAR FAILS TO LOCK DOWN 3-52
LIGHTNING STRIKE 3-54
STATIC PORT OBSTRUCTION 3-54
EMERGENCY EXITS 3-55

MALFUNCTION PROCEDURES
CAUTION SYSTEM 3-59
CAUTIONS WITH VOICE MESSAGES 3-59
TABLE OF CAS CAUTION MESSAGES 3-59
TABLE OF PFD AND MFD MESSAGES 3-65
ENGINE MALFUNCTIONS 3-69
COMPRESSOR STALL 3-69
UNUSUAL ENGINE NOISE 3-70
ENGINE LIMIT EXCEEDANCE 3-71
ENGINE OIL TEMPERATURE 3-72
ENGINE OIL PRESSURE HIGH 3-73
ENGINE OIL CHIP DETECTOR 3-74
ENGINE FIRE DETECTOR SYSTEM 3-75
ENGINE CONTROL LEVER 3-76
ENGINE CONTROL LEVER POSITION 3-77
ENGINE MODE SELECT SWITCH 3-78
ENGINE POWER TURBINE OVERSPEED 3-79
ENGINE ELECTRONIC CONTROL DATA 3-80
DEGRADATION OF ENGINE CONTROL FUNCTIONS 3-81
ENGINE HOT START 3-82
TORQUE LIMITER 3-83
INTER TURBINE TEMPERATURE LIMITER 3-84
ROTOR SPEED SELECTOR 3-85
ENGINE POWER TURBINE OVERSPEED DETECT
FAILURE 3-86

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Table of contents (Contd.)

Page
FUEL FILTER BY-PASS 3-86
FUEL ICING 3-87
FUEL HEATER 3-88
ENGINE RESTART IN FLIGHT PROCEDURE 3-89
ENGINE MANUAL STARTING 3-91
MANUAL IN FLIGHT RESTART PROCEDURE 3-92
ENGINE AND ROTOR PARAMETERS MISCOMPARE 3-94
ENGINE ANALOGUE SENSOR FAILURE 3-95
DRIVE SYSTEM 3-97
MAIN GEARBOX OVERTORQUE 3-97
MAIN GEARBOX CHIP DETECTOR 3-98
MAIN GEARBOX OIL FILTER 3-99
MAIN GEARBOX OIL LOW 3-99
MAIN GEARBOX INPUT BEARING TEMPERATURE 3-100
MAIN GEARBOX INPUT OIL PRESSURE 3-101
INTERMEDIATE OR TAIL GEARBOX CHIP 3-102
INTERMEDIATE OR TAIL GEARBOX OIL LOW 3-103
INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH 3-103
TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH 3-104
GEARBOX CHIP DETECT UNIT MALFUNCTION 3-104
GEARBOX CHIP DETECTOR SENSOR FAILURE 3-105
FUEL SYSTEM 3-107
FUEL LOW 3-107
FUEL PRESSURE LOW 3-108
DOUBLE FUEL PUMP FAILURE 3-109
ABNORMAL FUEL CONSUMPTION 3-110
FUEL CONTENTS GAUGING UNIT FAILURE 3-111
FUEL LOW SENSOR FAILURE 3-112
FUEL PROBE FAILURE 3-113
FUEL CONTENTS GAUGING UNIT TEST SYSTEM
FAILURE 3-114
HYDRAULIC SYSTEM 3-115
HYDRAULIC PRESSURE LOW 3-115
NORMAL LANDING GEAR PRESSURE LOW 3-116

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Table of contents (Contd.)

Page
EMERGENCY LANDING GEAR PRESSURE LOW 3-116
HYDRAULIC FLUID OVERHEATING 3-117
HYDRAULIC FLUID LEVEL LOW 3-118
HYDRAULIC PUMP 1, 2 OR 4 FAILURE 3-119
MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO 3-120
NOSEWHEEL UNLOCKED (IN FLIGHT) 3-121
PARK BRAKE MALFUNCTION 3-122
PARK BRAKE ON 3-122
ELECTRICAL 3-123
SINGLE DC GENERATOR FAILURE 3-123
DC GENERATOR OVERHEAT 3-123
MAIN BATTERY OFF 3-124
AUXILIARY BATTERY OFF 3-124
BUS TIE OPEN 3-125
LOSS OF MAIN AND/OR AUXILIARY BATTERY SUPPLY 3-126
DC MAIN BUS FAILURE 3-127
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) 3-129
GENERAL 3-129
AUTOPILOT FAIL 3-130
AUTOPILOT OFF 3-131
AUTOPILOT AXIS OFF 3-132
AUTOPILOT AXIS DISENGAGE 3-132
ATTITUDE SYSTEM OFF 3-133
AFCS TRIM FAILURE 3-134
PITCH, ROLL, YAW TRIM FAIL 3-134
MISTRIM 3-135
AFCS DEGRADED 3-135
SAS DEGRADED 3-136
AP TEST ABORT 3-136
CYCLIC FORCE TRIM FAILURE 3-137
AFCS QUICK DISCONNECT PROCEDURE 3-137
DISPLAY UNIT MALFUNCTIONS 3-139
PRIMARY OR/AND MULTIFUNCTIONAL FLIGHT
DISPLAY UNIT FAILURE 3-139

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Table of contents (Contd.)

Page
PFD/MFD DISPLAY FAILURES 3-140
DISPLAY UNIT OVERHEATING 3-142
DISPLAY UNIT DEGRADED 3-142
ICE PROTECTION 3-143
PITOT HEATER FAILURE 3-143
PITOT HEATER OFF 3-143
ENVIRONMENTAL CONTROL SYSTEM 3-144
VENT FAN FAILURE 3-144
NOSE AVIONIC FANS FAILURE 3-144
AVIONICS 3-145
AHRS FAILURE 3-145
ADS FAILURE 3-146
AURAL WARNING SYSTEM FAILURE 3-147
AVIONIC FAULT 3-147
MODULAR AVIONICS UNIT OVERHEAT/FAIL 3-148
MODULAR AVIONICS UNIT OVERHEAT/FAIL CONT 3-149
MULTIFUNCTION CONTROL DISPLAY UNIT
OVERHEATING 3-150
SYSTEM CONFIGURATION FAILURE 3-150
VALIDATE CONFIGURATION 3-151
FLIGHT DATA RECORDER FAILURE 3-152
COCKPIT VOICE RECORDER FAILURE 3-152
FLIGHT MANAGEMENT SYSTEM FAILURE 3-153
GPS FAIL 3-153
FMS/GPS MISCOMPARE 3-154
FMS/GPS MISCOMPARE UNAVAILABLE 3-154
COMMUNICATION SYSTEM 3-155
VHF OVERHEAT 3-155
AUDIO PANEL FAILURE 3-155
MRC OVERHEAT 3-156
MISCELLANEOUS 3-157
WEIGHT ON WHEELS SWITCH FAILURE 3-157
COCKPIT DOOR OPEN 3-158
CABIN DOOR OPEN 3-159

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Table of contents (Contd.)

Page
BAGGAGE BAY DOOR OPEN 3-159
EXTERNAL POWER SOCKET DOOR OPEN 3-160
AIRCRAFT NEVER EXCEED SPEED MISCOMPARE 3-160
LANDING GEAR RETRACTED 3-161
AIRCRAFT NEVER EXCEED SPEED 3-161
LANDING GEAR FAILS TO RAISE 3-162
PRIMARY AND MULTIFUNCTIONAL FLIGHT DISPLAY
MESSAGES 3-163
ATTITUDE DISPLAY FAILURE 3-163
HEADING DISPLAY FAILURE 3-164
RAD ALT FAILURE 3-165
CAS WARNING MESSAGE LIST DISCREPANCY 3-166
ADS FAILURE 3-167
FAILURE OF CAS DATA 3-168
MAU MESSAGE ON PFD 3-169
DISPLAY UNIT GRAPHIC MALFUNCTION 3-170
2.5 MINUTE RATING 3-171
ENGINE STATE INDICATION ON PFD AND MFD 3-172
FAILURE OF PI DISPLAY 3-173
FAILURE OF NF DISPLAY 3-173
DECISION HEIGHT CAPTION 3-174
AHRS MISCOMPARE 3-174
ADS MISCOMPARE 3-175
RAD ALT MISCOMPARE 3-175
NAV MISCOMPARE 3-176
CAS CAUTION MESSAGE LIST DISCREPANCY 3-177
LOSS OF GLIDESLOPE OR VOR DATA 3-178
FMS PFD MESSAGES 3-179

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LIST OF ILLUSTRATIONS
Page
Figure 3-1 Crew Alerting System Layout (MFD Page) 3-3
Figure 3-2 Crew Alerting System MWL and MCL Location,
Display Unit Numbering 3-4
Figure 3-3 External Markings and Placards 3-55
Figure 3-4 Internal Markings and Placards 3-55
Figure 3-5 Internal Markings and Placards (cont.) 3-56
Figure 3-6 FMS PFD Messages 3-179

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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 con-
ducted on this particular helicopter type.
The procedures used in each actual emergency or malfunction must result
from consideration of the complete situation. Multiple emergencies or malfunc-
tions may require 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)
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 bold 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 typed in bold.

