4 normal procedures 4.1 normal operating procedure check … · the expanded normal operating...

Part B EC155B1Section 4

Revision 1 October 2007

4 NORMAL PROCEDURES

4.1 Normal Operating Procedure Check Lists

The expanded Normal Operating Procedures check list is reproduced at AppendixB. The approved abbreviated single sheet check list for routine in-flight use isreproduced at Appendix A. These are laminated documents, separate to thisOperations Manual. A checklist of pages for all Normal Operating Procedures isproduced at Annex A to this section.

The walk around checks are written for one pilot to perform, starting at the front LHside and terminating at the front RH side. In normal line operations, it is quiteacceptable for each pilot to inspect their respective sides, if the Captain isagreeable.

4.2 Notes on the use of the NOP Single Sheet Checklist

The NOP Single Sheet Checklist is a list of vital actions which, if forgotten mightcause a safety hazard. It is not an exhaustive list of operating instructions for theaircraft. Reference must be made to the Operations Manual Part A & B, the FlightManual, and to good aviation practice to determine the operation of the aircraft.

The NOP Single Sheet Checklist includes some colour coded items. There is a briefkey showing the meaning of these colours on the sheet, and further explanation isgiven here below.

Items shaded on the ‘Ground Checks’ side of the checklist must be completedbefore the first flight of the day. Reference to these checks can be also be made inSection 4.3 of the Flight Manual.

Items shaded in blue on the ‘Flight Checks’ side of the checklist are offshore onlyitems.

These items need only be read out and actioned when taking off from or landing atan offshore installation.

Offshore rotors running checks are to be very closely monitored due to the proximityof the Floats arming switch to the Undercarriage selector.



Notes on the use of the NOP Single Sheet Checklist (cont’d)

Items marked by a black arrowhead ► are “Shuttle” checks.

These items shall always be included in the standard checks, however during VMCoperations between installations separated by short distances (where completion ofthe normal checks would detract from the safe operation of the aircraft) and whereaircraft configuration is not changed during the shuttle sector, “Shuttle” checks maybe used as a replacement for the complete checks subject to the following:

1. Full “After Take-Off” checks may be omitted2. The use of “Shuttle” checks shall be briefed3. “Shuttle” checks shall be completed instead of normal checks4. Should the aircraft configuration be changed beyond the scope of the

“Shuttle” checks during the shuttle sector, normal “Final” checks must becompleted from the single sheet checklist

The aircraft’s configuration is considered to have been changed if any of thefollowing equipment’s settings are altered:

AltimetersStrobeDH Bugs

4.3 First Engine Starts

To equalise the number of starts on each engine, the normal practice will be to startthe number 1 engine first on odd numbered dates and the number 2 engine on evennumbered dates.

4.4 Taxying Technique

The EC-155B1 displays benign ground taxying characteristics but some points areworth emphasising.

Initiation of Taxi

Taxying should be commenced by firstly applying a small amount of collective pitchfollowed by forward cyclic. Once taxying has started the collective should bereturned to low pitch and used as and when required e.g. to counteract the effect ofslopes or ridges.



Taxying

Turns should be accomplished primarily with pedal rather than differential braking.However there will be times, such as when in a confined parking area, when bothpedal and brake will be needed. Pilots should be aware that when making ‘tight’turns the nose wheel can become aligned at 90 degrees to the a/c longitudinal axis.This has two implications:

If lifting directly from that position there is a possibility that the nose wheel willprevent landing gear retraction to take place.It is possible for high rates of yaw to develop if caution is not exercised whenmaking power application during turns to the Left.

Generally the fuselage roll encountered due to dynamic effects during normaltaxying is very slight, and very little lateral cyclic is required. However, pilots shouldanticipate the effects of both slope and wind on the fuselage attitude and makecyclic inputs as required to maintain the a/c level.

High speed taxying, and prolonged taxying (more than approximately 1.5 km) are tobe avoided.

Turning Difficulties whilst Taxying

In the event that turning difficulties are encountered while taxying, pilots shouldfirstly check that the nose wheel lock is out. If it appears so, then it is important notto try and ‘force’ the a/c to turn by aggressive use of pedal and brake.Consideration should be given to hover taxying, or choosing an alternative route orparking position.

Cyclic Limit

The use of excessive fore and aft cyclic is to be avoided, and the limit warningobserved during ground taxi operations.

4.5 Fuel Distribution when Refuelling

Whenever the fuel state allows, refuelling should be arranged to distribute the fuelequally between the forward (RH) and aft (LH) tank groups.



4.6 Fuel Management in Flight

Fuel balancing between the forward and aft tank groups shall be carried out, ifnecessary, as early as is practicable into the flight. However, crews should beaware that the rate of transfer is high and careful monitoring of the transfer isnecessary. The recommended technique is for the PNF to keep his hand on thetransfer pump switch at all times that the pump is in operation. Transfer should notbe attempted to correct small imbalances prior to entering a ‘busy’ phase of flight.

