FOP 212 + SOP S76 REV 03

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FOP 212
RECIBO DE ACEITAÇÃO DE MANUAIS OU PROGRAMAS
De: GTCE Processo ANAC: 00058.035215/2019-02 Nº SEI 3498328 Data: 16/09/2019
DESTINATÁRIO
Nome da Organização: Omni Táxi Aéreo CNPJ: 03.670.763/0001-38
Endereço da Sede Administrativa: AAv. Ayrton Senna, Rua F1 , 2541 Lote 40 Barra da Tijuca., 2541, Rio de Janeiro - RJ
CEP: 22775-001
Em Atenção à: Mauro Gonçalves Brasil Cargo: Diretor de Operações
FOP 107-135 de Referência: 026/OPR/2019
DESCRIÇÃO DO MATERIAL
Procedimentos operacionais padrões
REVISÃO
TIPO IDENTIFICAÇÃO
Original Reedição X Nº da Revisão: 03 Data da Revisão: 05/09/2019
MODELOS AFETADOS
FABRICANTE MODELO FABRICANTE MODELO
Sikorsky S-76 - -
PUBLICAÇÕES DE REFERÊNCIA
TIPO DA PUBLICAÇÃO EMISSOR REVISÃO DATA
RBAC 135 ANAC - -
IS 119-003 ANAC A 17/05/2013
OBSERVAÇÕES E RESTRIÇÕES
Deve ser mantida uma cópia deste FOP anexada a cada cópia do SOP distribuído.
PARECER
ACEITAÇÃO: X DATA DE PROTOCOLO ANAC: 13/09/2019
Nome: Joel Sebastião Maia Júnior Cargo do Analista: Gerente Técnico
Nome: Joel Sebastião Maia Júnior Cargo do Aprovador: Gerente Técnico
Documento assinado eletronicamente por Joel Sebastiao Maia Junior, Gerente Técnico, em 16/09/2019, às 11:50,
conforme horário oficial de Brasília, com fundamento no art. 6º, § 1º, do Decreto nº 8.539, de 8 de outubro de 2015.
A autenticidade deste documento pode ser conferida no site http://sistemas.anac.gov.br/sei/autenticidade, informando o
código verificador 3498328 e o código CRC 338D6C01.
SEI/ANAC - 3498328 - FOP 212 https://sistemas.anac.gov.br/sei/modulos/pesquisa/md_pesq_document...
1 of 1 18/09/2019 16:58
 
 
 
STANDARD OPERATING 
PROCEDURES 
SOP 11 
SIKORSKY – S 76C 
ISSUED BY: 
Department of Flight Operations 
Diretoria de Operações da OMNI Táxi Aéreo S/A 
APPROVED BY: 
Brazilian Civil Aviation Authority 
Agência Nacional de Aviação Civil - ANAC 
Revision: 03 
Issued Date: 05/SET/2019 
 
 
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SOP 11 SIKORSKY S 76C 
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FOP 211 
 
 
 
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TABLE OF CONTENTS 
FOP 211 ........................................................................................................ 3 
TABLE OF CONTENTS ............................................................................... 5 
LIST OF ILLUSTRATIONS ........................................................................ 11 
STATEMENT .............................................................................................. 12 
RECORD OF REVISION ............................................................................ 14 
LIST OF EFFECTIVE PAGES .................................................................... 16 
SECTION 1. INTRODUCTION ............................................................. 1.1 
1.1 GENERAL ....................................................................................... 1.1 
1.2 STRUCTURE .................................................................................. 1.1 
1.3 APPLICABILITY.............................................................................. 1.2 
1.4 REFERENCES ............................................................................... 1.2 
1.5 SYSTEM OF REVISION ................................................................. 1.3 
1.6 CONTROL AND DISTRIBUTION ................................................... 1.3 
1.7 ABREVIATIONS ............................................................................. 1.4 
1.8 DEFINITIONS ................................................................................. 1.5 
1.9 TERMINOLOGY ............................................................................. 1.7 
1.10 USE OF PROCEDURAL WORDS ................................................ 1.8 
SECTION 2. PHILOSOPHY AND OPERATING POLICIES ................ 2.9 
2.1 COMPLIANCE WITH STANDARD OPERATING PROCEDURES . 2.9 
2.2 CREW RESPONSIBILITIES ........................................................... 2.9 
2.3 AREAS OF RESPONSIBILITY ..................................................... 2.13 
2.4 TASK SHARING ........................................................................... 2.14 
2.5 CHECKLIST .................................................................................. 2.14 
2.6 CREW COORDINATION ................................................................. 19 
 
 
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2.7 USE OF AUTOMATION ................................................................... 20 
2.8 COMMUNICATIONS ....................................................................... 21 
2.9 SITUACIONAL AWARENESS ......................................................... 23 
2.10 SAFETY OF FLIGHT ..................................................................... 26 
2.11 BRIEFINGS ................................................................................... 27 
2.12 FLIGHT PLANNING ....................................................................... 27 
2.13 PILOT INCAPACITATION ............................................................. 28 
2.14 OFFSHORE OPERATIONS (FLIGHTS TO OIL RIGS OR VESSELS) 
DURING THE DAY ................................................................................. 28 
2.15 NIGHT FLIGHT TO OIL RIG OR VESSEL ..................................... 30 
SECTION 3. OPERATING LIMITATIONS ........................................... 3.2 
3.1 TYPES OF OPERATION ................................................................ 3.2 
3.2 MINIMUM FLIGHT CREW .............................................................. 3.2 
3.3 WEIGHT LIMITS ............................................................................. 3.3 
3.4 CLIMB PERFORMANCE ................................................................ 3.3 
3.5 PERFORMANCE CLASS ............................................................... 3.4 
3.5.3 PERFORMANCE CLASS 2 ...................................................... 3.9 
3.6 OEI TRAINING OPERATIONS ..................................................... 3.16 
3.7 CENTER OF GRAVITY LIMITS .................................................... 3.16 
3.8 LOADING LIMITS ......................................................................... 3.16 
3.9 AIRSPEED LIMITS ....................................................................... 3.17 
3.10 ALTITUDE LIMITS ...................................................................... 3.17 
3.11 AMBIENT TEMPERATURE LIMITS ........................................... 3.17 
3.12 FLIGHT LIMITS........................................................................... 3.17 
3.13 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) LIMITS
 ............................................................................................................. 3.19 
 
 
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3.14 SLIDING CABIN DOOR LIMITS ................................................. 3.19 
3.15 FLOTATION SYSTEM LIMITS ................................................... 3.20 
3.16 ENGINE LIMITS ......................................................................... 3.20 
3.17 FUEL ...........................................................................................3.25 
3.18 ENGINE OIL ............................................................................... 3.27 
3.19 TRANSMISSION LIMITS ............................................................ 3.29 
3.20 ROTOR LIMITS .......................................................................... 3.30 
3.21 ROTOR BRAKE LIMITS ............................................................. 3.30 
3.22 ENGINE COWLING LIMITS ....................................................... 3.31 
3.23 RETRACTABLE BOARDING STEP LIMITS ............................... 3.31 
3.24 EMERGENCY LOCATOR TRANSMITTER (ELT) ...................... 3.31 
3.25 GARMIN GPS 500W LIMITATIONS ........................................... 3.31 
3.26 TCAS I TRAFFIC COLLISION AVOIDANCE SYSTEM .............. 3.32 
3.27 WEATHER RADAR SYSTEM ..................................................... 3.33 
3.28 INSTRUMENT MARKINGS ........................................................ 3.33 
3.29 PLACARDS ................................................................................ 3.33 
SECTION 4. NORMAL PROCEDURES............................................... 4.1 
4.1 EXTERIOR CHECK ........................................................................ 4.1 
4.2 INTERIOR CHECK ......................................................................... 4.8 
4.3 BEFORE FIRST FLIGHT OF THE DAY .......................................... 4.9 
4.4 BEFORE START .......................................................................... 4.17 
4.5 STARTING ENGINES .................................................................. 4.22 
4.6 AFTER START ............................................................................. 4.27 
4.7 TAXING ........................................................................................ 4.36 
4.8 PRE TAKEOFF ............................................................................. 4.38 
4.9 TAKEOFF ..................................................................................... 4.40 
 
 
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4.10 AFTER TAKEOFF / GO AROUND .............................................. 4.42 
4.11 CRUISE ...................................................................................... 4.43 
4.12 APPROACH / DESCENT ............................................................ 4.44 
4.13 PRE LANDING............................................................................ 4.46 
4.14 AFTER LANDING ....................................................................... 4.47 
4.15 SHUTDOWN............................................................................... 4.48 
4.16 OFFSHORE HELIDECK / ONSHORE HELIPAD ........................ 4.51 
4.17 ENGINE POWER ASSURANCE CHECK ................................... 4.58 
4.18 BRIEFINGS AND CALLOUTS .................................................... 4.61 
4.19 PROCEDURES FOR COMPRESSOR DRY-UPS ...................... 4.66 
SECTION 5. PATTERNS AND TECHNIQUES .................................... 5.1 
5.1 RUNWAY CLASS 1 TAKEOFF PROCEDURE. .............................. 5.1 
5.2 RUNWAY CLASS 2 TAKEOFF ....................................................... 5.2 
5.3 ONSHORE ELEVATED HELIPAD / ONSHORE GROUND HELIPAD 
TAKEOFF WITHOUT NO OBSTRUCTIONS CLASS 2 ......................... 5.3 
5.4 OFFSHORE HELIDECK TAKEOFF CLASS 2 ................................ 5.5 
5.5 OFFSHORE AFTER TAKEOFF / GO AROUND ............................. 5.7 
5.6 RUNWAY CLASS 1 LANDING ....................................................... 5.8 
5.7 RUNWAY LANDING CLASS 1, ALTERNATE PROCEDURE ........ 5.9 
5.8 RUNWAY LANDING PERFORMANCE CLASS 2 ........................ 5.11 
5.9 LANDING PROCEDURE OFFSHORE HELIDECK ...................... 5.12 
SECTION 6. EMERGENCY AND MALFUNCTION ............................. 6.3 
6.1 INTRODUCTION ............................................................................ 6.3 
6.2 DEFINITIONS ................................................................................. 6.4 
6.3 BASIC PROCEDURE IN THE EVENT OF AN EMERGENCY ........ 6.2 
6.4 MOVEMENT OF MAJOR SWITCHES AND CONTROLS .............. 6.3 
 