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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 haz-
ardous landing conditions exist such as dense bush, heavy seas or mountain-
ous terrain, the final decision as to the urgency of landing must be made by
the pilot.

1. Land immediately: Land at once, even if for example

this means ditching or landing in
trees. The consequences of contin-
ued flight are likely to be more haz-
ardous than those of landing at a
site normally considered unsuit-
able.

2. 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.

3. 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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(ENG 1 OIL PRESSURE, MAIN BATT HOT warnings, 1 & 2 FUEL PUMP
2 AHRS FAIL cautions and AIR COND advisory message active in
CAS Warning and Caution window)

Figure 3-1 Crew Alerting System Layout (MFD Page)

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Pilot MWL and MCL

Copilot MWL and MCL

Display Unit 1 Display Unit 2 Display Unit 4

Display Unit 3

Figure 3-2 Crew Alerting System MWL and MCL Location,

Display Unit Numbering

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CREW ALERTING SYSTEM (CAS)

The CAS is a dedicated window on the Multi-Functional Display (MFD). 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 mal-
functions 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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MESSAGE FORMAT
Similar 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:
represents the combined CAS warning displayed
when 1 ENG OIL PRESS and 2 ENG OIL PRESS
1-2 ENG OIL PRESS
warnings are present consecutively.

For this manual, use of the caption notation 1(2)

ENG OIL PRESS (for example) is to indicate
1(2) ENG OIL PRESS
captions that can apply to more than one
component.
This notation therefore indicates that a failure
involving No. 1 engine oil pressure would be dis-
1 ENG OIL PRESS
played as 1 ENG OIL PRESS and a failure
involving No. 2 engine oil pressure would be dis-
played as 2 ENG OIL PRESS
2 ENG OIL PRESS

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EMERGENCY PROCEDURES

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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 back-
ground 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 3-11, gives the Master Warn-
ing 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. ROTOR HIGH
5. ENGINE IDLE
6. WARNING
7. AUTOPILOT
8. AIRSPEED
9. LANDING GEAR
10. 150 FEET
The system logic will cause a high priority message to interleave with a lower
priority message.

AURAL WARNING GENERATOR (AWG) TEST PROCEDURE

Pushing the AWG button on the TEST CONTROL PANEL has the following
effects:
Momentary push - AURAL SYSTEM TEST aural message is generated
6 second push, all messages and tones are generated in specific priority
order

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VOICE ONLY MESSAGES

1. AIRSPEED Vne speed exceeded.

2. 150 FEET Aircraft at less than 150ft RAD ALT

height

3. AUTOPILOT Associated with any AP caution

message.

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TABLE OF CAS WARNING MESSAGES

CAS Caption Voice Audio Failure/System State
Warning Tone
ROTOR LOW ROTOR Tone Rotor speed below 98%
Page 3-12 LOW (Power ON AEO), Rotor
speed below 90% (Power
ON OEI), Rotor speed below
95% (Power OFF)
1(2) ENG OUT ENGINE Tone Engine NG below 34.3% or
Page 3-14/3-33 1(2) OUT NG rate of change outside
predetermined limits.
1(2) ENG FIRE ENGINE Tone Engine bay high tempera-
Page 3-23 1(2) FIRE ture, fire or hot gas leak
ROTOR HIGH ROTOR Tone Rotor speed above 104%
Page 3-13 HIGH (Power ON AEO and OEI)
Rotor speed above 110%
(Power OFF)
1(2) ENG IDLE ENGINE None Associated engine in IDLE
Page 3-15 1(2) IDLE and collective being raised
(Triggered on ground only)
1(2) EEC FAIL WARNING None Automatic reversion of asso-
Page 3-36 ciated engine to manual
mode
MGB OILPRESS WARNING None Low pressure in MGB lubri-
Page 3-38 cating systems (less than 3.1
bar)
MGB OIL TEMP WARNING None Overheating of MGB lubri-
Page 3-39 cating system (greater than
109C)
1(2) ENG OIL WARNING None Low oil pressure in associ-
PRESS ated engine (less than 4.2
Page 3-35 bar)
1-2 DC GEN WARNING None Failure of both generators
Page 3-47
MAIN BATT WARNING None Main battery overheating
HOT Page 3-51
AUX BATT HOT WARNING None Auxiliary battery overheating
Page 3-51
BAG FIRE WARNING None Smoke detected in baggage
Page 3-26 bay

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ROTOR UNDER-SPEED

+ Audio Tone and

ROTOR LOW
Voice Warning

Rotor RPM below limit

- Check NR on PFD

Tone and ROTOR LOW

below 98% Power ON
below 90% Power ON (OEI Landing)
below 95% Power OFF

If rotor speed low

- Lower collective to
increase rotor speed

- Refer to engine Emergency and

Malfunction drills if relevant

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ROTOR-OVERSPEED

+ Audio Tone and

ROTOR HIGH Voice Warning

Rotor RPM above limit

- Check NR on PFD

Tone and ROTOR HIGH

above 104% Power ON or OEI
above 110% Power OFF

If rotor speed high

- Raise collective to
decrease rotor speed

- Refer to engine Emergency and

Malfunction drills if relevant

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ENGINE OUT

1(2) ENG OUT + Audio Tone and Voice Warning

Associated engine NG less than 34.3% or rate of

change outside predetermined limits

- Adjust collective as required to

maintain NR within limits

- Achieve safe OEI flight

If engine at low power If affected engine has

but still running above G.I. flamed out

- Select ENG GOV to

MANUAL control

If manual control If manual control

effective ineffective

- Continue flight - Carry out ENGINE

controlling engine SHUT DOWN IN AN
power manually EMERGENCY procedure
Page 3-33
- Land as soon
as practicable - Land as soon - Carry out ENGINE
as practicable SHUT DOWN IN AN
EMERGENCY
Note procedure Page 3-33
If possible the torque of the manually
controlled engine should be maintained - Land as soon
as practicable
at a torque level 10% below the other
engine. (If PI on either/both engines
is ITT or NG limited refer to TQ on Consider relight only if
MFD PWR PLANT page) cause of flameout known
and relight essential. For
Engine Restart in Flight
procedure see Page 3-89

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ENGINE DRIVE SHAFT FAILURE

Rapid decrease in engine
1(2) TQ to 0 with NF1(2)
above NR and/or possible 1(2) OVSPD

NF approx 110% and/or PI 0%, drive

shaft failure on affected engine

- Achieve safe OEI flight

- Carry out ENGINE SHUTDOWN

IN AN EMERGENCY procedure
Page 3-33

- Land as soon as practicable

Note
Following engine drive shaft failure, NF may overspeed and
reach the NF overspeed trip point (111%).

ENGINE IDLE

1(2) ENG IDLE + Voice Warning

(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

- Reduce collective to MPOG

- Select engine MODE switch to FLT
before TAKE-OFF

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ENGINE FAILURE

GENERAL
In the event of partial or complete power failure, establishing a safe flight con-
dition 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
AN EMERGENCY procedure Page 3-33.

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/torque 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/torque 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 pitch 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. To attempt the re-start use the ENGINE
RESTART IN FLIGHT procedure. Page 3-89

SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT)

1. Collective pitch Maintain collective pitch setting or

lower collective slightly if required
to establish descent.