4.7 Crew Briefings

The following paragraphs list the minimum requirements to be briefed prior to take-offs, approaches and landings. It should be noted that there is no standard brief noris it the intention to introduce a format to be recited from memory. The reason forcrew briefing is to run through an important phase of flight before it commences sothat each crew member is aware of what is about to happen and knows what hisduties are during that phase of flight.

Onshore Take-off Brief Contents

Type of take-off/instrument departureCalls required (e.g. V1, Vtoss)PNF Duties after take-off (eg, undercarriage selection)Actions in the event of an emergency (*)

Approach Brief Contents (IFR)

As specified in Part A – All weather operations

Onshore Landing Brief Contents

Landing runway/directionLanding profile and LDPActions in the event of an emergency (*)

Offshore Take-off Brief Contents

Take-off manoeuvre/direction/obstructionsCalls required (e.g. TDP, positive airspeed and rate of climb)Monitor FLI/airspeed/rate of climbActions in the event of an emergency and Vtoss (*)



Crew Briefings (cont’d)

Offshore Landing Brief Contents

Direction of approach and go aroundIdentification and confirmation of correct installationMonitor rate of descent and airspeed during approachAdvisory calls (40kt and 6 on the FLI)LDPActions in the event of an emergency (*)

(*) Actions in the event of an emergency

Your action in the event of an engine failure before and after TDP

No engine shutdown below 500 feet unless there is an indicationof fire, in which case the PF will initiate the fire drill

The PNF will monitor Nr and fire indications

On a rig take-off, no attempt will be made to land back afterrotation

Provided the Commander has ascertained that the Co-pilot is aware of the contentsof the full briefs and what his duties will be, it will be sufficient to brief only thevariables and not make reference to those items that are standard within theoperating procedures.

Variables will include:

The procedure to be usedCommittal point if other than CDP/LDPDirection of approach and go around (offshore and obstructed sites)

Full briefs will be expected during OPC and Line checks.



4.8 Take-off Procedures

See Section 5 (Performance) to establish the performance class and restricted take-off weights.

Onshore Take-off

The take-off profiles will be as described in the EC 155B1 Flight manual Category Aoperations supplement (Sup. 1). Where possible the selected Vtoss should be 60kt,as this offers the maximum payload. The choice of ‘Clear Area’ or ‘IncreasedSlope’, profile will depend on the location. For all profiles, the power should be at orbelow MCP when passing 40kt to avoid the limit ‘bong’ and potential overtorque. Ina two crew environment, this should be facilitated by an “Approaching 40” call fromthe PNF.

Offshore Take-off

The profile described in the EC155B1 Flight manual Category A operationssupplement (Sup. 1) is suitable for Class 1 take-offs. However, when operating atgreater weights, an alternative profile should be flown which will introduce anacceptable element of exposure time. From flight test results and simulationmodelling, it appears that the following take-off profile is the ideal for the EC155,when using a 1"D" size deck particularly when operating close to maximum all upweight with a low relative wind speed.

The use of ‘RPM HIGH’ is required.

Initially hover at 6 ft and carry out hover checks.

Descend to a 3 ft hover with the rotor tips as coincident as possible with thedeck edge, taking into account factors such as turbulence over the deck edgeand the availability of visual cues

When ready for departure, raise the collective a maximum of 2 FLI units or toMTOP, to initiate a vertical climb at a suitable rate

The ideal Take-off Decision Point (TDP) is 15ft and the PNF should make acall of “TDP” at such a height that will result in the PF moving the cyclic at15ft. i.e. a call at 15ft may result in cyclic input at a greater height

NOTE: At night there is a tendency to drift forward during the climb to TDP

Normal AEO Take-off after TDP: At TDP rotate the helicopter up to 10° nose downto initiate forward acceleration. Check the power setting is at or below MCP whenapproaching 40kt to avoid the limit ‘bong’ and potential overtorque. In a two crewenvironment, this should be facilitated by an “Approaching 40” call from the PNF. AtVtoss continue to accelerate to the required climb speed



Take-off Procedures (cont’d)

Engine Failure Recognition before TDP: Carry out a rejected landing and cushionthe touchdown. As far as possible, avoid the tendency to lower the collective to farin order to prevent high sink rates.