 
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6.5 CIRCUIT BREAKERS AND ELETRICAL COMPONENTS ............. 6.4 
6.6 MASTER WARNING PANELS ....................................................... 6.5 
6.7 ENGINE OUT .................................................................................. 6.5 
6.8 LANDING GEAR ............................................................................. 6.6 
6.9 FIRE ................................................................................................ 6.6 
6.10 FD DCPL ....................................................................................... 6.6 
6.11 EGPWS EMERGENCY PROCEDURES ...................................... 6.7 
6.12 ENGINE FAILURES DURING TAKEOFF AND LANDING ........... 6.7 
6.13 ENGINE FAILURE DURING TAKEOFF ....................................... 6.9 
6.14 ENGINE FAILURE DURING APPROACH AND LANDING ........ 6.19 
6.15 OFFSHORE HELIDECK ENGINE FAILURE .............................. 6.20 
6.16 EXPANDED EMERGENCY CHECKLIST ................................... 6.22 
6.17 ADDITIONAL CONSIDERATIONS FOR SINGLE ENGINE FAILURE
 ............................................................................................................. 6.23 
6.18 ADDITIONAL CONSIDERATIONS DUAL ENGINE FAILURE ... 6.24 
6.19 ADDITIONAL CONSIDERATIONS FOR MAIN GEARBOX 
FAILURES ........................................................................................... 6.26 
6.20 ADDITIONAL CONSIDERATIONS FOR TAIL ROTOR 
MALFUNCTIONS ................................................................................ 6.27 
6.21 ADDITIONAL CONSIDERATIONS FOR TAIL ROTOR DRIVE 
FAILURE IN CRUISE........................................................................... 6.28 
6.22 ADDITIONAL CONSIDERATIONS FOR ELECTRICAL FAILURES
 ............................................................................................................. 6.29 
6.23 ADDITIONAL CONSIDERATIONS FOR DAFCS FAILURES ..... 6.29 
6.24 ADDITONAL GUINDANCE FOR DITCHING .............................. 6.29 
SECTION 7. PBN OPERATIONS ...................................................... 7.32 
7.1 PURPOSE .................................................................................... 7.32 
 
 
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7.2 PBN EQUIPMENT AND SYSTEM ................................................ 7.32 
7.3 GPS GARMIN 500W ..................................................................... 7.32 
7.4 OPERATING PROCEDURES ...................................................... 7.33 
7.5 EXTENDED PBN OPERATING CHECKLIST ............................... 7.40 
SECTION 8. GPS NORMAL PROCEDURES ...................................... 8.1 
8.1 INTRODUCTION ............................................................................ 8.1 
8.2 POWER ON .................................................................................... 8.1 
8.3 FLIGHT PLAN ................................................................................. 8.1 
8.4 SELECT DEPARTURE (SID) ......................................................... 8.2 
8.5 SELECT ARRIVAL (STAR) ............................................................. 8.3 
8.6 SELECT AN APPROACH ............................................................... 8.3 
8.7 TO SELECT DEPARTURE, ARRIVAL OR AN APPROACH BY PROC 
KEY: ......................................................................................................8.4 
8.8 TO REMOVE AN APPROACH, ARRIVAL OR DEPARTURE FROM 
THE ACTIVE FLIGHT PLAN: ................................................................. 8.5 
8.9 TO ACTIVATE AN EXISTING FLIGHT PLAN ................................. 8.5 
8.10 TO NAVIGATE A FLIGHT PLAN................................................... 8.5 
8.11 INVERTING FLIGHT PLAN .......................................................... 8.5 
8.12 TO DELETE A FLIGHT PLAN: ...................................................... 8.6 
8.13 TO PERFORM TRIP PLANNING OPERATIONS: ........................ 8.6 
8.14 RAIM PREDICTION ...................................................................... 8.7 
8.15 BASIC APPROACH OPERATION ................................................ 8.8 
8.16 MISSED APPROACH PROCEDURE ........................................... 8.9 
8.17 CDI SCALE SETTING: ............................................................... 8.10 
 
 
 
 
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 LIST OF ILLUSTRATIONS 
Figure 2-1: Night visual approach 32 
Figure 3-1: Category A Maximum Takeoff and Landing Weight (sheet 1 of 2)
 ................................................................................................................. 3.17 
Figure 3-2: Operating Envelope.................... Erro! Indicador não definido. 
Figure 3-3: Category B Maximum Takeoff and Landing Weight (sheet 1 of 2)
 ...................................................................... Erro! Indicador não definido. 
Figure 3-4: Center of Gravity Limits at Various Gross Weights ............. Erro! 
Indicador não definido. 
Figure 3-5: Engine or Drive System Operating Limits ............................. 3.21 
Figure 3-6: Height / Velocity Diagram ...................................................... 3.23 
Figure 3-7: Instrument Markings (sheet 1 of 4) ....................................... 3.35 
Figure 3-8: Vne Placards (sheet 1 of 2) ................................................... 3.39 
Figure 4-1: S76C External Inspection (Turnaround).................................. 4.1 
Figure 5-1: Runway Takeoff Category A ...... Erro! Indicador não definido. 
Figure 5-2: Runway Takeoff Category B ...... Erro! Indicador não definido. 
Figure 5-3: Offshore Helideck / Onshore Helipad Takeoff Category B . Erro! 
Indicador não definido. 
Figure 5-4: Runway / ground helipad LandingErro! Indicador não 
definido. 
Figure 5-5: Offshore helideck / onshore elevated helipad Landing ....... Erro! 
Indicador não definido. 
 
 
 
 
 
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STATEMENT 
 
This Standard Operating Procedures (SOP) Manual was developed in 
accordance with the procedures provided by the manufacturer of the 
Helicopter and complies with ANAC Supplemental Instruction Nr 119-
003. Thus, this manual has my approval and I commit to promoting its 
use by the crew of the OMNI Táxi Aéreo S/A. 
 
 
 
 
 
 
 
 Mauro Gonçalves Brasil 
 
 
 
 
 
 
 
 
 
 
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RECORD OF REVISION 
The record of revision should be always updated. Upon the revision 
has been received, must be registered in table below. 
 
Revision Nr Issue Date Inserting Date Inserted by 
00 18/May/2013 MJP 18/May/2013 
01 09/Jan/2017 MJP 09/01/2017 
02 01/Apr/2019 BR 01/Apr/2019 
 
 
 
Revision Nr Issue Date Changes 
00 - 01 - - 
02 01/Apr/2019 Change of references and 
procedures based on RFM and 
International Standards. 
03 05/09/2019 This revision is just to inform the 
version of the RFM 
 
 
 
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 List of Effective Pages 
Chap Page Date Revision Chap Page Date Revision 
CAPA 1 04/01/2019 02 2 2.11 04/01/2019 02 
CAPA 2 04/01/2019 02 2 2.12 04/01/2019 02 
FOP 3 04/01/2019 02 2 2.13 04/01/2019 02 
FOP 4 04/01/2019 02 2 2.14 04/01/2019 02 
TOC 5 04/01/2019 02 2 2.15 04/01/2019 02 
TOC 6 04/01/2019 02 2 2.16 04/01/2019 02 
TOC 7 04/01/2019 02 2 2.17 04/01/2019 02 
TOC 8 04/01/2019 02 2 2.18 04/01/2019 02 
TOC 9 04/01/2019 02 2 2.19 04/01/2019 02 
TOC 10 04/01/2019 02 2 2.20 04/01/2019 02 
TOC 11 04/01/2019 02 2 2.21 04/01/2019 02 
TOC 12 04/01/2019 02 2 2.22 04/01/2019 02 
LOI 13 04/01/2019 02 
LOI 14 04/01/2019 02 
STM 15 04/01/2019 02 3 3.1 04/01/2019 02 
STM 16 04/01/2019 02 3 3.2 04/01/2019 02 
ROR 17 04/01/2019 02 3 3.3 04/01/2019 02 
ROR 18 04/01/2019 02 3 3.4 04/01/2019 02 
LEP 19 04/01/2019 02 3 3.5 04/01/2019 02 
LEP 20 04/01/2019 02 3 3.6 04/01/2019 02 
LEP 21 04/01/2019 02 3 3.7 04/01/2019 02 
LEP 22 04/01/2019 02 3 3.8 04/01/2019 02 
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1 1.1 04/01/2019 02 3 3.12 04/01/2019 02 
1 1.2 04/01/2019 02 3 3.13 04/01/2019 02 
1 1.3 04/01/2019 02 3 3.14 04/01/2019 02 
1 1.4 04/01/2019 02 3 3.15 04/01/2019 02 
1 1.5 04/01/2019 02 3 3.16 04/01/2019 02 
1 1.6 04/01/2019 02 3 3.17 04/01/2019 02 
1 1.7 04/01/2019 02 3 3.18 04/01/2019 02 
1 1.8 04/01/2019 02 3 3.19 04/01/2019 02 
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2 2.1 04/01/2019 02 3 3.23 04/01/2019 02 
2 2.2 04/01/2019 02 3 3.24 04/01/2019 02 
2 2.3 04/01/2019 02 3 3.25 04/01/2019 02 
2 2.4 04/01/2019 02 3 3.26 04/01/2019 02 
2 2.5 04/01/2019 02 3 3.27 04/01/2019 02 
2 2.6 04/01/2019 02 3 3.28 04/01/2019 02 
2 2.7 04/01/2019 02 3 3.29 04/01/2019 02 
2 2.8 04/01/2019 02 3 3.30 04/01/2019 02 
2 2.9 04/01/2019 02 3 3.31 04/01/2019 02 
2 2.10 04/01/2019 02 3 3.32 04/01/2019 02 
3 3.33 04/01/2019 02 4 4.45 04/01/2019 02 
3 3.34 04/01/2019 02 4 4.46 04/01/2019 02 
 