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2. Touchdown Increase collective to cushion land-

ing as touchdown becomes immi-
nent

3. Landing After touchdown, centralize cyclic

and simultaneously reduce collec-
tive 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 pitch 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 pitch Apply to cushion touchdown.

4. Landing After touchdown centralize cyclic

and simultaneously reduce collec-
tive to minimum.

5. Brakes Apply wheel brakes to minimize

ground roll.

SINGLE ENGINE FAILURE DURING CRUISE

1. Collective Adjust as necessary to maintain

rotor RPM and torque within limits.

2. Cyclic Establish Safe OEI flight.

3. Collective Re-adjust collective to minimize

altitude loss by applying up to
maximum OEI power.

4. Engine restart Consider engine re-start if cause of

initial failure has been determined
and corrected. See ENGINE

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Section 3 AW139 - RFM - 4D
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Malfunction Procedures 139G0290X002

RESTART IN FLIGHT procedure

3-89.

5. Engine If engine restart fails or no attempt

to restart is made carry out the
ENGINE SHUTDOWN IN AN
EMERGENCY procedure 3-33

SINGLE ENGINE LANDING CATEGORY B

1. Pre-landing checks Establish normal approach and

carry out pre landing checks.

2. Landing direction Orientate the aircraft for an

approach into the prevailing wind

3. Initial point During the approach, reduce air-

speed gradually to arrive at a
point 200ft above touchdown point
with a rate of descent of no more
than 500fpm. Initiate a decelera-
tion to achieve 30 KIAS at 50ft.
At 50ft rotate nose up to a maxi-
mum of 20 to decelerate.

4. Collective Continue deceleration to running

touchdown or hover. Use collec-
tive to cushion touchdown. Maxi-
mum nose up attitude on
touchdown 15.

5. Landing After touchdown, centralize cyclic

and reduce collective to minimum.

6. Braking Apply wheel brakes, as required.

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DOUBLE ENGINE FAILURE

A sequential or simultaneous failure of both engines will require entry into
autorotation.

ENTRY IN AUTOROTATION
Depending on collective pitch 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 pitch 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 pos-
sible 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 2500 feet per minute, a minimum AGL height
of 3000 to 4000 feet would be required to provide sufficient time to complete
the re-start procedures.
If time and conditions permits and no attempt to restart is made, carry out
the ENGINE SHUTDOWN IN AN EMERGENCY procedure Page 3-33 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 3-89.

AUTOROTATIVE LANDING PROCEDURE ON LAND

The procedure which follows outlines the steps required to execute a success-
ful autorotation landing, time permitting, consult the appropriate Emergency
Procedure for the additional steps required to deal with a specific type failure.

1. Collective pitch Smoothly and rapidly reduce to

enter autorotation.

2. Cyclic Adjust to obtain autorotation at

between 80 KIAS (minimum rate
of descent speed) and 100 KIAS
(Best range speed).

3. Collective pitch Adjust to obtain up to110% NR.

4. Landing gear Extend.

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Section 3 AW139 - RFM - 4D
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Malfunction Procedures 139G0290X002

5. Landing site Select and manoeuvre into wind.

6. Brief Cabin crew and occupants.

7. Radar altimeter Verify working.

8. Distress procedure Broadcast Mayday (time permit-

ting).

9. Cyclic At approximately 200 feet AGL, ini-

tiate a cyclic flare to a maximum
30 nose-up angle.

10. Collective pitch Adjust, as required, to maintain NR

at 110% maximum during the flare.

11. Cyclic /Collective pitch At approximately 35 feet AGL,

reduce pitch attitude to 10 nose-
up and apply collective pitch, as
required, to achieve touchdown at
approximately 300 feet per minute
or less.

12. Touchdown speed As required by surface

characteristics. (Maximum
touchdown speed 60 kts on paved
surface and 40 kts on grass
surface).

13. Collective pitch Following touchdown, lower

promptly to conserve the remain-
ing rotor speed.

14. Wheel brakes Apply as required (land only).

15. Shutdown Execute the EMERGENCY/POST

CRASH SHUTDOWN procedure
Page 3-34

16. Evacuate Evacuate the aircraft as soon as

possible.

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AUTOROTATIVE LANDING PROCEDURE ON WATER

The procedure which follows outlines the fundamental steps required to exe-
cute a successful ditching. Time permitting, consult the appropriate Emer-
gency procedure for the additional steps required to deal with the specific type
failure that prompted the decision to proceed with the ditching 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 pitch Smoothly and rapidly reduce to

enter autorotation.

2. Cyclic Adjust to obtain autorotation speed

between 80 KIAS (minimum rate
of descent speed) and 100 KIAS
(Best range speed).

3. Collective pitch Adjust to obtain up to 110% NR.

4. Landing gear Confirm UP.

CAUTION
If the landing gear cannot be retracted, ditching with minimum
forward speed is recommended.

5. Landing direction Select and manoeuvre into wind.

6. Brief Cabin crew and occupants.

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Section 3 AW139 - RFM - 4D
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Malfunction Procedures 139G0290X002

7. Radar altimeter Verify working.

8. Windscreen wipers Select FAST.

9. Distress procedure Broadcast Mayday (time permit-

ting).

10. Shutdown If appropriate and time available

carry out ENGINE SHUT DOWN
IN AN EMERGENCY procedure
Page 3-33.

11. Flare At approximately 200 feet AGL,

initiate a cyclic flare to a maximum
30 nose-up angle.

12. Collective pitch Adjust, as required, to maintain NR

at 110% maximum during the flare.

13. Cyclic/Collective pitch At approximately 35 feet AGL,

reduce pitch attitude to 10 nose-up
and apply collective pitch, as
required, to achieve touchdown at
approximately 300 feet per minute
or less.

14. Waves Dependent on sea state, approach

into oncoming waves, if possible.

15. Touchdown speed 35-40 kts.

16. Collective pitch Following touchdown, lower

promptly

17. Evacuation Evacuate the aircraft, with survival

equipment.

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FIRE
In the event of smoke or fire, prepare to land the aircraft without delay
while completing fire suppression and/or smoke evacuation proce-
dures. If it cannot be visually verified that the fire has been completely
extinguished, whether the smoke has cleared or not, land immediately
at the nearest suitable airfield or landing site.
ENGINE BAY FIRE (GROUND)

1(2) ENG FIRE + Audio Tone and

Voice Warning

- Confirm on ECL
engine FIRE light ON

On affected engine
- ENG MODE switch to IDLE
- Confirm engine FIRE
- ECL to OFF
- Lift FIRE/ARM guard and press
illuminated pushbutton
- Set FIRE EXTING switch to BTL1
- ENG MODE switch to OFF
- Fuel PUMP OFF
- FUEL switch OFF
- XFEED CLOSED

If fire warning clears If fire warning persists

- Set FIRE EXTING

switch to BTL2

- Carry out EMERGENCY/

POST CRASH SHUTDOWN
procedure Page 3-34

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.

E.A.S.A. Approved Page 3-23

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Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

ENGINE BAY FIRE (FLIGHT)

+ Audio Tone and
1(2) ENG FIRE
Voice Warning

- Confirm on ECL
engine FIRE light ON

- Achieve safe OEI Flight

On affected engine
- ENG MODE switch to IDLE
- Confirm engine FIRE
- ECL to OFF
- Lift FIRE/ARM guard and
press illuminated pushbutton
- Set FIRE EXTING switch to BTL1

When conditions permit:

- ENG MODE switch to OFF
- Fuel PUMP OFF
- FUEL switch OFF
- XFEED CLOSED

If fire warning clears If fire warning persists

- Deselect FIRE/ARM - Set FIRE EXTING
pushbutton switch to BTL2

- Land as soon
as possible If fire warning If fire warning
clears persists

CAUTION - Land as soon - LAND

as possible IMMEDIATELY
In case of a subsequent fire
in the other engine bay the
initial ARM 1(2) pushbutton - Carry out EMERGENCY/
must be deselected to allow POST CRASH SHUTDOWN
operation of the ARM 2(1) procedure Page 3-34
pushbutton.