NOTE: At night there is a tendency for the aircraft to drift forward during therejected take-off and this may result in a loss of visual cues. Clearly this driftforward must be minimised and the lateral marker used to prevent this

Engine Failure Recognition at or after TDP: If an engine failure is recognised at orafter TDP then aim to maintain the collective position and continue to rotate thenose down to a maximum of 15° and ideally only 10° at a rate of approximately10°/sec. Only when this attitude has been approximately achieved alter thecollective to ensure the Nr is maintained between 330 and 340 rpm

NOTE 1: Having committed the helicopter to a continued take-off it is important toattain the ideal attitude in order to give the best chance of missing the deck edge.Any lowering of the collective during the initial pitch nose down will reduce deckedge clearance

NOTE 2: As the wind speed increases the nose down attitude on rotation may bereduced, such that at 40 knots wind speed only approximately 5° nose down isrequired to clear the deck and accelerate to Vtoss

When clear of the deck and with positive airspeed rotate the nose up atapproximately 5°/sec to achieve a gentle acceleration through 45 knots until Vtoss isachieved. Adjust the pitch attitude so as to continue the climb, accelerating to Vy asappropriate if obstacle clearance allows. OEI LO should be selected at Vtoss andOEI CT at Vy when the undercarriage should be selected up once a positive rate ofclimb is achieved

4.9 En route Procedures

The standard cruise configuration for the EC 155B1 will be MCP. However, whenconditions dictate, due to turbulence, a lower setting may be used to avoid bothunnecessary collective movement (in 4 axis) and passenger discomfort.

When ever possible, the AP should be coupled to the collective to give protection inthe event of engine failure.



4.10 Landing Procedures

Onshore Landings

The landing profile will be as described in the EC 155B1 flight manual Category AOperations Supplement (Sup. 1). The choice of profile will depend on the landingsite.

Offshore Approaches and Landings

Approach Technique: Whenever practical, the final approach and landing directionshould be such that an unobstructed go around into wind is possible. If an accuratewaypoint position is stored in the GPS, it should be used to assist with calculating atop of descent for the final approach. RPM HIGH is used.

The profile is ideally flown at 7-8° which would give 350-400 ft above deck height at0.5 nm range. The use of the AP upper modes can assist in achieving an accurateand stabilised ‘gate’, beyond which the approach should be flown by sight picture.

Landing Profile

Committal point: The ideal committal point should be 35 kt at approximately 30 ftabove deck height, using the RadAlt to establish the equivalent height above thesurface.

The aircraft nose should be raised to a maximum of 7°, depending on the windspeed, and power progressively applied to maintain the approach slope.

The aim is to arrive over the centre of the deck with less than 10° nose up attitude atapproximately 15 ft and then allow the aircraft to descend to the deck. Avoid anyprolonged periods above 10 ft.

Engine Failure Recognition just before Committal Point: Rotate the aircraft to 10°nose down at a rate of 10°/sec whilst initially maintaining the collective in its originalposition. Once the approximate attitude has been achieved adjust the collective tomaintain Nr between 330 and 340 rpm. When positive airspeed is indicated raisethe nose at 5°/sec to achieve a gentle acceleration through 45 knots with minimumheight loss and accelerate to Vtoss.

Adjust the pitch attitude so as to continue the climb, accelerating to Vy asappropriate if obstacle clearance allows. OEI LO should be selected at Vtoss andOEI CT at Vy when the undercarriage should be selected up once a positive rate ofclimb is achieved.

NOTE: There is a natural reluctance to rotate the nose down to 10° during a go-around, particularly at night. Although this is the ideal nose down attitude, undercertain conditions (height, wind speed, airspeed or visual cues etc.) it may bereduced.



Offshore Landing Profiles (cont’d)

Engine Failure Recognition at or after Committal Point: Aim to arrive in a positionapproximately 6 ft above the safe landing area of the deck with no sidewaysmovement and cushion the touchdown.

4.11 Twin Engine Go Around Profile

In the event of a late go-around for reasons other than engine failure e.g.turbulence, excessive deck movement or deck obstruction, aim to establish on thenormal profile above as soon as possible. Unlike the take-off profile which startsfrom a stable IGE hover and is initiated with a dynamic vertical climb, the go aroundmay begin from a virtually static OGE hover in a decelerative nose-up attitude. Therate and degree of nose-down rotation used to initiate the go around must bemodified in accordance with the power available and the height loss which can beaccepted during the acceleration to Vy. The minimum recommended nose-downattitude to achieve acceleration is 5° and it is imperative that the nose-down attitudeis sustained until Vtoss is achieved.

4.12 Engine Power Checks

Where ever possible an automatic EPC should be carried out on the first flight of theday. To standardise readings, they should be done as close to 2000 ft Hp aspossible.

In the event that the EPC yields a below specification Torque or TOT, a furthercheck should be carried out at higher altitude (to obtain a higher N1). If the EPCcannot be performed automatically, pilots are to note the figures required (FM Sec4.9), from the VEMD and pass on to engineering.