 
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4 4.13 04/01/2019 02 4 4.62 04/01/2019 02 
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6 6.38 04/01/2019 02 6 6.86 04/01/2019 02 
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6 6.51 04/01/2019 02 7 7.2 04/01/2019 02 
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6 6.53 04/01/2019 02 7 7.4 04/01/2019 02 
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8 8.3 04/01/2019 02 7 7.10 04/01/2019 02 
8 8.4 04/01/2019 02 
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Capa 1 05/09/2019 03 
LOI 14 05/09/2019 03 
1 1.2 05/09/2019 03 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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SECTION 1.
 INTRODUCTION 
1.1 GENERAL 
The SOP Manual provides information and guidance for the efficient 
operation of the SIKORSKY S 76C helicopter. 
This SOP Manual is not a replacement of any of the operational 
manuals required by applicable regulations such as the Rotorcraft 
Flight Manual - RFM or the OMNI General Operations Manual (Manual 
Geral de Operações – MGO). 
In the event of conflict between this SOP Manual and ANAC approved 
RFM, the ANAC approved RFM shall govern. 
The philosophy behind this manual is based on reducing crew 
workload while maintaining the highest possible level of safety. 
The standard operating procedures, herein, are a set of procedures 
that serve to provide common ground for all crewmembers, usually 
unfamiliar with each other's experience and technical capabilities. In a 
well-standardized operation, another qualified pilot could replace an 
active cockpit crewmember during the flight, and the operation would 
continue safely and smoothly. 
1.2 STRUCTURE 
This SOP Manual is structured as follows: 
 Cover 
 FOP 211: ANAC approved document; 
 Table Of Contents; 
 Statement; 
 Record Of Revision; 
 List of Effective Pages; 
 Section 1 – Introduction: This Section provides general information; 
 Section 2 – Philosophy and Operating Policies: This Section has 
directives related to how the operation should be conducted. 
 
 
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 Section 3 – Operating limitations: This Section represents the S 76C 
RFM Part 1, Section I – Operating Limitations. This Section contains 
certification and aircraft limitations. 
 Section 4 - Normal Procedures: This Section represents the S 76C RFM, 
Part 1, Section II - Normal Procedures. The intention is to eliminate any 
doubts regarding Flight Standards that may occur during the operation 
of the S 76C helicopter. 
 Section 5 - Patterns and Techniques: This Section provides some 
recommended patterns and techniques for execution of required 
maneuvers; 
 Section 6 - Emergency Procedures: This Section represents S 76C RFM, 
Part 1, Section III - Emergency and Malfunction Procedures in a detailed 
manner. The intention is to guide the crew on how to perform the 
required tasks to correct a situation or condition. Only the procedures 
requiring high level of crew coordination will be presented. 
 Section 7 – PBN Operations: This Section provides the operating 
procedures for the S 76C’s PBN operations; 
 Section 8 - GPS Procedures: This Section contains GPS flight operating 
procedures designed to be used on a typical flight and arranged in the 
order in which they would normally be employed. 
1.3 APPLICABILITY 
The procedures described here are specific for OMNI’s S 76C 
helicopters fleet and apply to each particular phase of flight. Therefore, 
it is the Captain’s responsibility of the exact observance of the 
established standardization in this SOP Manual. 
1.4 REFERENCES 
 Manual Geral de Operações - MGO; 
 Regulamento Brasileiro de Aviação Civil – RBAC 135; 
 IS 119-003A - Procedimentos para elaboração e utilização de Manual 
de Procedimentos Operacionais Padronizados (SOP); 
 SIKORSKY S 76C Rotorcraft Flight Manual – RFM (Revision N°07 Part 
1; Revision Nº09 Part 2) approved by ANAC. 
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1.5 SYSTEM OF REVISION 
The update of this SOP Manual is responsibility of the Chief 
Equipment. This SOP will be revised whenever necessary. Any 
alteration on this SOP Manual will be submitted to Brazilian Civil 
Aviation Authority (ANAC). 
A vertical bar (change bar) in the margin indicates a change,addition 
or deletion in the adjacent text for the current revision of that page only. 
The change bar is dropped at the next revision of that page. 
After the SOP Manual be reviewed and approved, it will be distributed 
and the holder must record the revision in page “Record of Revisions”. 
The SOP Manual may be completely replaced during an extensive 
revision. 
1.6 CONTROL AND DISTRIBUTION 
The control and distribution of controlled copies of the SOP Manual 
and its revisions will be the responsibility of the Technical Publication 
Section. These activities will be performed in accordance with the 
internal procedures, so that the updated version of SOP Manual is 
available in time for all crew members involved in the activities of flight 
operations. 
Each copy of SOP Manual will be numbered and distributed according 
to the following: 
COPY NR HOLDER TYPE 
1 ANAC CD 
2 Flight Operations Director Printed 
3 Safety Director Printed 
4 Pilot Chief Printed 
5 Equipment Chief Printed 
6 to 10 Reserved N/A 
11 to 100 Helicopters Printed 
101 and upward Crews CD 
 
 
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1.7 ABREVIATIONS 
Abbreviations and acronyms used throughout this Manual are defined 
as follows: 
 
ABBREVIATION DESCRIPTION 
AGL Above ground level 
ATC Air traffic control 
CDI Course deviation indicator 
CDP Critical Decision Point 
COM/NAV Communication / navigation 
DA Decision altitude 
DECU Digital engine control unit 
DH Decision height 
FAF Final approach fix 
IAF Initial approach fix 
LSP / RSP Left / Right Seat Pilot 
MAP Missed approach point 
MDA Minimum descent altitude 
N1 Gas producer speed 
N2 Power turbine speed 
NR Rotor speed 
OEI One engine inoperative 
PF Pilot flying 
PIC Pilot in command 
PM Pilot Monitoring 
Q Torque 
RFM Rotorcraft Flight Manual 
SOP Standard operating procedure 
T5 Power turbine inlet temperature 
V1 Critical engine failure speed 
V2 Takeoff safety speed 
VBROC Best Rate Of Climb 
VNE Velocity Never to exceed 
VTOSS Takeoff safety speed 
 
 
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1.8 DEFINITIONS 
1.8.1 CALLOUTS 
Callouts are aids in maintaining awareness of the crew as to the status 
of given tasks. They are extremely important in aiding situational 
awareness. They are made to indicate that a system has deviated from 
the assigned parameters or to describe tasks or events requiring a 
high level of monitoring of highly dynamic and unstable events. 
1.8.2 CHALLENGE AND RESPONSE 
A checklist usage technique that consists of reading and 
accomplishing each of the checklist items. The Checklist items will 
follow the sequence corresponding to the sequence of actions 
required. 
1.8.3 CRM 
Crew Resource Management is the effective use of all resources to 
include human and other aviation system resources. 
1.8.4 EMERGENCY 
When emergency is used to describe a procedure or Checklist, it refers 
to a non-routine operation (warning) in which certain procedures or 
actions must be taken to protect the crew, passengers or the helicopter 
from a serious hazard or potential hazard. 
1.8.5 INSTRUCTOR PILOT 
A pilot that acts as Flight Instructor to a not-yet qualified pilot or to a 
qualified pilot undergoing flight instruction for refreshment or for any 
other reason. 
1.8.6 LAND AS SOON AS POSSIBLE 
Land without delay at the nearest suitable area (i.e., open field) at 
which a safe approach and landing is reasonably assured. 
1.8.7 LAND AS SOON AS PRACTICAL 
The duration of the flight and landing site are at the discretion of the 
pilot. Extended flight beyond the nearest approved landing area is not 
recommended. 
 
 
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1.8.8 LAND IMMEDIATELY 
The urgency of the landing is paramount. The primary consideration is 
to assure the survival of the occupants. 
1.8.9 CONTINUE FLIGHT 
If the fault persists or returns after clearing, the ECL will 
indicate whether there are any MEL implications and the 
decision to continue as planned or to take alternative action 
shall consider. 
 If the fault can be deferred under the MEL for a 
subsequente takeoff 
 The operational implications of being AOG after the next 
landing 
 The implications of futher deterioration of the affected 
system 
If the fault clears, the flight may continue as planned without 
restriction 
1.8.10 PILOT FLYING (PF) 
Pilot who is controlling the path and thrust setting of the helicopter in 
flight (it is the primary responsibility of each pilot to monitor the 
helicopter). 
1.8.11 PILOT INCAPACITATION 
A situation where one of the pilots is not able to perform his duties. 
1.8.12 PILOT IN COMMAND (PIC) 
The pilot that is legally responsible for the operation of the airplane 
and who commands the operation of the airplane. He has the authority 
to take actions, to request or to delegate any crewmember action as 
he finds appropriate to ensure the safety of the flight. 
1.8.13 PILOT MONITORING (PM) 
Pilot who is actively assisting/monitoring Pilot Flying during operation 
of the airplane. The active monitoring concept must be implemented, 
trained, practiced and must have its effectiveness evaluated in order 
 
 
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to provide benefits. It is the primary responsibility of each pilot to 
monitor the airplane and the other pilot. 
1.8.14 RECALL ITEMS 
Items of the checklist that must be memorized by the flight crew and 
whose execution must be carried out immediately should the 
corresponding checklist become applicable (immediate action). Recall 
items should be verified after completion. 
1.8.15 SECOND IN COMMAND (SIC) 
A pilot that is not in command but can carry out the duty of flying the aircraft 
under the circumstances established by company rules. 
1.8.16 SITUATIONAL AWARENESS 
Refers to the fact that the crew should be conscious of the helicopter's 
condition under specific operational and environmental circumstances. 
1.8.17 STERILE COCKPIT 
Sterile Cockpit is the establishment of an environment at the cockpit in 
which the crewmembers can concentrate on helicopter operation 
during certain phases of the flight. 
Below 1000 ft in VFR descent or after crossing the initial approach fix 
(IAF) should be employed the concept of Sterile Cockpit and any 
communication, talk or interruptions that do not relate to the 
procedures of the current approach are prohibited. 
1.9 TERMINOLOGY 
WARNINGS, CAUTIONS AND NOTES 
Warnings, Cautions and Notes are used throughout this manual to 
emphasize important and critical instructions and are used as follows: 
“WARNING”: An operating procedure, practice, etc., which, if not 
correctly followed, could result in personal injury or loss of life. 
“CAUTION”: An operating procedure, practice, etc., which, if not 
strictly observed, could result in damage to, or destruction of, 
equipment. 
“NOTE”: An operating procedure, condition, etc., which is essential to 
highlight. 
 