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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:

1. Fire warnings Confirm not illuminated.

2. ENG GOV switch Set MAN

3. ENGINE IGN circuit breaker Out.(Overhead CB panel)

(Ringed in WHITE on CB panel)

4. ECL OFF

5. ECL starter pushbutton Push

6. Gas generator (NG) Note increasing.

7. ECL starter pushbutton Push to stop when ITT decrease is

noted (not more than 45 seconds.
Starter Duty Cycle must be
respected).

8. Rotors stopped Evacuate aircraft

E.A.S.A. Approved Page 3-25

Rev. 2
Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

BAGGAGE BAY FIRE

BAG FIRE + Voice Warning

On Ground In Flight

- Declare an emergency
- Carry out EMERGENCY/
POST CRASH SHUTDOWN
procedure Page 3-34 - Prepare to land as
soon as possible

If smoke is detected
in cabin

- Select VENT CREW switch

to FAN HIGH
- Select VENT PAX switch to ON

If smoke clears If smoke persists and

intensity increases significantly
in cabin and cockpit
- Land as soon as
possible - Pilot and Copilot OPEN
storm windows
- Reduce airspeed to below
50 KIAS, cabin emergency
windows, left side
only, PUSH to release

- LAND IMMEDIATELY

- Carry out EMERGENCY/

POST CRASH SHUTDOWN
procedure Page 3-34

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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

- Declare an emergency

- Carry out EMERGENCY/

POST CRASH SHUTDOWN
procedure Page 3-34

- Evacuate aircraft at the

earliest opportunity

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Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

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.

FIRE in cockpit or cabin

- Declare an emergency

- Prepare to land as soon as possible

- Select VENT CREW FAN OFF

If the fire source is determined If the fire source is not

determined and
- Use on board hand held the fire persists
extinguisher to fight fire

- LAND IMMEDIATELY
If fire is If fire persists
extinguished
- Carry out EMERGENCY/
- LAND POST CRASH SHUTDOWN
- Increase IMMEDIATELY procedure Page 3-34
ventilation

- Land as soon - Carry out EMERGENCY/

as possible POST CRASH SHUTDOWN
procedure Page 3-34

CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem

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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/POST CRASH SHUTDOWN procedure. Page 3-34

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) and
the equipment electrically isolated, carry out procedure detailed on next page.

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Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT)

- Reduce speed to Vy
- Open windows to ventilate cockpit
If operational conditions permit
- Land as soon as possible

- Right pilot select on-side radio/com (N2)

- Switch FLOOD LT ON (for night operation)
- Set MFD to PWR PLANT page to monitor continuously
ESS BUS 2 voltage during the complete procedure
- Switch GEN 1 & GEN 2 OFF
- Switch BATTERY MAIN OFF
(Loss of NON-ESS BUS 1 & 2, MAIN 1 & 2)
Note
AP2 and ATT will remain engaged, but relevant green lights on
autopilot control panel will be OFF

WARNING

Actions on the right hand column should

be carried out immediately (if smoke
clears or not) whenever ESS BUS 2 volt-
age drops below 22V (yellow range) or
fluctuates

Smoke clears? Smoke does not clear?

- Switch GEN 1 & 2 ON

- Switch BATTERY MASTER OFF
- Switch BATTERY AUX OFF
- Re-engage AP1
If smoke clears
- Land as soon as practicable
If smoke does not clear
- Land as soon as possible
If smoke and/or fire severe
- LAND IMMEDIATELY
- Carry out EMERGENCY/POST CRASH
SHUTDOWN procedure Page 3-34
Procedure continues on next page

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ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) Cont.

Continues from previous page

Switch BATTERY MAIN ON

(MAIN BUS 1 restored)
Does smoke appear? Yes
Switch BATTERY MAIN OFF
No - Land as soon as possible
within 30 minutes
See Extended Flight
Endurance After Double DC
- Switch GEN 1 ON Generator Failure Page 3-48.
.
(MAIN BUS 2 restored)
Does smoke appear? Yes

No - Switch GEN 1 OFF

- Switch BATTERY MAIN OFF
- Re-engage AP1
- Land as soon - Land as soon as possible
as practicable within 30 minutes
See Extended Flight
Endurance After Double DC
Generator Failure Page 3-48.
.

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Rev. 1
Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

WHEEL BRAKE FIRE

On Ground

When aircraft is stationary:

1. Shutdown Carry out EMERGENCY/POST

CRASH SHUTDOWN procedure
Page 3-34

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/POST

CRASH SHUTDOWN procedure.
Page 3-34

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.

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ENGINE SHUTDOWN IN EMERGENCY

CAUTION
Care should be taken in confirming the failed engine prior to
commencing this shutdown procedure.

CAUTION
If there is evidence of combustion after engine shutdown in
flight, carry out a dry motoring procedure Page 2-19, as
required to extinguish any possible fire.

Following an engine failure/malfunction, establish a safe OEI flight condition.

On the failed engine, carry out the following shut down procedures:

1. ENG Mode switch OFF

2. FUEL PUMP switch OFF, unless required for crossfeed

3. ENG FUEL switch OFF, fuel valve indicator horizontal

4. Fuel contents Monitor, use crossfeed as required

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Section 3 AW139 - RFM - 4D
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Malfunction Procedures 139G0290X002

EMERGENCY/POST CRASH SHUTDOWN

In the event of an emergency or crash landing, priority must be given to
ensuring that personnel are evacuated safely at the most appropriate time.
Every effort should be made to carry out the following shutdown procedures
immediately:

1. ENG MODE 1 & 2 switches OFF.

2. FUEL PUMP 1 & 2 switches OFF.

3. ENG FUEL 1 & 2 switches OFF.

4. ENG 1 & 2 FIRE ARM Lift guard and press appropriate

pushbuttons pushbutton, if required.

5. ENG EXTING switch Select BTL 1 and/or 2, if

required.

When rotor stopped.

6. GEN 1 & 2 and BATT MASTER OFF (using gang-bar).
switches

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ENGINE SYSTEMS

ENGINE OIL PRESSURE LOW

1(2) ENG OIL PRESS + Voice Warning

Associated engine oil pressure below limit

(less than 4.2 bar)

- On affected engine check

oil pressure and temperature
on MFD

If engine oil pressure and If engine oil pressure

temperature normal. below limit or invalid

- Land as soon as - Achieve safe OEI flight

practicable

On affected engine
- Carry out ENGINE SHUT
DOWN IN AN EMERGENCY
procedure Page 3-33

- Land as soon as
practicable

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Section 3 AW139 - RFM - 4D
Emergency and Document N
Malfunction Procedures 139G0290X002

ENGINE EEC FAIL

1(2) EEC FAIL + Voice Warning

Automatic reversion to engine

manual mode

- On affected engine check

engine parameters on MFD
PWR PLANT page

- ENG GOV switch to MANUAL

control ECL using beep switch

- Land as soon as
practicable

Note

If possible the torque of the manually controlled

engine should be set at a torque level 10% below
the other engine. (If PI on either/both engines is
ITT or NG limited refer TQ on MFD PWR PLANT
page)

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 AW139 - RFM - 4D Section 3
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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 genera-

tors, 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 sys-
tem 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

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MAIN GEARBOX

OIL PRESSURE LOW

MGB OIL PRESS + Voice Warning

Oil pressure below limits

at one or both engine MGB
inputs and in MGB
oil system. (less than 3.1 bar)

- Check MGB oil pressure on MFD

If oil pressure If oil pressure low, invalid and/or

normal caution
1-2 BRG TEMP illuminates

- Land as soon
as practicable - Reduce power as soon
as operational conditions
permit

- Land as soon
as possible

Note

If MGB CHIP MAST or MGB CHIP

SUMP cautions illuminate when
MGB OIL PRESS warning is illu-
minated the CHIP BURNER must
not be activated.

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OIL TEMPERATURE HIGH

MGB OIL TEMP + Voice Warning

MGB oil temperature above limit

(greater than 109C)

- Check MGB oil temperature

and pressure on MFD

If oil temperature If oil temperature high or invalid

normal
- Reduce power as soon
- Continue flight as operational conditions
permit
monitoring oil
pressure and temperature
- Land as soon
as possible

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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. 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.