It may be that engineering require a single engine EPC. This can be carried outeither on the ground or in flight. There are two vital points to bear in mind whenconducting single engine power checks:

Engine idle selection is to made by use of the TRAINING switch and not theengine switches. Positive confirmation of the ‘T’ symbol on the FLI shouldbe made before applying high power.

Do not allow the Nr to droop below 340 rpm as this will inhibit the checkingprocess.



4.13 Winching

Actions on Completion of Winching Operations

After winching operations have been completed and the winch stowed in the "fullyup" position, pilots are to ensure that the MISSION SELECTOR SWITCH is in theOFF position. During the transit phase back to base, the winch operator is to checkat regular intervals that the winch hook is still in the fully housed position and that no"creep out" of the winch hook has occurred.

4.14 Upload and Download of M’ARMS Cards

M’ARMS cards are to be prepared and installed into the aircraft before each start upand subsequently removed and downloaded after each aircraft shut down.

4.15 Unnecessary raising and lowering of the undercarriage

Given that there is no speed restriction associated with the undercarriage, there isno particular benefit in raising it on short sectors. Consequently, to assist in themaintenance of the system reliability, pilots should avoid unnecessary retraction andlowering of the landing gear. It is difficult to use a hard and fast rule, but as a guidesectors of less than 5 minutes (approx 13 nm) should be carried out with the landinggear left down.

4.16 Use of Autopilot Upper Modes

The EC155 has a particularly powerful autopilot with a variety of upper modes, andtheir use is encouraged at all times. Certain points should be borne in mindhowever.

Over enthusiastic engagement at low level can result in the AP capturing the ALTmode due to the a/c proximity to the ground. Similarly, engagement of ALT.A at lowspeed can result in the V/S being coupled directly to the collective, despite no IAShaving been coupled. In this mode, there is no minimum airspeed protection and itis potentially hazardous if not monitored adequately. Therefore, the upper modesshould be engaged above 100 ft and 80 kt, preferably in the sequence: ALT.A, IASand NAV or HDG. NAV should never be engaged at low level without being fullyaware of where the a/c will turn.



Use of Autopilot Upper Modes (cont’d)

The PF should announce when he is making mode selections and it is importantthat the result of such actions are confirmed. ALT captures should be announcedby the PF.

Standard terminology to be used is:

“Selecting” When selecting an upper mode“Deselecting” When deselecting a specific upper mode“Decoupling” When all upper modes are decoupled at once“Armed” When an upper mode is selected and displayed in blue“Captured” When an upper mode is selected and displayed in green

An example of this co-ordination when setting ALT.A, is as follows:

PF – “3000’ set on ALT.A – crosscheck”PNF – “3000’ checked this side”PF – “Selecting ALT.A”PNF – “VS captured, ALT.A armed”

Note that it is quite permissible for the PNF to set up and engage the modes on PF’sinstruction, in which case PF and PNF in the text above would be swapped.

For simple settings not requiring preset values (eg ALT), items 1 and 2 above areskipped.

When making small adjustments to data, (e.g. trimming the heading in HDG mode),calls are not required.

Sensible choice of modes should be made at all times. For instance, do not try touse IAS, with manually controlled collective, to adjust altitude. The consequencesof an engine failure could be made a lot worse.

CR.HT

CR.HT cannot be used overland or in IMC. Therefore, if pilots wish to use it toassist with ARAs, they should pre-select the MDH for CR.HT but use ALT.A toestablish the cloud penetration phase. Once clear of cloud, CR.HT may then beengaged to allow maximum accuracy. If not clear of cloud, the pressure altitudehold should be maintained.



Use of Autopilot Upper Modes (cont’d)

Mode Management

The aircraft should be trimmed accurately before engaging modes controlled by thecyclic. If not, the aircraft may pitch up or down while the AP sets the trim to neutralbefore it then re-trims to set the position required to maintain the datum selected.

The PF should avoid overriding the AP as far as possible.

On instrument approaches, the IAS should be reduced to allow a sensible speed atDA/MDA and avoid excessive deceleration to then achieve LDP. In marginalconditions, once the required visual references have been observed, it is acceptableto remain coupled in order to reach more favourable VMC conditions before takingmanual control. On NO account should this facility be used to break minimum DA.

Part B EC155B1Section 4 – Annex A


Annex A – Checklist of pages

Single Sheet Checklist

Page Revision & Date

Ground Checks Revision 2 – October 2007

Flight Checks Revision 2 – October 2007

Expanded Sheet Checklist

Page Revision & Date

All Pages Revision 2 – October 2007

Part B EC155B1Section 4 – Appendix B

Appendix B: Expanded Normal Operating Procedures

PRE-FLIGHT EXTERNAL INSPECTION

If icing conditions prevail, care should be taken that all parts of the aircraft are free from ice,snow and slush, particular attention being paid to upper surfaces of main rotor blades, aerials,cooling intakes and outlets, and emergency exits.