 
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1.10 USE OF PROCEDURAL WORDS 
The concept of procedural word usage and intended meaning which 
has been adhered to in preparing this SOP is as follows: 
″Shall″ or ″Must″ have been used only when application of a procedure 
is mandatory. 
″Should″ has been used only when application of a procedure is 
recommended. 
″May″ and “Need not” has been used only when application of a 
procedureis optional. 
″Will″ has been used only to indicate futurity, never to indicate a 
mandatory procedure. 
″Condition″ has been used to determine if the item under examination 
presents external damage which could jeopardize its safe operation. 
″Secured″ has been used to determine if the item under examination 
is correctly locked; mainly referred to doors and disconnect table 
items. 
″Security″ has been used to determine if the item under examination 
is correctly positioned and installed. 
 
 
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SECTION 2.
 PHILOSOPHY AND OPERATING 
POLICIES 
2.1 COMPLIANCE WITH STANDARD OPERATING 
PROCEDURES 
It is mandatory for all pilots of the OMNI to follow the Standard 
Operating Procedures Manual during each and every flight. Any 
deviations from this standard should be informed to Flight Operations 
Director and reported to OMNI’s SMS Manager through a written 
occurrence report (RELPREV). 
It is not possible to anticipate and provide a procedure for all possible 
situations that a pilot might encounter. An unusual or emergency 
situation may arise that requires a pilot to deviate from OMNI’s SOP 
Manual, or to make a decision regarding something not covered in this 
document. It is expected that the pilot will use his/her best judgment, 
acting in the interest of safety. 
Whenever an unusual condition necessitates a deviation from these 
procedures, the PIC will brief the SIC accordingly. 
Pilots are not to experiment with techniques and procedures of their 
own. Suggestions for improvements to company procedures are 
welcome and should be made, in writing, to the Flight Operations 
Director. 
When SOP Manual compliance of the PIC or SIC is considered 
unsatisfactory, it is the duty of the observing crewmember to submit a 
written occurrence report (RELPREV) detailing the deviance from 
procedure. Failure to report non-compliance is considered a serious 
offence and is subject to disciplinary action. 
2.2 CREW RESPONSIBILITIES 
2.2.1 PILOT IN COMMAND’S RESPONSIBILITIES 
Pilot in Command (PIC) is equivalent to Captain. The PIC is legally in 
command of, and has full authority for the conduct of the flight. The 
PIC is delegated with final authority over all safety and operational 
decisions during flight. 
 
 
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The PIC must use common sense and good judgment when exercising 
this authority. 
The PIC must use crew resources in the most effective way and must 
encourage other crewmembers to engage in teamwork by allowing 
them to participate in and give suggestions whenever useful for the 
execution of the flight. 
The PIC must treat all crewmembers with respect and consideration 
at all times. 
The PIC has responsibility for compliance with CBA, RBACs, 
NOTAMs, OMNI Policies, SOP Manual, the RFM and any written or 
stated restrictions or limitations. 
The PIC shall ensure that at all times the aircraft is flown in strict 
accordance with the SOP Manual and RFM. 
The PIC shall ensure that the SIC is briefed on all aspects of the flight, 
and that strict adherence is paid to the normal and abnormal checklists 
for the aircraft. 
The PIC shall be responsible for ensuring that all necessary 
documents relevant to the flight are carried on board the aircraft, 
whether or not the duty for checking documents has been delegated 
to another individual. 
The PIC is ultimately responsible for whatever happens to the 
occupants, to the helicopter or to any goods or persons outside the 
airplane as result of the flight operation under his/her command. 
a - PIC PRE-FLIGHT DUTIES 
 Aircraft document check: 
 Certificate of Airworthiness; 
 Weight and Balance report; 
 RFM, SOP and MEL; 
 Determine helicopter airworthiness; 
 Accept formally the aircraft for the flight, before starting the mission; 
 Calculate the helicopter performance; 
 Check the quantity of fuel, refueling and navigation planning presented 
in the planning 
 Check whether the Oil Rig or Vessel is approved and has operating 
restriction that determine the half-load operation; 
 
 
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 Check the aeronautical information, weather conditions in route, the 
destination and alternative, in addition to completing and filing the flight 
plan; 
b - PIC OTHERS DUTIES 
 Before the first flight of the day, fill out the Preflight Risk Assessment (F-
OPR 34) by checking the risk level of flight and the feasibility of its 
execution; 
 Inform Flight Coordination about any changes during the flight; 
 On the occasion of crew exchange, register any non-compliance, as well 
as inform the substitute crew about the aircraft conditions; 
 Record the discrepancies of the aircraft in the logbook; 
 Contact the Flight Coordination, if the aircraft is unavailable as a result 
of the pre-flight inspection 
 In case of issues on technical matters, transmit the information to the 
respective head of equipment; 
 Check the cargo and passengers manifest, signing the two ways and 
delivering there to Flight Coordination at the end of the mission; 
 Fill out the performance assessment form of the SIC, at the end of the 
fortnight, and send it to the operations sector. 
 The completion of the flight report. 
2.2.2 SECOND IN COMMAND’S RESPONSIBILITIES 
The SIC is expected to assist the PIC through all phases of flight, be 
a second set of eyes and ears, monitor the progress of the flight, and 
serve as an advisor. 
The SIC can and should immediately advise the Pilot in Command of 
any operational discrepancy that may develop into a flight safety 
problem. This entitlement to intervene must be practiced extensively 
in the Simulator so that the SIC understands how and to what extent 
this intervention is to be exercised. Should the Pilot-in-command 
become incapacitated, the SIC acquires all the rights and duties of the 
Pilot in Command. 
The SIC can be designated as PF for any flight leg if the Pilot in 
Command finds it appropriate. 
 
 
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The SIC must ensure that they are aware of, and understand all 
operational details relating to the conduct of the flight. This includes 
(but is not limited to) flight plan and fuel requirements, NOTAMs, ATC 
restrictions, expected weather and any written or stated restrictions or 
limitations. 
If the SIC feels unjustly treated by the PIC, a complaint in writing 
should be made later to the Flight Operations Director. The first duty, 
however, is to comply with the orders of the PIC. 
a - SIC PRE-FLIGHT DUTIES 
 The completion of the Flight Plan or Notification according with the 
specific regulations; the SIC will collect data related to the route to be 
flown including METAR, NOTAM and other needed information and shall 
report to the PIC, who will decide if the flight should be carried out in 
accordance with the planning; 
 Certify that the publications that will be used on navigation are on board 
the aircraft and up to date, as well as aircraft documentation, MGO and 
other documents requested by legislation; 
 Perform the Helicopter Pre-Flight inspection; 
 Ensure that required equipment for the intended flight is on board and 
properly stowed; 
 Make sure the aircraft refueling was carried out as determined by the 
PIC. 
 Verify and check the Oil Rig or Vessel location, the existence of 
photographs to aid in the knowledge of its characteristics and request 
the Helideck Report. 
 To verify the cleanness of the cockpit and cabin; 
b - SIC OTHERSDUTIES 
 Upgrade of aircraft navigation aids and returning the parts due to the 
Flight Coordination; 
 Perform the ambiance of the passengers on the aircraft characteristics, 
emphasizing the most critical items. 
 Check if there is any passenger who never flew a helicopter aiding the 
same regarding the placement of the vest, headset and use of seatbelts; 
 
 
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 Read de checklist; 
 Fill out the aircraft logbook in case of any scheduled flight; 
 The completion of the flight report. 
2.2.3 GENERAL PROCEDURES 
The crew shall comply with the following steps for a scheduled flight: 
 To get ready at least one (01) hour before the time set for starting; 
 To be in possession of valid licenses and certificates; 
 To guard the aircraft at least 30 (thirty) minutes before the estimated time 
of the first flight of the day and 10 (ten) minutes before following 
departures; 
a - PRIOR THE EMBARK OF THE PASSENGERS 
 The PIC receives the Passenger Manifest from dispatcher, check out the 
destination, number of passengers and scheduled program. In case of 
any change related to the initial planning, make the decision whether to 
proceed with the flight, depending on the variables presented and the 
safety of the flight. 
b - TAXING 
The SIC will only be allowed to taxi after authorized by Chief 
Equipment. 
Specific remarks: 
 Shortly after the beginning of the taxi, check the brakes, which should 
always be done with the collective fully lowered and pressing the brakes 
lightly without stopping the aircraft. 
 Making curves, observe and compare the magnetic compass with the 
movements of the HSI, advertising: Curve to the right, Increasing 
Markings. Left turn Decreasing Markings. 
2.3 AREAS OF RESPONSIBILITY 
This SOP establishes areas in the cockpit that are placed under the 
responsibility of each specific cockpit crewmember. 
Flight Operations are divided between Pilot Flying (PF) and Pilot 
Monitoring (PM). Actions outside the crewmember’s area of 
 
 
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responsibility may be applicable sometimes and are properly indicated 
in this SOP or are initiated at the discretion of the PIC. 
2.4 TASK SHARING 
Ground procedures are shared between the PIC and the SIC as per 
the pertinent procedures in this SOP Manual. 
The PF/PM task sharing concept applies from taxi to before shutdown 
engines. 
INFLIGHT: 
 The PF is in charge of: 
 Cyclic and Collective; 
 Controlling flight path and speed; 
 Carrying out the required actions at his areas of responsibility 
(normal and emergency procedures); 
 Airplane configuration; 
 Navigation; 
 Annunciating the mode of operation displayed in the EFIS (EADI and 
EHSI) 
 The PM is in charge of: 
 Checklist reading; 
 Carrying out the required actions at his areas of responsibility 
(normal, abnormal and emergency procedures); 
 Engine Shutdown (Coordinated with the PF); 
 ATC communications; 
 Passenger Briefing; 
 Monitoring the flight and alerting the PF of any abnormal condition; 
 
2.5 CHECKLIST 
2.5.1 NORMAL PROCEDURES 
All items of a given procedures are intended to prepare the aircraft for 
the next phase of flight. Checklist items should be accomplished as 
listed or as required by this SOP Manual. 
 