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TAIL ROTOR SYSTEM FAILURES

YAW CONTROL DIAGNOSTICS

PEDAL POSSIBLE AIRCRAFT

CHARACTERISTICS CAUSE MOTION
Free But Ineffective TAIL ROTOR DRIVE Rapid yaw to the right
FAILURE
TAIL ROTOR CON- Direction of Yaw
TROL CIRCUIT depends on airspeed /
FAILURE torque
Disconnect between
pedals and tail rotor
servo
Partially Effective TAIL ROTOR CON- Direction of Yaw
(Perhaps effective in TROL CIRCUIT depends on airspeed /
one direction only or FAILURE torque
with considerable Disconnect between
backlash) tail rotor servo output
and tail rotor or
mechanical discon-
nect of AFCS Yaw
Series Actuator
Seized TAIL ROTOR CON- Aircraft yaws right when
(Excessive force TROL BINDING raising collective. Aircraft
required to move ped- yaws left when lowering
als) 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.

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The following cues will be present:

Aircraft yaws rapidly to the right

Loss of yaw control, pedals free but ineffective

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 mak-
ing 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.

Retard ENG MODE switch (or ECLs) 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

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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)

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 aerody-
namic 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 (or IDLEs) to OFF 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 air-
craft 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

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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)

If the aircraft does not respond If the aircraft does respond to

OR responds to right pedal but both pedal inputs but is slow to
not to left pedal respond, with noticeable
backlash
Tail Rotor Pitch set to zero thrust Mechanical disconnect of the
- Set up a rate of descent to AFCS yaw series actuators.
align the aircraft nose to the The remaining tail rotor pitch
flight path. available is such that an IGE
- Reduce speed approaching hover could be possible.
the touchdown point; a yaw However, depending upon the
to the right may start to weight, altitude and wind, a
develop. In this case a low power on running landing may
speed rotating landing will be carried out.
be required.
- When the aircraft is rotating
at low level, retard ENG
MODE switched (or ECLs)
to OFF and cushion the final
touch down.

Note
Wind from the front Left quad-
rant of the a/c may be beneficial.

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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 retard ECLs 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.

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.

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If binding occurred in high If binding occurred If binding occurred in

power climb or high hover in high power cruise descent or low power
(High Tail Rotor Thrust) (Moderate Tail Rotor cruise. (Low Tail Rotor
Thrust) Thrust)

- Carry out a high power, - During the - Set up a rate of

low speed approach, approach keep descent to align
keeping the nose to the nose to the the aircraft nose to
the left. left. the flight path.
- Carry out a power-on - Carry out running - Reduce speed
landing using a speed landing at an air- approaching the
/ power combination speed of approx- touchdown point;
which will keep the air- imately 20 knots, a yaw to the right
craft nose aligned. raising the col- may start to
- On touch down, reduce lective to develop. In this
collective and slowly straighten the case a low speed
retard ECL. nose. yawing landing
- As aircraft will be required.
touches down, - When the aircraft is
ENG MODE yawing at low
switches (or level, retard ECLs
ECLs) to OFF to OFF and cush-
while slowly low- ion the final touch
ering the collec- down.
tive.

Note Note
Wind from the front Right Wind from the front
quadrant of the a/c will be Left quadrant of the
beneficial. a/c will be beneficial.

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ELECTRICAL SYSTEM

DOUBLE DC GENERATOR FAILURE

1-2 DC GEN + Voice Warning

Double DC Generator failure

- Select both DC generator switches to OFF

- Select one DC generator switch to ON

1-2 DC GEN caption clears

1-2 DC GEN caption remains
1(2) DC GEN caption illuminates
DC generator back on line, DC Generator failed
Assume other DC Generator - Switch OFF
has failed, leave OFF - Select other DC
Generator ON
Loss of NON ESS BUS 1&2
- Set avionic equipment as
required, (see NOTE 1) monitor
DC load and regulate electrical 1-2 DC GEN caption remains
power usage to stay within limits
- DC Generator failed,
- Switch OFF
- Continue flight

NOTE 1 Double DC generator

failure confirmed
See Page 3-50 for services lost when
BUS not available.
- Right pilot select on-side
NOTE 2 radio/com (N2)
If MAIN BUS 1 required, the MAIN BATTERY - BATTERY MAIN , switch
switch may be switched ON to supply battery OFF to conserve battery
power to MAIN BUS 1 reducing the battery power (See NOTE 1 & 2)
endurance to a maximum of 17 minutes. Loss of MAIN BUS 1&2
If the BUS TIE is switched ON the BATTERY and NON ESS BUS 1&2
power is also supplied to MAIN BUS 2, with - Land as soon as possible
a further reduction in battery endurance. (within 30 minutes)

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EXTENDED FLIGHT ENDURANCE AFTER DOUBLE DC GENERATOR FAILURE

The following assumes the Double DC Generator Failure procedure
has been followed and a double DC generator failure is confirmed.

1-2 DC GEN

- Double DC generator failure confirmed

- Confirm BATTERY MAIN switch OFF

- Select FUEL XFEED CLOSED
- FUEL PUMP 1 and 2 switches OFF
- On RCP, select PLT switch to PFD ONLY

If night flight If day flight

- Confirm LT panel switches OFF

If OAT less If OAT greater
than 4C than 4C - Confirm POSITION LIGHTS OFF

- Confirm PITOT
HEATER OFF If OAT less If OAT greater
than 4C than 4C

- Land as soon as
practicable within - Confirm PITOT
62 minutes HEATER OFF
- Confirm PITOT
HEATER 2 ON - Confirm PITOT - Land as soon as
HEATER 2 ON practicable within
- Land as soon 75 minutes
as practicable - Land as soon as
within 57 minutes practicable within
66 minutes

Note
The battery endurance reported above assumes the pilot oper-
ates the VHF2 radio system in transmission for a maximum of
1 minute every 15 minutes.

Note
The LDG LT can be turned on for 3 minutes before landing.

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SERVICES AVAILABLE ON ESSENTIAL BUS 1 AND 2

DC ESS BUS 1 DC ESS BUS 2

BAGGAGE FIRE DETECT ADM 2
BUS CONTROL 1 AUTO FLOAT CONTROL
EAPS 1 AUX BATT CHARGE
EEC 1 BUS CONTROL 2
EEC 1 FAIL INDICATION CARGO HOOK EMERG RELEASE
EMERG LIGHT CLOCK PLT
EMERG FLOAT CONTROL COCKPIT PLT LIGHT
(MANUAL) EAPS 2
EMERG FLOAT POWER EEC2
ENG 1 FIRE DETECTION EEC 2 FAIL INDICATION
ENG 1 FIRE EXTINGUISHER ELT
ENG 1 IGNITER & START ENG 2 FIRE DETECTION
FCU 1 ENG 2 FIRE EXTINGUISHER
FDR/CVR ENG 2 IGNITER & START
FUEL PUMP 1 EXT SPKR CONTROL
FUEL SHUT OFF VALVE 1 FADEC GSE
FORCE TRIM FCU 2
GCU 2
FUEL PUMP 2
ENG GOV CONTROL
FUEL SHUT OFF VALVE 2
HYD SYS 1 & SOV 1&2
FUEL X FEED
ICS PLT (PLT ICS IN BKUP MODE)
LANDING LIGHT CONTROL GCU 1
LANDING LIGHT POWER HOIST CUTTER 2
LDG GEAR CONTROL HOIST ICS OPERATOR
LDG GEAR INDICATION HYD SYS 2
MAIN BATT CHARGE INSTRUMENT PANEL ILLUM.
MAU 2 (PRI POWER) LDG GEAR EMERG DOWN
MRC 1 (VHF 1) LINEAR ACTUATOR 2
MRC 2 (XPDR) MAU 2 (AUX POWER)
NLG STEERING LOCK MRC 2 (NIM2, VHF2, NAV2)
PLT MFD PFD PLT CONTROL
STBY 1 ATT PITOT 2 FAIL INDICATION
TAIL POS LIGHT PITOT 2 HEAT
TRANS CHIP BURNER PLT PFD
RTR BRK

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SERVICES LOST DURING BUS FAILURES