Inspection starts at the front of the aircraft, in an anti clockwise direction.

1. AIRCRAFT HEADING Note wind direction2. SURROUNDS Clear3. GENERAL APPEARANCE Traces of leakage – Condition4. TRANSPARENT PANELS Cleanliness5. AIR INTAKES (MGB AND

ENGINE)Check cleanliness; clean if necessary. Onsnow covered ground refer to FM 4.8

6. MAIN BLADES AND ROTORHUB

Condition – General visual check fromground

7. PITOTS Condition – no blockages8. RADOME Condition – closed and locked (check lower

catches)9. NOSE LANDING GEAR Visual inspection – leaks, oleo extension10. BATTERY COMPARTMENT Door closed and locked11. FLOATS Condition12. CO-PILOT’S DOOR Closed – fasten harness if flying single pilot.13. LH HYDRAULIC RESERVOIR Level14. LIFERAFTS Expiry date, condition, secure15. MAIN ROTOR BLADES AND

ROTOR HUBCondition – General visual check fromground

16. EAR DEFENDERS,LIFEJACKETS

Available as required

17. 1ST AID KIT, EMERGENCYTORCHES

Serviceable & Secure

18. FIRE EXTINGUISHERS Condition. Secure19. PORT CABIN DOOR Closed and locked20. ENGINE OIL TANK Level, (max consumption 0.2 l/hr)21. COWLINGS (MGB AND

ENGINE)Closed and securely latched

22. FUEL TANK FILLER CAPS Correctly fitted and tight – door closed afterchecking

23. UNDERCARRIAGE LEG Visual inspection – leaks, oleo extension,brake pipes.

24. TYRE Condition, inflation, creep


PRE-FLIGHT EXTERNAL INSPECTION (cont’d)

25. FLOAT BOTTLE PRESSURE Check26. FLOATS Condition27. STATIC PORTS Condition – no blockage/covering28. BAGGAGE BAY Check inside – baggage securely stowed

and evenly loaded. Door closed29. ENGINE EXHAUST NOZZLE Not blocked30. TAIL BOOM Condition – no dents/creasing. Check

aerials31. HORIZONTAL AND

VERTICAL STABILISERSGeneral condition

32. SHROUDED TAIL ROTOR No chaffing of blades on duct. Condition ofblades: leading edges and roots in particular

33. TAIL SKID No distortion or abrasion34. TGB Oil level35. TGB COWLING Closed and locked36. TAIL BOOM Condition – no dents/creasing.37. ENGINE EXHAUST NOZZLE Not blocked38. STATIC PORTS Condition – no blockage/covering39. BAGGAGE BAY Check inside – baggage securely stowed

and evenly loaded. Door closed40. FLOATS Condition41. FLOAT BOTTLE PRESSURE Check42. TYRE Condition, inflation, creep43. UNDERCARRIAGE LEG Visual inspection – leaks, oleo extension

brake pipes.44. COWLINGS (MGB AND

ENGINE)Closed and securely latched

45. ENGINE OIL TANK Level, (max consumption 0.2 l/hr)46. MAIN ROTOR BLADES AND

ROTOR HUB-Condition – General visual check fromground

47. LIFERAFTS Expiry date, condition, secure48. STARBOARD CABIN DOOR Closed and locked49. RH HYDRAULIC RESERVOIR Level50. GROUND POWER

RECEPTACLE DOORClosed and locked (if internal start)

51. PILOT’S FIREEXTINGUISHER

In place, expiry date, condition

52. BRAKE ACCUMULATORPRESSURE

Above 100 bar, if less recharge usingelectric hydraulic pump

53. DOORS Closed and Locked


PRE-START CHECKS

1. CIRCUIT BREAKERS Check all CBs on the 5 Alpha are in2. TRIM FEEL Check both Trim Feel switches are on3. HYD ISOLATE Check NORM4. LG PUMP Check NORM5. SHEDBUS Check in the AUTO position and guarded6. GENERATORS Both ON7. EMERGENCY CUT OFF Check PWR ON8. TRAINING SWITCH Check centered in FLT9. NR SWITCH Check NORM10. FADEC BACKUP Check in NORM and guarded11. ENGINE SWITCHES Check OFF12. STBY HORIZON Switch ON (Light On)13. BATT/ESS Switch ON14. VOLTMETER Check BAT caption out and voltage

23V+. (When GPU plugged in check BATcaption on)

15. 7 ALPHA/CPDS On completion of the VEMD self test ensurethat GOV caption is clear. If GOV isflashing, scroll to system status page andcheck the displayed failure message:T0. DISC A /B or SPEED A/B:A difference of more than 5°C between thetwo FADEC thermal probes due to unevenheating from the sunContinue with the start, before take offcheck that the temperature difference is lessthan 15°C, otherwise shutdown and consultwith engineeringAny other message:Abandon start up and consult withengineering