 
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All checklist are initiated at the PIC’s command when on the ground, 
and by the PF when in flight. On the ground the SIC is responsible for 
reading the checklist and in flight the PM is responsible.
 
 
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When a checklist has been completed, the PM reports that the 
checklist is complete and that the next checklist is standing by. For 
example, “Approach checklist complete. Standing by with the Pre 
Landing Checklist.” 
The checklists are designed to be performed with a Challenge and 
Response method. The Challenge items are in the left column, and the 
expected Response is in the right column. 
In reading the checklist, no item should remain pending. So, no other 
item of the checklist should be read while the former has not been 
answered satisfactorily. Any response different from the listed 
response should indicate something is abnormal and should be 
challenged by the other crewmember before continuing. 
If, for instance, there was a situation that results in an interruption of 
checklist reading, the PM should immediately announce "checklist 
interrupted" and, at the same time, put his finger over the item 
immediately before that one that was not complied by the PF. When 
the cause of the disturb of checklist reading is finished, both pilots 
should restart the checklist reading from the item that was pointed out 
by the PM. 
When a response on a checklist is “as required” the appropriate 
crewmember should respond according to the actual switch position. 
If an emergency occurs on takeoff after CDP and takeoff is continued, 
no checklist should be initiated before the aircraft reaches a safe 
altitude above the ground. 
a - CHALLENGE ITENS 
Challenge items proceeded with an asterisk (#) are required only 
before the first flight of the day. All other checks are to be carried out 
before each flight. 
b - RESPONSE ITENS 
Response items that contain a blank space or line indicate a specific 
quantity or value is expected to be stated. 
c - CHALLENGE / NO RESPONSE 
If the PM observes and challenges a flight deviation or critical situation, 
the PF should respond immediately. If the PF does not respond by oral 
communication or action, the PM must issue a second challenge that 
 
 
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is loud and clear. If the PF does not respond after the second 
challenge, 
the PM must ensure the safety of the aircraft. The PM must announce 
that he is assuming control and then take the necessary actions to 
return the aircraft to a safe operating envelope 
2.5.2 ABNORMAL / EMERGENCY PROCEDURES 
When any crewmember recognizes malfunctions, an abnormal 
or emergency condition, he/she should announce and the other 
crewmember should confirm/identify the problem. 
The PIC designates who controls the aircraft, who performs the 
tasks, and any items to be monitored. 
Following these designations, the PIC calls for the appropriate 
checklist. The crewmember designated on the checklist 
accomplishes the checklist items with the appropriate 
challenge/response. 
The pilot designated to fly the aircraft (i.e., PF) does not 
perform tasks that compromise this primary responsibility, 
regardless of whether he uses the autopilot or flies manually. 
Both pilots must be able to respond to an emergency situation 
that requires immediate corrective action without reference to a 
checklist. The elements of an emergency procedure that must 
be performed without reference to the appropriate checklist are 
called memory or recall items. Accomplish all other abnormal 
and emergency procedures while referring to the printed 
checklist. 
Accomplishing abnormal and emergency checklists differs 
from accomplishing normal procedure checklists in that the 
pilot reading the checklist states both the challenge and the 
response when challenging each item. 
When a checklist procedure calls for the movement or 
manipulation of controls or switches critical to safety of flight 
(e.g., throttles, engine fire switches, fire bottle discharge 
switches), the pilot performingthe action obtains verification 
from the other pilot that he is moving the correct control or 
switch prior to initiating the action. 
 
 
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Any checklist action pertaining to a specific control, switch, or 
equipment that is duplicated in the cockpit is read to include its 
relative position and the action required (e.g., “Engine Lever 
(affected engine) - IDENTIFY/ STOP; Affected Engine Control 
Switch – MANUAL). 
In an emergency situation always remember: 
 FLY THE AIRCRAFT – Maintain aircraft control.
 
 
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 RECOGNIZE CHALLENGE – Analyze the situation. 
 RESPOND – Take appropriate action. 
a - REJECTED TAKEOFF 
The rejected takeoff procedure is a preplanned maneuver; both 
crewmembers must be aware of and briefed on the types of malfunctions 
that mandate an abort. Assuming that the crew trains the procedures 
established in this SOP Manual, the PF may call for an abort. 
The PF normally commands and executes the takeoff abort for directional 
control problems or catastrophic malfunctions. The PF usually executes an 
abort prior to TDP for any abnormality observed. Additionally, any 
indication of one of the following malfunctions prior to TDP is cause for an 
abort: 
 Engine failure 
 Engine fire 
 Loss of directional control 
Except for DECU or EEC major malfunctions that occur after takeoff power 
is applied, the PF or PM will call for an abort prior to CDP for any abnormality 
observed, regardless of severity. However, when operational or 
meteorological conditions begin to reduce the safety margin, an abort may 
be considered up to CDP. When such conditions exist, it is important to 
include the procedures deviation in the briefing. 
When the PM calls an abort situation, the PF announces “Abort” or 
“Continue” and executes the appropriate procedure. 
2.6 CREW COORDINATION 
The Flight Crew must be on coordination. They must know their duty 
and activities into the cockpit during a normal operation as well as in 
an emergency situation. It is recommended that this coordination 
should be carried out to practice during simulator training. Also, they 
should brief between them about the whole flight operation before the 
flight. 
 
 
 
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2.6.1 CONTROL TRANSFER 
Whenever necessary to transfer control of the aircraft the following 
procedure should be followed: 
 If the PF is initiating the control transfer: 
 PF: “You have control” and shall not release the controls until he/she 
hears: 
 PM: “I have control”. 
 If the PM is initiating the control transfer: 
 PM: “I have control”. 
 PF: “You have control” and shall release controls to the PM. 
2.7 USE OF AUTOMATION 
The use of AUTOMATISM shall occur after crossing 500ft 
Pilots must be alert and avoid “automation complacency” generated 
by the highly automated helicopter systems. Usage of automation 
must be well trained in order to provide workload reduction and the 
ability to correlate the different scenarios and systems. 
Monitoring is an active role that Shall be placed on the same level of 
importance as in acting. 
The pilot is the most capable component during the flight and he must 
determine the optimal use of automation. 
 
Standard Flight Director Settings AEO 
 Pitch Roll Collective Cues 
Climb 
 
 
VS NAV or 
HDG 
Manual 
(max 
allowed 
MCP) 
2 
Cruise ALT NAV or 
HDG 
Manual 
(max 
allowed 
MCP) 
2 
3Q Descent VS NAV or 
HDG 
IAS 3 
 
 
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3Q 
Approach 
VS or GS NAV or 
HDG 
IAS 3 
Standard Flight Director Settings OEI 
 Pitch Roll Collective Cues 
Climb IAS NAV or HDG Manual 
(max 
allowed 
within time 
limits) 
2 
Cruise ALT NAV or HDG Manual 
(MCP 107% 
NR) 
2 
2Q Descent IAS NAV of HDG VS 2 
2Q 
Approach 
IAS NAV or HDG VS or GS 2 
 
 
When engaging 3 cue (4 axis) with OEI, it is essential to check that collective 
command limits have not been exceeded. It is possible to have a CLTV light 
illuminated without the collective decoupling (freeze). This may occur during OEI 
situations, either actual or simulated. Additionally, an E43 or E44 autopilot error 
code 
may be displayed. In this situation, the collective will decouple as normal when 
a 
collective command limit is exceeded. During OEI 3Q operations, attentive 
monitoring 
of the collective is warranted. 
2.8 COMMUNICATIONS 
Cross-cockpit communication is vital for any two pilot crews. Any time 
a Pilot makes any adjustments or changes to any information or 
equipment on the cockpit, he must advise the other Pilot and get an 
acknowledgment. Non-essential conversation should be avoided 
during high workload flight phases. 
 
 
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2.8.1 RADIO TUNING 
The PM accomplishes navigation and communication radio tuning, 
identification, and ground communication. For navigation radios, the 
PM tunes and identifies all navigation aids. Before tuning the PF’s 
radios, he announces the NAVAID to be set. In tuning the primary 
NAVAID, the PM coordinates with the PF to ensure proper selection 
sequencing with the flight director mode. After tuning and identifying 
the PF’s NAVAID, the PM announces “(Facility) tuned and identified.” 
Monitor NDB audio output, anytime the NDB is in use as the NAVAID. 
Use the marker beacon audio as backup to visual annunciation for 
marker passage confirmation. 
In tuning the VHF radios for ATC communication, the PM places the 
newly assigned frequency in the head not in use (i.e., pre-selected) at 
the time of receipt. After contact on the new frequency, the PM retains 
the previously assigned frequency for a reasonable time period. 
2.8.2 COMMUNICATION OF URGENCY CONDITION 
The initial communication, and if considered necessary, any 
subsequent transmissions by an aircraft in life threatening situations 
should begin with the signal MAYDAY, preferably repeated three 
times. The signal PAN−PAN should be used in the same manner for 
an urgency condition that are not immediately life threatening. 
Transmit a distress or urgency message consisting of as many as 
necessary of the following elements, preferably in the order listed: 
 If distress, MAYDAY, MAYDAY, MAYDAY; 
 If urgency, PAN−PAN, PAN−PAN, PAN−PAN; 
 Name of station addressed; 
 Aircraft identification and type; 
 Nature of distress or urgency; 
 Pilots intentions and request; 
 Present position, heading and altitude or flight level; 
 Fuel remaining in minutes; 
 Number of people on board. 
 
 
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 Any other useful information. 
 