DC MAIN BUS 1 DC MAIN BUS 2

ADM 1 AUTO TRIM
ANTI-COLL LIGHT BAGGAGE COMPT LIGHT
CARGO HOOK RELEASE CABIN LIGHT
CLOCK CPLT COCKPIT/CABIN HEATER
COCKPIT CPLT LIGHT COCKPIT VENT (PLT)
CPLT ICS CPLT MFD
(CPLT ICS in back up mode) DOME LIGHT
CPLT PFD FD2
CSL ILLUM HOIST LIGHT
FD1 MAU 1 (AUX POWER)
HOIST POWER MCDU CPLT
HOIST CUTTER 1 MRC 2 (ADF & DME)
HOIST CONTROL PLT W/WIPER
HUMS PSU
HYD ELEC PUMP RAD ALT 2
LINEAR ACTUATOR 1 SEARCH LIGHT CONTROL
MAU1 (PRI POWER) SEARCH LIGHT POWER
MCDU PLT STORM LIGHT
MRC 1 (NIM 1, NAV 1) SUN LIGHT CONTROL
OVHD PANEL ILLUM VENT CONTROL 2
PA V/UHF
PFD CPLT CONTROL
PITOT 1 FAIL INDICATION
PITOT HEAT 1
RAD ALT 1
UTIL POWER
W/RADAR
XMSN OIL LEVEL SENSOR

DC NON ESS BUS 1 DC NON ESS BUS 2

CABIN VENT ECS (CABIN)

COCKPIT VENT (CPLT) EXT/SPKR POWER
CPLT W/WIPE
ECS (COCKPIT)
FUEL DRAIN VALVE
STEP LIGHT

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MAIN AND AUXILIARY BATTERY HOT

MAIN BATT HOT + Voice Warning

Main battery temperature

exceeding limits

- Switch BATTERY MAIN OFF

- Continue flight

AUX BATT HOT + Voice Warning

Auxiliary battery temperature

exceeding limits

- Switch BATTERY AUX OFF

- Continue flight

AUX-MAIN BATT HOT + Voice Warning

Auxiliary and Main battery

temperatures exceeding limits

- Switch BATTERY AUX OFF

- Switch BATTERY MAIN OFF

- Continue flight

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LANDING GEAR
LANDING GEAR FAILS TO LOCK DOWN
If, after selecting the landing gear DOWN
any indicators remain blank or amber,
carry out the following:

- Press LAMP TEST, confirm indicator lights functioning

- Reduce airspeed to less than 120 KIAS
- Check LDG GEAR NORM pressure
(MFD Hydraulic synoptic page)

If pressure low If pressure normal (green box)

(amber box) - Carry out the following actions,
confirming landing gear
indications, after each action:
- EMER DOWN pushbutton - Check LDG GEAR circuit
lift guard and press breakers IN (2)
- Cycle LDG GEAR lever,
(maximum three times)
- EMER DOWN pushbutton
lift guard and press

If all indicators If any indicators If all indicators

illuminate green remain blank or amber illuminate green
(down and locked) - Attempt to confirm if (down and locked)
landing gear is down
- Continue - Continue
to land to land
WARNING
If any indicators remain blank or amber (undercar-
riage not locked down) then the hydraulic pressure
in EMER DOWN is sufficient to keep undercarriage
extended when rotor speed is above 20% NR.
Below 20% NR the landing gear not locked down
may collapse.

- Continue to land
- Land vertically on flat hard surface
- Do not taxi

- Consider evacuating aircraft, supporting

aircraft or landing on suitable soft
surface prior to shutting down rotor.

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LANDING GEAR FAILS TO LOCK DOWN (CONT)

Note
When the undercarriage has been extended using the EMER
DOWN then subsequent retraction is not possible.

Note
For OAT of -30 C and below the undercarriage extension time
may double.

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LIGHTNING STRIKE
If it is suspected that the rotorcraft has been struck by lightning, verify 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 airspeed indicator and altimeter occur, with the
STATIC source switch in NORMAL position, proceed as follows:

1. Storm window and vents Closed

2. COND/HEATER (if installed) 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 altime-
ter reading by 200ft

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EMERGENCY EXITS
Figure 3-3 , Figure 3-4 and Figure 3-5 show the positions of the aircraft
entrances and exits.

EMERGENCY
PUSH HERE

EMERGENCY EXIT
PUSH WINDOW AT
ANY CORNER

Figure 3-3 External Markings and Placards

EMERGENCY
PUSH HERE

EMERGENCY EXIT
1 PULL RED STRAP TO REMOVE CORD
2 PUSH OUT WINDOW

Figure 3-4 Internal Markings and Placards

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1 PULL RED STRAP TO REMOVE CORD

2 PUSH OUT WINDOW

EXIT

EMERGENCY
PUSH HERE

Figure 3-5 Internal Markings and Placards (cont.)

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MALFUNCTION PROCEDURES

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CAUTION SYSTEM
Many of the malfunctions described in this section are indicated by the illumi-
nation 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
feet and undercarriage is retracted.

AUTOPILOT voice message, associated with any AP amber caution.

TABLE OF CAS CAUTION MESSAGES

CAS Caption Page Failure/System State

1(2) ADS FAIL 3-146 Associated ADS failed

AFCS DEGRADED 3-135 AFCS functioning degraded

1(2) AHRS FAIL 3-145 Associated AHRS failed

1(2) AP FAIL 3-130 Associated autopilot failed

1(2) AP OFF 3-131 Associated autopilot switched OFF

1(2) AP TEST ABORT 3-136 AFCS Test procedure aborted (only

active on ground)

ATT OFF 3-133 AFCS attitude mode OFF

1(2)(3)(4)(5)(6)(7)(8) 3-155 Associated audio system failed

AUDIO FAIL

AUX BATT OFF 3-124 Auxiliary battery off line

AVIONIC FAULT 3-147 Avionic fault

AWG FAIL 3-147 Aural warning generator failed

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BAG DOOR 3-159 Baggage door open

BATT OFF LINE 3-126 MAIN battery and/or AUX battery not
connected to ESS BUS

1(2) BRG TEMP 3-100 Associated ENG-MGB input bearing

over heating

BUS TIE OPEN 3-125 DC MAIN bus tie open

CABIN DOOR 3-159 Cabin door open

CHIP DET TEST 3-104 Drive system chip detect testing sys-
tem failed
CHIP DET UNIT 3-104 Drive system chip detect unit failed

CHIP MAST FAIL 3-105 Chip detector on main gearbox mast

failed

CHIP SUMP FAIL 3-105 Chip detector on main gearbox sump

failed

COCKPIT DOOR 3-158 Cockpit door open

CVR FAIL 3-152 Cockpit voice recorder failed

DC BUS FAIL 3-127 DC bus failed

1(2) DC GEN 3-123 Associated generator failed

1(2) DC GEN HOT 3-123 Associated generator overheating

1(2) DCU 3-81 Associated engine control functions

degraded

1(2)(3)(4) DU OVHT 3-142 Associated display unit overheating

1(2)(3)(4) DU 3-142 Associated display unit degraded

DEGRADED

1(2) ECL FAIL 3-76 Associated engine control lever beep

trim failed

1(2) ECL POS 3-77 Associated engine control lever out of

flight position.

1(2) EEC DATA 3-80 Associated engine data degraded

EMER LDG PRESS 3-116 Emergency landing gear deployment

system pressure low

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ENG ANALOG FAILURE 3-95 Engine analogue monitoring systems

failed

1(2) ENG CHIP 3-74 Associated engine chip detected

1(2) ENG LIM EXPIRE 3-71 Associated engine exceeded 5min

AEO or 2.5min OEI ratings.