If the red light (OEI High used) isdisplayed on the FLI screen, the start upmust be abandoned and engineeringconsulted


PRE-START CHECKS (cont)

16. HEATER VENT LEVERS Check fully AFT17. ROTOR BRAKE RELEASED, fully forward, in detent and

CAD caption clear18. FSCLs Check forward and snap wire locked19. MISSION SELECTOR Check OFF20. ANTI-COLL/

POSITION/SEARCH LIGHTSAnti-collision light to RED, Position lightsON and Search Light selector set to PLT –RH, CPLT - LH

21. LIGHTING Set as required22. INDICATOR LIGHTS Press TEST when set to DAY only23. CABIN NOTICES ON24. EMERGENCY LIGHTS TEST, then ARM25. HEATER/VENT SELECTOR OFF26. AUDIO WARNING ON, check CAD caption clear27. CARGO FIRE Check in FIRE position that CAR FIRE

caption, OVERHEAT on CAD and FIRElight in extinguisher button litCheck in FAIL position that FAIL lit inextinguisher button

28. AVAD TEST, then RST, ensure AVAD andswitch returns to ON

29. SERVO Check SERVO caption disappears, andreappears when button released

30. L/G PUMP Place to TEST. Check the flight controls forfull and free movement with no binding, andwith approx. 6.5° of collective check theLMT warning with FWD and AFT cyclicmovement. Re-centre the cyclic using theauto-centering function of the AP, lower thecollective fully and lock in place. Switch LGPUMP to NORM

31. ENGINE FIRE Check both engines in FIRE position thatENG FIRE caption, red light on FSCL andFIRE light in extinguisher button litCheck in FAIL position that FAIL lit inextinguisher button

32. STANDBY COMPASS Check, condition and heading33. CLOCKS Wound and set34. LANDING GEAR DOWN, ‘3 greens’ and pin removed35. FLOATS OFF/ARM switch to ARM: confirm both

segments on indicator panel illuminate, thenOFF and confirm lights go out


PRE-START CHECKS (cont).

36. AVIONICS Check pilot station boxes and all otheravionics components switched OFF exceptCOM 2

37. NOSEWHEEL LOCK As Required38. PARKING BRAKE ON39. M’ARMS CARD Check In Place40. CPI Check switches guarded, press green test

button. Check audio test signal and“TX/Test” and “Beacon Gone” lightsilluminate. On completion of test, check bothlights extinguished

41. AHRS All lights out, ‘toggle’ switches central42. M’ARMS Check warning lights extinguished, normal

display on scratchpad43. RCU PANEL All switches to NORM, AP MASTER as

required44. PA Check by selecting PA on station box and

making a test announcement45. FUEL PANEL: Check transfer pump operation (green

arrow plus motor audible)Press TEST to ensure the fuel level drops to0 on CAD, then returns to original figure


FIRST ENGINE START CHECKS

1. BOOSTER PUMPS Switch all 4 ON, and check for pressure

2. ENGINE SWITCH Cancel master warnings. Start with both crewmonitoring.Move engine control switch to FLT if OAT above0°C. If below 0°C then move to IDLE until engineoil temperature is above -10°C.Check for START caption on VEMD with N1rising.If battery voltage drops below 17V, stop the startsequence.Abort the start if:

Ignition not effective after 30 seconds TOT value becomes underscored Rotor is not turning by 25% N1 ENG # light not out by 70% N1

FADEC FAIL appears

Nf needle passes Nr needle

Check HYD and SERVO captionsextinguished by Nf ≤ 80 Nr equivalentCheck MGB P caption out by Nf ≤ 120 NrequivalentIf the engine has failed to light-up, beforeattempting another start the exhaust pipe must becleared of any surplus fuel by waiting 1 minute,carrying out a vent cycle by operating theappropriate crank switch for 15 seconds, thenmopping up any visible fuel.Observe starter limitations.PF must keep a hand on the engine control switchand be prepared to abort the start, until 65% N1 isreached

3. FADEC STOPS: PNF selects LO, CT. PF selects HI, LO, CT onceengine start cycle complete

4. AUDIO WARNING During rotor acceleration, check low Nr warningthresholds ~ 165 to 330 Nr


SECOND ENGINE START CHECKS

1. DC GENERATOR OUTPUT Check the value is no longer underscored

2. ENGINE SWITCH Start, with both crew monitoring. Procedure as forfirst engine startCheck VEMD in AEO mode when N1>60%Check DIFF N1 caption out

3. ENGINE SAFETY GUARDS Move both into place

4. GPU Disconnected – check no caption

5. AVIONICS/WX RADAR Switch ON COM and NAV boxes, switch ADF toADF, transponder to SBY. Test as follows:Test COM 1 and 2 by depressing the test buttons– check -00- displayed. Make test transmissionsbefore flight

Test NAV 1 by tuning a VOR frequency. Checkthe idents (VOR & DME), if a signal is available.Select VOR1 as the nav source for all screens, inHSI /Rose mode. Bring up VOR1 on eachscreen’s bearing pointer. With DME1 audio turnedup, depress and hold the test button. Checkneedle pointers go to North, check DMEindications at the top of each ND shows 100/60,check marker indicators cycling on NDs, check -00- displayed on control head and “AOK” morseheard.