2.8.3 TRANSPONDER EMERGENCY OPERATIONS 
When a distress or urgency condition is encountered, the Pilot should 
alert a ground radar facility: 
 Emergency Code 7700; 
 Lack of communication 7600; 
 Unlawful interference 7500; 
2.8.4 SKYTRAC SYSTEM 
The OMNI’s helicopters fleet owns the system SKYTRAC ISAT 100 
for tracking and flight following. When appropriate, the pilots can used 
this system to alert the Company about an emergency selecting the 
switch EMERG. This does not replace the need to inform ATC by radio 
and / or transponder code. 
2.9 SITUACIONAL AWARENESS 
2.9.1 WEATHER RADAR 
During weather radar operations, the pilot operating the radar shouldinform any change before its execution, since it will affect the other 
pilots’ presentation as well. 
2.9.2 TCAS 
Compliance with TCAS Resolution Advisory - RA is required unless 
the pilot considers it unsafe to do so. Maneuvers that are in the 
opposite direction of the RA are extremely hazardous, especially RAs 
involving altitude crossing and thus are prohibited unless it is visually 
determined to be the only means to assure safe separation. 
Conflicting traffic within a cone of 45° at the back and above the 
altitude of the aircraft cannot be displayed by TCAS. At distances 
greater than 5 NM, duplicate images of targets can occasionally be 
seen for a few seconds. 
 
 
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2.9.3 EGPWS 
The EGPWS is intended to increase the situational awareness of the 
presence of obstacles on the ground that may interfere with the 
trajectory of the flight. 
The equipment is an important aid to the flight and their understanding 
and operation must be assimilated by all crewmembers. 
Its use should be made in all phases of flight, however, the system 
should not be used for navigation, because its indications cannot 
provide accuracy and fidelity to navigation decisions and routine route 
planning purposes to avoid terrain and obstacles. 
LOW ALTITTUDE mode should not be selected when operating in 
IMC, except in procedures for IFR descent oil Rigs or Vessels. 
The Database installed must be updated for the region to be flown. 
Whenever the aircraft is moved to other areas in which pilots are not 
familiar, should be planned familiarization with the terrain before the 
arrival of the aircraft for the operation. 
Verify in advance the obstacles of geographical area to be flown. The 
database provides information terrain and obstacles higher than 100 
ft AGL. Transmission Lines and wires are not included. 
The system provides alerting in six modes: 
MODE ALERTING 
1 Excessive descent rate 
2 Excessive terrain closure rate 
3 Sink after takeoff 
4 Too close to terrain 
5 Excessive deviation below 
glideslope 
6 Autorotation altitude callouts 
Navigation must not be predicated upon the use of the terrain 
awareness display, it is intended to serve as a situational awareness 
tool only. Confirm every 60 days that the EGPWS database is current 
and appropriate for the intended area of operation. 
In general, terrain advisory look-ahead distances are reduced, not all 
obstacles are in the database: 
 Obstacles less than 200feet AGL may not be included in the 
database 
 Obstacles within 5nm of an airport that are less than 100 feet 
AGL may not be in the database 
 
 
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 New or non-charted obstacles may not be in the database 
 Power lines are not included in the obstacle database 
Audible alerts: 
AUDIO CONDITION 
Pull up Excessive rate of descent 
Terrain Terrain Excessive closure rates 
Pull up Excessive closure rates 
Warning: terrain Look ahead terrain warning 
Warning: obstacle Look ahead obstacle warning 
Minimums Passing through RADALT bug 
Caution: terrain Look ahead terrain caution 
Caution: obstacle Look ahead obstacle caution 
Too low terrain Below terrain clearance floor 
Two hundred Altitude Callout 
Too low gear Below terrain clearance floor and 
gear up 
Sink rate Excessive rate of descent 
Don’t sink Altitude loss after takeoff 
Glideslope Excessive downward deviation 
from ILS G/S 
Traffic traffic TCAS alert 
Bank angle Excessive bank angle 
Tail too low Excessive pitch attitude 
Be alert, terrain inop Look ahead feature not 
functioning 
 
2.9.4 CFIT 
The Pilots should be awareness to the risk of controlled collision 
against the terrain. The procedures below may avoid a CFIT: 
 Take some time before takeoff to familiarize with the flight and the terrain 
that will be operating over; 
 Terrain familiarization is critical to safe visual operations at night. Use 
sectional chart or other topographic references to ensure that your 
altitude will safely clear terrain and obstructions all along your route. 
 When planning a night time Visual Flight Rules (VFR) flight, follow 
Instrument Flight Rules (IFR) practices, such as climbing on a known 
 
 
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safe course until well above surrounding terrain. Choose a cruising 
altitude that provides terrain separation similar to IFR flights (2,000 feet 
above ground level in mountainous areas and 1,000 feet above the 
ground in other areas); 
It is forbidden to intentionally flight below 500 ft, except in phases for 
takeoff and landing. 
Below 1000 ft the PF should be able to take helicoper control 
immediately. 
When required an immediate change in the trajectory of the aircraft 
(evasive maneuvers, unusual attitude recovery), fly the aircraft 
manually without FD (the lowest level of automation). 
The constraints of altitude (ALTITUDE CONSTRAINT) listed on STAR 
or IAL should not be cancelled for safety reasons (CFIT), and may be 
changed following ATC instructions. 
The PIC is responsible to avoid HEADS DOWN situation on critical 
phases of flight.
 
2.10 SAFETY OF FLIGHT 
It is the responsibility of the pilot in command, in the event of an 
occurrence that affects the safety of flight, to determine a plan of action 
that will, to the fullest extent possible, ensure the safe completion of 
the flight. 
This plan of action must first ensure continued flight capability which, 
most simply put, stresses the importance of flying the helicopter with 
the available working equipment. Once the helicopter is under control 
and at a safe minimum altitude, assigning crew duties and 
responsibilities is of primary importance. 
In an event of emergency during the take off after TDP, no action 
should be taken below 400 ft, unless the emergency requires 
immediate actions to be taken by memory, as when there are signals 
of fire. The Flight Reference Cards should not be consulted below 400 
ft. 
Duties such as flying the helicopter, communications, and normal and 
emergency checklist accomplishment must be assigned to deal most 
effectively with the situation. Care should be taken to assign priorities 
to individual tasks and not to overload an individual crewmember. 
 
 
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When developing a plan of action, make effective use of all resources. 
Checklists, other crewmembers, ATC and, home base personnel are 
all examples of potential resources. Consider the alternatives prior to 
making a decision, and monitor the progress of the plan of action. Be 
prepared to make timely changes if necessary. 
2.11 BRIEFINGS 
Briefings should be conducted with casual language and personal 
style to prevent the repetitious use of sentences and terms. Preflight 
briefings are recommended on the first flight of the day and with any 
crew changes. Briefings should include: 
 Significant weather. 
 Status of relevant helicopter systems. 
 Refueling. 
 Information on the terrain/water to be over flown. 
 Flight Routes/Cruising Altitudes/Flight Time/Alternate Airports. 
 Special procedures, as applicable.
 
Takeoff and approach briefings are detailed in the normal procedures. 
The PIC must make sure the passengers receive a briefing covering 
procedures for all flight phases. 
2.12 FLIGHT PLANNING 
Each flight should be planned adequately to ensure safe operations 
and to provide the pilot with the data to be used during flight. The 
Manual Geral de Operações (MGO), Section6, has the flight planning 
detailed. 
Essential weight and balance, and performance information should be 
compiled as follows: 
 Check type of mission to be performed and destination; 
 Select appropriate performance charts to be used from S76 C RFM, 
Section 4 – Performance; 
 
 
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2.13 PILOT INCAPACITATION 
Pilot incapacitation is a possibility in all age groups and during all flight 
phases, ranging from sudden death to partial loss of mental or physical 
performance. Proper crew coordination involves checks and 
crosschecks using verbal communications and standard operating 
procedures to detect this problem. 
The pilot flying is required to respond to significant deviation callouts. 
A failure of the pilot flying to respond and take corrective action 
indicates the need for a follow-up deviation call. The second Call 
should be clear and positive. If the pilot flying fails to respond to the 
second call, the pilot monitoring must then take whatever action is 
deemed necessary to ensure the safety of the flight. 
2.14 OFFSHORE OPERATIONS (FLIGHTS TO OIL RIGS OR 
VESSELS) DURING THE DAY 
2.14.1 GENERAL CONSIDERATIONS 
The procedures herein are applicable to all day flights bound to oil rigs 
or vessels and have the purpose of standardizing and increase safety. 
Such operation requires a high degree of coordination among the 
cabin crew. Strict compliance with procedures and proper training 
allows the crew to perform their duties safely. 
2.14.2 BEFORE STARTING 
 Verify the status and place of maps, weather information and available 
procedures for destination and alternative route. 
 Carry out the complete checklist. 
 
2.14.3 FLYING TO OIL RIG OR VESSEL 
After takeoff, whenever possible, the flight level should done at the 
level established by the ATC or according to an operational 
agreement, when and wherever applicable. 
The radar altimeter should be set: 
- prior to take-off – 200 ft 
- in cruise level up to 2500 ft - 100 ft below the cruising altitude 
- in cruise level above 2500 ft - 2500 ft 
 
 
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- during descent – 100 ft below the target altitude 
After leveling and all "checks" carried out, contact the Oil Rig or Vessel 
as soon as possible, transmitting the estimated time of landing and 
requesting all required data for a safe landing and takeoff. During the 
flight should be reviewed all procedures that will be performed on take-
off and landing. 
The ideal point to start descent should be calculated for the aircraft to 
achieve 500 FT at 5 Nm from the oil rig or vessel. 
2.14.4 TRAFFIC PATTERN FOR OIL RIG OR VESSEL 
At a distance of 3 miles, maintaining 500 ft and up to 120 kts, set FD 
to HDG and perform the Pre-Landing Checklist. 
The traffic to circulate a helideck on an Oil Rig or Vessel on visual 
approach should run at 500 ft/80 kt. 
Cross the vertical of Oil Rig or Vessel to identify it correctly. 
Check the clues to establish wind direction, downwind leg and final 
approach headings. 
 