1(2) ENG MODE SEL 3-78 Associated engine MODE switch

failed

1(2) ENG OIL TEMP 3-72 Associated engine oil overtemp

(greater than 140C)
EXT PWR DOOR 3-160 External Power door open

1(2) FCU FAIL 3-111 Associated fuel contents gauging unit

failed

1(2) FCU TEST FAIL 3-114 Associated fuel contents gauging unit
self test failed (only active on ground)

FDR FAIL 3-152 Flight data recorder failed

1(2) FIRE DET 3-75 Associated fire detect system failed

1(2) FMS FAIL 3-153 Associated FMS failed

1(2) FMS/GPS MSCP 3-154 Miscompare between FMS and GPS

position data
FMS/GPS MSCP UNAVL 3-154 FMS/GPS position data checking
function not available

1(2) FUEL FILTER 3-86 Associated fuel filter impending

bypass

1(2) FUEL HEATER 3-88 Fuel heater system failed

1(2) FUEL ICING 3-87 Associated fuel temperature less than

5C

1(2) FUEL LOW 3-107 Associated fuel level less that 92kg

1(2) FUEL LOW FAIL 3-112 Associated fuel low sensor failed

1(2) FUEL PROBE 3-113 Associated fuel contents probe failed

1(2) FUEL PUMP 3-108 Associated fuel pump failed (less than
0.6 bar)

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GPS FAIL 3-153 GPS failed

1(2) HOT START 3-82 Associated engine ITT limits

exceeded on engine starting

1(2) HYD MIN 3-118 Associated hydraulic system fluid

level low

1(2) HYD OIL PRESS 3-115 Associated hydraulic system pressure

low (less than 163 bar)

1(2) HYD OIL TEMP 3-117 Associated hydraulic system over-

temp (greater than 134C)
1(2)(4) HYD PUMP 3-119 Associated hydraulic pump failed

HYD UTIL PRESS 3-116 Utility hydraulic pressure low

IGB CHIP 3-102 Intermediate gearbox chip detected

IGB CHIP FAIL 3-105 Chip detector on intermediate

gearbox failed

IGB OIL LOW 3-103 Intermediate gearbox oil level low

(only active on ground)

IGB OIL TEMP 3-103 Intermediate gearbox oil overtemp

(greater than 109C)
1(2) ITT LIMITER 3-84 Associated ITT limiter not functioning

1(2) ITT MISCOMPARE 3-94 Discrepancy between EEC and

analog value of ITT

LANDING GEAR 3-161 Landing gear retracted and aircraft

below 150 ft AGL

MAIN BATT OFF 3-127 Main battery off line

1(2) MAU OVHT 3-148 Associated MAU overtemp

1(2) MCDU OVHT 3-150 Associated MCDU overtemp

MGB CHIP MAST 3-98 Main gearbox mast chip detected

MGB CHIP SUMP 3-98 Main gearbox sump chip detected

MGB OIL FILTER 3-99 Main gearbox oil filter in bypass

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MGB OIL LOW 3-99 Main gearbox oil level low (only active
on ground)

1(2) MGB OIL PRESS 3-101 Associated MGB engine input oil
pressure low (less than 3.1 bar)

MISTRIM 3-135 Linear actuators not re-centered by

trim

1(2) MRC OVHT 3-156 Modular Radio/NAV unit overheat

1(2) NF MISCOMPARE 3-94 Discrepancy between EEC and

analogue value of NF
1(2) NG MISCOMPARE 3-94 Discrepancy between EEC and
analog value of NG

NOSE WHL UNLK 3-121 Nose wheel unlocked

NR MISCOMPARE 3-94 Discrepancy between EEC and

analogue value of NR
1(2) OVSPD 3-79 Associated engine NF overspeed trig-
gered

1(2) OVSPD DET 3-86 Associated engine overspeed detec-

tion system failed

PARK BRK ON 3-122 Park brake on

PARK BRK PRESS 3-122 Park brake system low pressure

1(2) PITOT FAIL 3-143 Associated pitot heating failed

1(2) PITOT HEAT OFF 3-143 Associated pitot heating system

switched off and OAT less than 4C

1(2) P(R)(Y) AP FAIL 3-132 Associated AP Pitch, Roll or Yaw axis

failed

1(2) P(R)(Y) AP OFF 3-132 Associated AP Pitch, Roll or Yaw axis

OFF

P(R)(Y) TRIM 1(2) FAIL 3-134 Pitch, Roll or Yaw trim system failure

RPM SELECT 3-85 RPM selector switch failed

1(2) SAS DEGRADED 3-136 Associated SAS system degraded

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1(2) SERVO 3-120 Associated hydraulic servo actuator in

bypass

SYS CONFIG FAIL 3-150 Software or hardware system configu-

ration error (only active on ground)

TGB CHIP 3-102 Tail gearbox chip detected

TGB CHIP FAIL 3-105 Tail gearbox chip detect system failed

TGB OIL LOW 3-103 Tail gearbox oil low (only active on
ground)

TGB OIL TEMP 3-104 Tail gearbox oil overtemp (greater

than 109C)

1(2) TQ LIMITER 3-83 Associated engine torque limiter

failed

1(2) TQ MISCOMPARE 3-94 Discrepancy between EEC and ana-

logue value of TQ

1(2) TRIM FAIL 3-134 Trim system failed

VALIDATE CONFIG 3-151 Software or hardware configuration

needs validation.

VENT FAIL 3-144 Cockpit ventilation fan failed or nose

avionic fans failure

VNE MISCOMPARE 3-160 Miscompare between ADS 1 and 2

value of VNE

1(2) VHF COM OVHT 3-155 Associated VHF radio overheat

1(2) WOW FAIL 3-157 Associated Weight On Wheels

(WOW) switch failed

XMSN OVTQ 3-97 Main gearbox overtorque

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TABLE OF PFD AND MFD MESSAGES

RED Messages

ATT FAIL 3-163 Failure of attitude information (on

associated side)

HDG FAIL 3-164 Failure of heading information (on

associated side)

RAD 3-165 Failure of Rad Alt height information

nCASMSCP on PFD 3-166 MAU1 & 2 CAS WARNING message

list discrepancy. (n=actual number of
message discrepancies.)

Airspeed display tape 3-167 Failure of airspeed information (on

crossed associated side)

Vertical speed tape 3-167 Failure of vertical speed information

crossed (on associated side)

Altitude display tape 3-167 Failure of altitude information (on

crossed associated side)

CAS display crossed 3-168 Failure of CAS warning and caution

data

AMBER Messages

1-2-3-4 DU on attitude 3-170 Display unit graphics symbology mal-

indicator function

2.5m on side of PI and 3-171 Associated side engine in 2.5 minute

between NG and ITT rating, message will flash 10sec
indications before 2.5min limit expires.

ADS1(2) on attitude 3-167 Pilot and Copilot ADS information

indicator from the same source. (1-Copilot side
2-Pilot side)

AHRS1(2) on attitude 3-163 Pilot and Copilot attitude information

indicator from the same source. (1-Copilot side
2-Pilot side)

ALT on altitude dis- 3-175 Miscompare between ADS 1 & 2 for

play tape altitude information (200ft)

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ATT on attitude 3-174 Miscompare between AHRS 1 & 2 for

indicator Pitch and Roll information (5 in
pitch and 6 in roll)

DG1(2) 3-164 Pilot and Copilot heading information

from the same source. (1-Copilot side
2-Pilot side) and selection of AHRS
1(2)

DR on PFD 3-179 FMS in Dead Reckoning

DGR on PFD 3-179 FMS operation degraded

nCASMSP on PFD 3-177 MAU1 & 2 CAS CAUTION message
list discrepancy. (n=actual number of
message discrepancies.)

FAIL on NF indication 3-173 Failure of NF information

Glideslope vertical 3-178 Loss of valid glideslope data

display crossed

HDG on attitude indi- 3-174 Miscompare between AHRS 1 & 2 for

cator Heading information (10 heading)

IAS on airspeed tape 3-175 Miscompare between ADS 1 & 2 air-

speed information.(20 kts)
LOC lateral deviation 3-178 Loss of valid LOC lateral deviation
scale crossed data
MAG 1(2) 3-164 Pilot and Copilot heading information
from the same source. (1-Copilot side
2-Pilot side) and selection of AHRS
1(2)

MAN on side of PI and 3-172 Associated side, engine in MANUAL

TQ indications control

1(2) MAU 3-169 Associated MAU degraded

MIN on attitude indica- 3-174 Altitude equal or less than decision

tor height (DH)

NAV on PFD 3-176 Miscompare between navigation LOC

information from MAU 1and 2.