Test NAV2 by tuning an ILS frequency. Check theidents (ILS & DME), if a signal is available. SelectILS2 as the nav source for all screens, in HSI/Rose mode. With DME2 audio turned up, depressand hold the test button. Check 2/3rds fly right anddown indications, check DME indications at thetop of each ND shows 100/60, check markerindicators cycling on NDs, check -00- displayed oncontrol head and “AOK” morse heard. Note thatFLAG 26 or FLAG 29 might appear when there isno adequate ILS signal. This does not necessarilyindicate a fault, though if possible re-test theequipment when in range of an ILS.


SECOND ENGINE START CHECKS (cont’d)

5. AVIONICS/WX RADAR Test ADF by tuning a nearby NDB frequency.Check the ident. Bring up ADF on one bearingpointer of each screen, note the bearing. Depressthe test button, check needle swings away and -00- displayed. Release the test button and checkthe needle returns to within 5° of its originalposition.

Switch GPS on

Switch Radar to standby

6. PITOTS ON

7. RADALT ON

8. HYDRAULIC ISOLATE Perform Test –Move switch to CUT OFF:

HYD LEV RH and SERVO

Move switch to NORMAL:Captions clear

9. SERVO TEST Check SERVO caption appears, clears whenbutton released

10. CHIP TEST Test ENG and GBs

11. P2 VALVE AND SOV TEST VENT SELECTOR:HEAT – Check for

HEATER CONTROL LEVER:AFT - Check heating OFF

TNG SWITCH:IDLE 1 – Check for

TOT:Note TOT for both engines

HEATER CONTROL LEVER:FWD

TOT:On engine 2 increases by >15°C

SOV CUT:PRESS - Confirm heating off and no symbol on

FLI

VENT SELECTOR:OFF and depress reset button

TNG SWITCH to FLT



11. REPEAT for Engine 2

On completion confirm FLI symbols cleared andheating controls as required

If the TOT does not increase, the P2 valve of theidling engine is probably seized open. Confirm thefailure by applying the same procedure withcollective pitch increased (Bleed valve closed)

12. AUTOPILOT Release collective lock.BEEP TRIM Test 4 waysWhilst monitoring but not obstructing controls,depress the TEST button. Check the captions onthe screens:PFD – C YR P plus AP captionon 7 Alpha plus WARN

CAD – TRIMACTUATOR

AHRS DISC

SAS

AP

PFD – / / /Check controls move slightly during test of AP,check AP TEST OK message on completionof tests.Each pilot in turn:AP ONAP Cancel on cyclicSAS EngageAP ON

If 3 green boxes are obtained on engaging theAFCS, the autopilot is serviceable

13. BOOSTER PUMPS All OFF, check no engine fluctuations. Select 2and 3 ON and note pressure rise on CAD lowerscreen. Select all 4 ON



14. RADIOS/NAVAIDS/DH BUGS Set NAV boxes and ADF to required frequenciesfor departure, check idents.Check for any GPS messages. Cross-check routeentered into GPS, cross-check any userwaypoints used.Select appropriate nav sources for all screens.Select bearing pointers and courses as required.RADALT to TEST. Check for three times 100ft,and test ‘CHECK HEIGHT’ warning by windingboth bugs above zeroSet Bugs in accordance with Operations ManualPart A.

15. 7 ALPHA/CPDS Check 7 Alpha clear of warnings, CAD clear, Fuelquantity, and Ts and Ps normal


PRE TAXY CHECKS

1. BRIEF Ensure passenger and crew briefings have beencompleted

2. CABIN NOTICES ON if passengers are carried

3. AP Check ON

4. NOSEWHEEL LOCK Check handle is fully down

5. LANDING LIGHT As required

BEFORE TAKE-OFF CHECKS

1. ALTIMETERS Set and crosscheck. Set the standby altimeter tothe same setting as PF

2. DISPLAYS/AP MODES Select appropriate nav sources for all screens.Select bearing pointers and courses as required.Preset and crosscheck appropriate ALT.A values