2.14.5 IMPORTANT OPERATIONAL REMARK 
When landing at a Fixed Rig, given the proper certainty that the rig is 
not floatable and has not roll or pitch variations, engines must be 
reduced to 70% (N1). In this case, chocks must be used. 
Reduction of power in small ships is expressively prohibited. 
 
2.14.6 TAKEOFF FROM OIL RIG OR VESSEL ON DAY 
FLIGHT 
After receiving the takeoff clearance, the crew must perform the 
checklist accordingly. 
Previously establish a free of obstacles takeoff heading. Be aware of 
the prevailing wind. 
When ready for takeoff, the PF calls “lifting”. 
In hover or on a wheels light hover PF calls “CG OK”. 
PM calls “all green, no lights, torque xx %”. 
PF calls “takeoff” and start to apply the necessary power setting. Do 
not exceed the takeoff power limit. 
 
 
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At 20 ft approximately, over the helideck (vertically), the PF calls 
“Rotating” and then lower the nose down up to a maximum of 10 pitch 
down. 
During takeoff PF should maintain heading and positive "climb". 
The PM must emphasize the torque indications, heading, altitude, V2 
and VBROC speeds. PM should inform PF to adjust power if necessary. 
Above 300 FT, Floats off, landing gear up, after takeoff checks. 
Above 500 ft, engage FD (VS and HDG modes), and initiate the 
appropriate turns. 
The ideal ascent rate should be between 500 ft/min and 1000ft/min. 
 
2.15 NIGHT FLIGHT TO OIL RIG OR VESSEL 
2.15.1 GENERAL CONSIDERATIONS 
The procedures herein are applicable to all overnight flights bound to 
oil rigs or vessels and have the purpose of standardizing and increase 
safety. 
Such operation requires a high degree of coordination among the 
cabin crew. Strict compliance with procedures and proper training 
allows the crew to perform their duties safely. 
The crew must be aware that a night flight must be conducted with 
maximum attention and caution. 
All night maneuvers must be performed slower and higher than 
daytime maneuvers. 
 
2.15.2 BEFORE STARTING 
 Check flashlights, cabin lights, and the all aircraft lights. 
 Verify the status and place of maps, weather information and available 
procedures for destination and alternative route. 
 Carry out the complete checklist. 
 
 
 
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2.15.3 TAKEOFF FROM AIRPORT/BASE TO OIL RIG OR 
VESSEL 
The taxi from parking spot to takeoff position should follow the path 
previously established by the crew. 
The takeoff from an airport should be performed from the runway in 
use. 
The takeoff should follow nighttime Oil Rig or Vessel takeoff pattern 
(as specified further), to get the crew familiarized with takeoff 
conditions. 
 
2.15.4 FLYING TO OIL RIG OR VESSEL 
The flight should be done at 2,000 FT or higher, depending on ATC 
clearance. 
The radar altimeter should be set: 
- prior to take-off – 200 ft 
- in cruise level up to 2500 ft - 100 ft below the cruising altitude 
- in cruise level above 2500 ft - 2500 ft 
- during descent – 100 ft below the target altitude 
After leveling and all "checks" carried out, contact the Oil Rig or Vessel 
as soon as possible, transmitting the estimated time of landing and 
requesting all required data for a safe landing and takeoff. During the 
flight should be reviewed all procedures that will be performed on take-
off and landing. 
At 10 NM from oil rig or vessel the WX Radar should be set for 10 NM. 
The ideal point to start descent should be calculated for the aircraft to 
achieve 1000 FT and 100 Kts at 5 Nm from the oil rig or vessel. 
At 3 Nm the RADALT should be set for 400 ft. 
2.15.5 TRAFFIC PATTERN FOR OIL RIG OR VESSEL 
At a distance of 3 miles, maintaining 1000 ft/80 Kts, perform the Pre-
Landing Checklist. 
The traffic to circulate a helideck on an Oil Rig or Vessel on visual 
approach should run at 1,000 ft/80 KIAS. 
Cross Oil Rig or Vessel vertical to identify. If necessary, the crew 
should request the Oil Rig or Vessel to flash the helideck lights. 
Check the clues to establish wind direction, downwind leg and final 
approach headings. 
 
 
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Once wind direction is determined, set a 30 SEC crosswind leg. 
On downwind leg, with the helideck abeam and leveled at 1,000 ft/80 
Kts, start a 90 sec count. Adjust 500 ft on AL-300 and set ALT PRE. 
After 90 seconds, turn to base leg. 
On final reduce speed to 70 KIASand perform the Final Approach 
Checklist. 
Upon established on final approach to the Oil Rig or Vessel Helideck, 
start descent to 500 ft (use VS/IAS) and level until the visualization of 
the helideck lights (shape of ellipse – see item 2.15.6). From this point 
disengage FD and maintain visual approach manually. Never use rate 
of descent greater than 300 ft/min. 
On final, set AL300 to 1000 FT for missed approach. 
If a go around has been decided, it should be made with upward turn 
of 30º to either right or left, according to obstacle and to what has been 
briefed. 
Climb to 1000 ft for obstacle clearance. 
 
Figure 2-1: Night visual approach 
2.15.6 HELIDECK LIGHTS 
Use the helideck lights as if it were a "vasis". Check the visualization 
of helideck lights: 
 
 
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CIRCLE 
LINE 
(only seeing the lights 
in front) 
ELLIPSE 
 
 
 
HIGH LOW IDEAL 
Ramp higher than 
ideal 
Very low ramp, maybe 
below the Oil Rig or 
Vessel helideck 
Ideal ramp 
2.15.7 TAKEOFF FROM OIL RIG OR VESSEL ON NIGHT 
FLIGHT 
After receiving the takeoff clearance, the crew must perform the 
checklist accordingly. 
Previously establish a free of obstacles takeoff heading. Be aware of 
the prevailing wind. 
The PM should monitor and assist the PF keeping in mind that his 
function is so or more important than the PF. 
When ready for takeoff, the PF calls “lifting” and go to a hover. 
In hover, PF calls “CG OK”. 
PM calls “all green, no lights, torque xx %”. 
PF calls “takeoff” and start to apply the necessary power setting, 
avoiding the maximum performance takeoff. 
At 20 ft approximately, over the helideck (vertically), the PF calls 
“Rotating” and makes a slightly cyclic movement forward, keeping 
BAR to BAR. 
During takeoff PF should maintain heading and positive "climb". 
The PM must emphasize the torque indications, heading, altitude, V2 
and VBROC speeds. PM should inform PF to adjust power if necessary. 
Above 500 ft, PM will perform the after takeoff checks. Engage FD 
(VS, IAS HDG modes). 
Only above 1,000 ft initiate any turn. 
The ideal ascent rate will be within 500 ft/min. 
 
 
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2.15.8 GO AROUND ON NIGHT FLIGHT 
If necessary to go around within low speed, did not used GO AROUND 
in FD, apply the necessary power setting above 70%, avoiding the 
maximum performance takeoff limits, movement cyclic to keeping BAR 
to BAR. 
 
During the night approach, if the pilot is disoriented in relation 
to the helideck or the approach is not stabilized, the GO 
AROUND procedure must be performed. Do not use the GO 
AROUND mode with speed less than 60kts, the correct 
procedure is to apply power with the COLLECTIVE, respecting 
the engine limits and move the cyclic slightly forward to 
maintain BAR to BAR. 
NOTE: All turns should be performed with a maximum bank of 20 
degrees. 
NOTE: Any turns exceeding 20 degrees of bank should be informed to 
the PM before doing it. 
 If the PF exceeds 20 degrees of bank without prior notification, 
PM must alert. After the second alert, if the PF does not answer 
the “call out” for excessive banking, the PM should take the 
commands of the aircraft. 
 Do not make great power variations [collective]. Never lower 
torque to less than 20%. 
 
 
 
 
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SECTION 3. 
OPERATING LIMITATIONS 
3.1 TYPES OF OPERATION 
3.1.1 CATEGORY "A" AND "B" OPERATIONS 
Transport 
Day, Night, IFR, VFR 
IFR operations not approved with any doors open. 
Not approved for ditching unless the emergency flotation gear, P/N 
76076-02002, and suitable lifesaving equipment (life jackets, rafts, 
etc.) as required by the operating rules are installed and compliance 
with FAR 29.1411, 29.1415, and 29.1561 is shown. 
3.1.2 CATEGORY "B" ROTORCRAFT - EXTERNAL LOAD 
COMBINATIONS 
Class "B" External Loads 
NOTE: A class "B" external load is an external load that can be 
jettisoned and is lifted free of land or water during rotorcraft 
operation. 
3.2 MINIMUM FLIGHT CREW 
TWO PILOTS (IFR) 
To be eligible for operations under IFR, the following equipment must 
be installed and operating, in addition to any other instrument or 
equipment which may be required by ANAC: 
 One autopilot system operating in the ATT Mode. 
 Two inverters, with inverter switching operational. 
 Two DC generators. 
 Standby attitude indicator with emergency battery. 
 Copilot’s instrument and controls must be installed and operable. 
 Cyclic stick force trim. 
 
 
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 A navigation and communication system that has demonstrated 
 compliance with the pertinent FAA requirements. 
3.3 WEIGHT LIMITS 
Maximum takeoff and landing weight is 11,700 pounds (5,307 
kilograms). This helicopter is to be operated using the approved 
loading schedule. Refer to RFM Loading Information, Section II, in Part 
2. 
For minimum operating weight, refer to Figure 3-4. 
3.4 CLIMB PERFORMANCE 
These essentially require the ability to climb PEI at 50feet/min, 
1000 feet above the highest obstacle within 10 miles of track( 
within ½ mile by day VFR) 
 
3.4.1 DETERMINATION OF EN ROUTE OEI CLIMB 
PERFORMANCE 
 
MTOW may be affected by obstacle in the climb out, especially 
at night, IFR departures or missed approach procedures that 
require a steep climb angle. OEI performance should be 
calculated and taken into account. 
 