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OEI on side of PI, TQ, 3-172 Associated engine failed

ITT, NG indications

PITCH on attitude indi- 3-174 Miscompare between AHRS 1 & 2 for

cator Pitch information (5 in pitch)

RAD on RAD ALT 3-175 Miscompare between MAU 1 & 2

display Radio Altimeter altitude information
(10ft+0.625x(rad alt 1+ rad alt 2)

ROLL on attitude indi- 3-174 Miscompare between AHRS 1 & 2 for

cator Roll information ( 6 in roll)

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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 (moni-
tored 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 the following 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 If stall does not clear and

and other abnormal indications clear ITT continues to rise

- ENG MODE switch On affected engine

select FLT - Carry out ENGINE SHUT
DOWN IN AN EMERGENCY
procedure Page 3-33
If engine If engine responds
responds abnormally Land as soon as practicable
normally
- Carry out ENGINE SHUT
- Continue DOWN IN AN EMERGENCY
flight procedure Page 3-33

- Land as soon as practicable

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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

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ENGINE LIMIT EXCEEDANCE

1(2) ENG LIM EXPIRE

Associated engine has exceeded

OEI 2.5 minute time rating

- Reduce power to below

the OEI 2.5 minute rating
(140%PI on PFD)
(140%TQ, 775C/105.4%,
102.4%NG on MFD)

- Continue flight respecting

engine ratings

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ENGINE OIL TEMPERATURE

1(2) ENG OIL TEMP

Associated engine oil temperature

high (greater than 140C)

On affected engine
- Confirm oil temperature on MFD

If oil temperature
If oil temperature greater than 150C
normal
If oil temperature between
140C and 145C
If oil temperature
between 145C
and 150C
- Reduce power to 60%
- Continue for maximum
duration of 30 minutes
- Continued running for
a maximum of 1
minute permitted.
If oil temperature
remains high

- Continue flight - Achieve safe OEI flight

monitoring engine
oil pressure
On affected engine
- Shut down engine using
ENGINE SHUT DOWN IN
EMERGENCY procedure
Page 3-33

- Land as soon as practicable

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ENGINE OIL PRESSURE HIGH

If engine oil pressure operates continuously

above oil pressure limit carry out the
following:

- Continue flight

On affected engine
- Monitor engine parameters on MFD

If oil pressure remains in red If oil pressure remains

or engine parameters erratic in amber

- Continue flight
- Achieve safe OEI flight

On affected engine
- Shut down engine using
ENGINE SHUT DOWN IN
EMERGENCY procedure
Page 3-33

- Land as soon as practicable

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ENGINE OIL CHIP DETECTOR

1(2) ENG CHIP

- Achieve safe OEI flight

- Reduce power on affected

engine (ENG MODE to IDLE)

If engine indication If any of the following occur:

stable engine speed starts to decrease
engine vibration increases
engine oil pressure/temperature
changes significantly
- Shut down engine as soon On affected engine
as operational conditions - Carry out ENGINE SHUTDOWN
permit IN EMERGENCY procedure
Page 3-33

- Land as soon as practicable

- Land as soon as practicable

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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

If fire suspected
If all parameters normal
- Achieve safe OEI flight
Land as soon as practicable

On affected engine
- ENG MODE switch to IDLE
- Confirm engine FIRE
- ECL to OFF
- Lift FIRE/ARM guard and press
illuminated pushbutton
- set FIRE EXTING switch to BTL1

- ENG MODE switch to OFF

- Fuel PUMP OFF
- FUEL switch OFF
- XFEED CLOSED

If signs of fire persist

- Set FIRE EXTING
switch to BTL2
If signs of fire subside
If signs of fire persist

- LAND IMMEDIATELY
- Land as soon
as possible - Carry out EMERGENCY/CRASH
SHUTDOWN procedure Page 3-33

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ENGINE CONTROL LEVER

1(2) ECL FAIL

Associated engine ECL

remote control beep
not functioning

- Continue flight

If engine manual control

required this must be carried
out using manual lever

Note
If possible the torque of the manually controlled engine should
be set at a torque level 10% below the other engine. (If PI on
either/both engines is ITT or NG limited refer to TQ on the MFD
PWR PLANT page)

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ENGINE CONTROL LEVER POSITION

1(2) ECL POS

Associated engine ECL

out of flight position detent
(only active when engine
control in AUTO mode)

- Confirm ECL position and

correct.

If caution remains

- Continue flight

On affected engine
- Monitor engine parameters,
Be aware of a possible reduction
in engine response characteristics
and power available

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ENGINE MODE SELECT SWITCH

1(2) ENG MODE SEL

Associated engine MODE

SELECT switch failure.

- Continue flight

On affected engine
- Monitor engine parameters
being aware that engine may need
to be shut down using ECL

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ENGINE POWER TURBINE OVERSPEED

1(2) OVSPD

Associated engine in
overspeed condition

- Check PI and NF

If PI on both engines fluctuating If NF approx 110% and/or

and NF approx 110%on affected TQ 0% the drive shaft has
engine probable a run up failed on affected engine
has occured

- Confirm engine in overspeed

condition (CAS caution message)
On affected engine
- ENG GOV switch
to MANUAL If engine cannot be
- Control ECL using controlled manually
beep switch

- Achieve safe OEI flight

- Land as soon as practicable
Note
If possible the torque of the manually - Carry out ENGINE SHUTDOWN
controlled engine should be set at a IN AN EMERGENCY procedure
torque level 10% below the other Page 3-33
engine. (If PI on either/both engines is
ITT or NG limited refer to TQ on the
MFD PWR PLANT page) - Land as soon as practicable

Note
Following engine drive shaft failure,
NF may overspeed and reach the NF
overspeed trip point (111%).

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ENGINE ELECTRONIC CONTROL DATA

1(2) EEC DATA

Associated engine EEC

system non critical fault

- Continue flight

On affected engine:
- On collective grip cycle ENG GOV
switch AUTO-MANUAL-AUTO

If caution remains

- Confirm engine parameter readings

with analogue sensors, avoid
operation near engine limits
if possible.

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DEGRADATION OF ENGINE CONTROL FUNCTIONS

1(2) DCU

Associated engine control

function degraded

- Continue flight

On affected engine:
- Monitor engine parameters
and compare with analogue values
- Avoid operating at engine limits
if possible

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ENGINE HOT START

1(2) HOT START

Associated engine ITT

limits exceeded during start

On ground In flight

- Shut down aircraft - Continue flight monitoring

engine parameters

- Land as soon as
practicable

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TORQUE LIMITER

1(2) TQ LIMITER

Associated engine torque

limiter system not functioning

- Continue flight

On affected engine:
- For inconsistent TQ indication
or invalid TQ select analogue
reading on MFD

If TQ LIMiter not enabled If TQ LIMiter enabled

- Do not select TQ LIMiter - Deselect TQ LIMiter
function (TQ LIMITER ON advisory
message not illuminated)

- Respect engine limits - Respect engine limits

manually. manually.

Note
The analogue sensors are selected from MFD PWR PLANT
page, select ANALOG using Cursor Control Device.

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INTER TURBINE TEMPERATURE LIMITER

1(2) ITT LIMITER

Associated engine ITT

limiter not functioning

- Continue flight

- Set LD-SH switch to TORQUE

On affected engine:
- Select analogue ITT
reading on MFD
- Avoid operating near engine limits

Note
The analogue sensors are selected from MFD PWR PLANT
page, select ANALOG using Cursor Control Device.

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ROTOR SPEED SELECTOR

RPM SELECT

RPM Select switch

malfunction

- Continue flight

If RPM at 102% If RPM at 101%

- Reduce speed to 90KIAS - No pilot action

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ENGINE POWER TURBINE OVERSPEED DETECT FAILURE

1(2) OVSPD DET

Associated engine NF overspeed

detection system not operational

- Continue flight

On affected engine:
- Be aware than NF overspeed protection
system will not function at the correct NF
speed in the event of an NF overspeed.

FUEL FILTER BY-PASS

1(2) FUEL FILTER

Fuel filter blockage, impending

bypass condition

Affected engine
- Monitor engine for possible
reduction in power available

- Land as soon as practicab