3. FUEL Check contents, transfer OFF and booster pumpsON

At Take-off Point CHECKS

4. HEATER Check OFF

5. LIGHTS/STROBE Check Search Light ON, select Anti-Coll to WHITE

6. NR As required for the take-off profile

7. FLOATS If offshore, select ON

8. BRAKES If offshore, ensure ON


HOVER CHECKS

1. NR/CAD/FLI PNF to check Nr, check the CAD for warnings,VEMD for Ts and Ps and FLI for available powermargin and limiting factor

AFTER TAKE-OFF / GO AROUND CHECKS

1. NR Switch to NORMAL before 80 kts2. GEAR Normally set to UP though can be left down if

another landing is imminent

3. ALTIMETERS Set in accordance with Ops Manual Part A. Ifcleared to a flight level with no intermediate callsrequired, PF and standby may be set to STD

4. DH BUGS Set in accordance with Ops Manual Part A

5. FLOATS Offshore only, set to OFF before 90 kts

6. BRAKES Offshore only, release parking brake

7. NOSEWHEEL LOCK Offshore only, remain IN for another offshorelanding, OUT if last offshore take-off

8. COMPASSES Offshore only, set to MG and cross check withstandby

9. STROBE Offshore only, set to WHITE

CLIMB/CRUISE/DESCENT CHECKS

1. OAT Icing Check. Ensure Pitots on and considerexpected temperature changes

2. ALTIMETERS Check altimeter settings are in accordance withOps Manual part A, crosscheck. Review MFA

3. NAV SYSTEMS Confirm Navaids and screen settings as required,check GPS position against other aids

4. FUEL Check quantity, transfer status, fuel at destination/ alternate


APPROACH CHECKS

1. GEAR Select DOWN and wait for confirmation of 3 greenlights and no travel light

2. NOSEWHEEL LOCK IN for offshore approach, OUT for onshore

3. BRAKES Set as required

4. ALTIMETERS Set and crosscheck. Ensure the standby altimeteris set to the same setting as PF


6. NAV SYSTEMS If not flying solely by visual means, check and setthe Navaids and screens as required

7. BRIEF Ensure passenger and crew briefings have beencompleted

FINALS CHECKS


2. HEATER Check OFF

3. STROBE Offshore only, Set to RED

4. COMPASSES Offshore only, set to DG

5. RADAR Set to Standby

6. GEAR Check selected DOWN with 3 green lights

7. FLOATS Offshore only, Arm below 90 kts

8. NR As required

9. AVAD Depress the suspend button when visual withdestination

10. DESTINATION Identify by visual means and by noting GPSbearing and distance, before committing to land


AFTER LANDING CHECKS

1. NOSEWHEEL LOCK Push down to unlock if taxying – may be taken outin the hover for ease of operation

2. NR NORMAL

3. STROBE Set to RED

The following items are carried out on reaching the parking spot

4. COLLECTIVE LOCK ON, momentarily depress Trim Release

5. PARKING BRAKE ON

6. LANDING LIGHT OFF

7. CABIN NOTICES Set as required

OFFSHORE ROTORS RUNNING AFTER LANDING CHECKS

1. COLLECTIVE LOCK ON, momentarily depress Trim Release

2. FLOATS OFF

3. NR NORMAL

4. LIGHTS AND STROBE OFF

5. CABIN NOTICES Set as required

OFFSHORE ROTORS RUNNING BEFORE TAKE-OFF CHECKS

Perform the above checks in the reverse order.


SHUTDOWN CHECKS

1. PARKING BRAKE ON

2. AUTOPILOT Re-centre the cyclic using the auto-centringfunction, then OFF

3. COLLECTIVE LOCK Set ON, momentarily depress Trim Release

4. RADALT/VENT/PITOTS All OFF

5. AUDIO WARNING OFF

6. STANDBY HORIZON OFF

7. ENGINES After the aircraft has been on the ground for 30seconds, move the Engine switches both to IDLEthen both to OFFNote: If the engine does not stop immediately(solenoid valve failure) the FADEC willautomatically shut it down 5-6 seconds later. Donot use the fuel shut-off control lever until at least10 seconds have elapsed

8. BOOSTER PUMPS All OFF

9. ROTOR BRAKE ON when Nr is at 120 or less

10. EMERGENCY LIGHTS OFF

11. SWITCHES All OFF except HYD ISOL and GENs

12. VEMD/M’ARMS Carry out Post Flight procedure: Transfer will runautomatically. On completion press BACK thenpress ENTER on “Flight Data”. Use down-arrowkey to review data. Press Enter to refute any data.Press Enter on Acknowledge. Card may beremoved once power is off

13. BATTERY/ESSENTIAL OFF

14. WANDER LIGHT Check OFF

15. HEEL AND DINGHY LIGHTS Check OFF

16. ACCUMULATOR PRESSURE Check pressure holding in green arc

17. ENGINE AND LG PINS Check in place

4 normal procedures 4.1 normal operating procedure check … · the expanded normal operating...

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