3.4.2 OEI RATE OF CLIMB 
 
Conditions: 
1. Maximum continuous power, OEI 
2. 0 feet PA 
3. Vbroc / Vy ( 74knots) 
4. External sliding door is fitted and closed 
5. Effect of Engine anti-ice negligible 
6. For Effect of hoist, snow kit and operations with door open see RFM 
S76C++ OEI rate of climb 
 
 
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 Weight 
OAT(°C) 11700 11500 11000 10500 10000 9500 9000 
40 0 95 230 350 475 590 705 
35 140 205 300 425 550 660 775 
30 215 265 390 500 615 720 830 
25 290 335 450 560 675 785 895 
20 365 405 515 625 740 850 965 
15 415 455 555 670 790 895 1000 
 
3.5 PERFORMANCE CLASS 
3.5.1 DEFINITIONS 
Performance class 1 
Operations with performance such that, in the event of failure of the critical 
power unit, the helicopter is able to land within the RTOD available or 
safely continue the flight to an appropriate landing area, depending on 
when the failure occurs. Class 1 masses will provide a minimum of 100 feet 
per minute OEI rate of climb up to 200feet at VTOSS and at least 150 feet 
per minute up to 1000 feet above the takeoff surface, at maximum 
continuous power with the landing gear retracted 
 
Performance class 2 
Operations with performance such that, in the event of critical power failure, 
the helicopter is able to safely continue the flight, except when the failure 
occurs early during the takeoff manoeuvre or late in the landing 
manoeuvre, in the which case a forced landing may be required. 
Class 2 masses will provide a minimum of 150 feet per minute OEI rate of 
climb at 1000 feet above the takeoff surface at maximum continuous power 
with the landing performance can be achieved. 
Performance class 2 enhanced (PC2E) 
Operations with performance such that, in the event of a critical power 
failure, a safe flyaway of safe landing at the takeoff surface is possiblewith 
no exposure to deck edge strike or ditching given the available drop down, 
headwind component, pressure altitude and OAT. Performance class 2E 
 
 
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gives the equivalent performance assurance of performance class 1 
without the requirement for a surveyed obstacle free environment. 
Elevated helideck (class 2) 
A helideck on an offshore installation or vessel. The offshore elevated 
helideck profile (class 2) shall be flown. 
Elevated Helipad (onshore) ( Class 1 or 2) 
An elevated helipad of restricted dimensions (for example, on a hospital 
rooftop). The RFM category A (class 1) helipad profile shall be flow unless 
operations with expouse are permitted by the authority, in which case the 
offshore elevated helideck profile (class 2) shall be flown. A helipad is less 
than 305m(1000 feet ) in length 
Ground level helipad (class 1) 
A ground level helipad or hard surfasse shorter than 300m (990 feet). If 
class 1 operations are required ( for exemple a congested hostile 
environment), the RFM category A helipad profile shall be flown. 
Ground level helipad (class 2) 
A gorund level helipad or hard surface shorter than 305m (1000 feet) where 
the terrain is suitable for operations in class 2 with exposure (terrain 
suitable for a forced landing); for example a runway shorter than 305m 
(1000 feet) with a suitable overrun, or large field. The class 2 (RFM 
category B) profile may be flown. 
Long runway (class 1 or class 2) 
A runway or equivalent surface of 550m (1800 feet ) or longer suitable for 
operations in class 1, or class 2 without exposure (for exemple, if the 
crosswind component or tailwind is outside the class 1 limits ). 
Short runway (class 1 or class 2) 
A runway or equivalent surface of between 305m(1000 feet) and 
550m(1800 feet) suitable for operations in class 1, or class 2 without 
exposure. (for exemple, if the crosswind component or tailwind is outside 
the class 1 limits ). 
FATO 
Final approach and takeoff area: A defined area over which the final phase 
of the approach manoeuvre to hover or landing is completed and from 
which the takeoff manoeuvre is commenced. Where the FATO is to be 
 
 
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used by performance class 1 helicopters, the defined area includes the 
RTOA available. 
LDAH 
Landing distance available (helicopter) : the length of the FATO plus any 
additional area declared available and suitable for helicopters to complete 
the landing manoeuvre from a defined height. 
LDP 
Landing decision point: This is a point defined by speed and height and is 
the last point from which, provided an engine failure has been recognised, 
the aircraft has the necessary performance to safely go around, clearing 
the surface by 10.6m (35ft), or a single engine landing may be made. 
LDR 
Landing distance required: The horizontal distance required to land and 
come to a full stop from a point 15.24m (50ft) above the landing surface. 
RTOA 
Refected takeoff area: the area bounded by the RTOD and 15.24m (50ft) 
either side of the takeoff path. 
 
RTOD 
Rejected takeoff distance: The horizontal distance required from the start of 
the takeoff to the point where the helicopter comes to a full stop after an 
engine failure at TDP and rejected takeoff (also called the accelerate-stop 
distance) 
TDP 
Takeoff decision point: TDP is the point during the takeoff manoeuvre at 
which, provided an engine failure has been recognised, the aircraft has the 
necessary performance to safely continue the takeoff or a rejected takeoff 
may bem ade. TDP is defined by height and speed, or height and time 
depending on the takeoff profile. 
 
 
TODA 
Takeoff distance available: The length of the final approach and takeoff 
area plus the length of helicopter clearway (if provided) declared available 
and suitable for helicopters to complete the takeoff. 
 
 
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TODR 
Takeoff distance required: The horizontal distance from the start of the 
takeoff to a point 10.6m(35ft) above the takeoff surface at which 
V2(VTOSS) and a positive climb gradiente are achieved after failure of the 
critical power unit at TDP, with the remaining engine operating within 
approved limits. 
 
V2(VTOSS) 
Takeoff safety speed. V2 is the initial climbing speed (first segment). For 
the S76C, it is normally a fixed 59knots IAS, but may vary with runway 
length. It is defined as the speed at which the rate of climb will be at least 
100 feet/min with the critical engine inoperative and: the remaining engine 
at the two-minute rating, the landing gear down and all engine air bleeds 
off. 
VBROC (Vy) 
This is the speed for best rate of climb and is speed at which the second 
segment and en route climbs are flown OEI. Vbroc is equal to 74kts IAS, 
reduced by 1 knot per 1000 feet of pressure altitude above sea level. At 
this speed, the rate of climb will be at least 150feet/min up to 1000 feet 
above takeoff surface with the critical engine inoperative, the remaining 
engine at maximum continuous OEI rating, the landing gear retracted and 
all engine air bleeds off 
 
3.5.2 PERFORMANCE CLASS 1 
Maximum takeoff weight must not exceed any of the following: 
 Maximum climb mass for the rate of climb required after takeoff 
 Maximum en route mass 
 Maximum landing mass (MLM), taking into account the 
expected fuel consumption en route 
Class 1 masses will provide a minimum of 100 feet per minute OEI 
rate of climb up to 200 feet at Vtoss(V2) two-minute power, 100% NR, 
landing gear down, and ar least 150 feet per minute up to 1000 feet 
above the takeoff surface, at maximum continuous power, Vbroc(Vy), 
100% NR with the landing gear retracted 
 
a - CLASS 1 LONG RUNWAY MTOW / MLM 
 
Conditions: 
 
 
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1. Anti-icing and bleed air are off 
2. Data is for 0 feet PA 
3. No allowance is made for wind in this table 
4. Allowance has been made for the sliding door installation 
(closed position) in this chart 
5. Chart: Category A maximum gross takeoff weight, part 1, 
section 1, figure 1-1 of RFM 
 
 
Surface OAT (°C) MTOW (lb) Surface 
OAT(°C) 
MTOW(lb) 
45 10870 37 11510 
44 10950 36 11590 
43 11030 35 11670 
42 11110 34 11700 
41 11190 33 11700 
40 11270 32 11700 
39 11350 31 11700 
38 11430 30 11700 
 
b - CLASS 1 SHORT RUNWAY MTOW / MLM 
Conditions: 
1. Anti-icing and bleed air are off 
2. Data is for 0 feet PA 
3. No allowance is made for wind in this table 
4. Allowance has been made for the sliding door installation 
(closed position ) in this chart 
5. Chart: Category A, maximum takeoff and landing gross weight, 
part 1, section IV, figure 4-8 of the RFM; and Category A, 
rejected and continued takeoff distances, part 1, section IV, 
figure 4-7 of the RFM 
 
Length in 
feet 
1000 1100 1200 1300 1400 1500 1600 1700 1800 
TDP/Vtoss 34/44 37/47 40/50 43/53 45/55 48/58 49/59 49/59 49/59 
48°C 9530 9800 10100 10350 10420 10630 10630 10630 10630 
46°C 9690 9950 10210 10480 10600 10790 10790 10790 10790 
 
 
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44°C 9800 10080 10350 10600 10740 10890 10950 10950 10950 
40°C 10040 10410 10610 10870 11000 11200 11270 11270 11270 
38°C 10150 10450 10710 10990 11120 11210 11300 11430 11430 
36°C 10250 10550 10850 11100 11240 11390 11490 11590 11590 
34°C 10380 10670 10950 11210 11380 11500 1160011700 11700 
32°C 10490 10790 11090 11340 11490 11640 11700 11700 11700 
30°C 10600 10900 11190 11450 11610 11700 11700 11700 11700 
28°C 10700 11000 11300 11580 11700 11700 11700 11700 11700 
26°C 10800 11100 11400 11680 11700 11700 11700 11700 11700 
24°C 10910 11190 11500 11700 11700 11700 11700 11700 11700 
22°C 11100 11300 11610 11700 11700 11700 11700 11700 11700 
20°C 11100 11400 11700 11700 11700 11700 11700 11700 11700 
18°C 11180 11490 11700 11700 11700 11700 11700 11700 11700 
16°C 11240 11550 11700 11700 11700 11700 11700 11700 11700 
 
3.5.3 PERFORMANCE CLASS 2 
The class 2 performance procedure may be used when the below 
criteria are met. Maximum takeoff Weight must not exceed any of the 
following: 
 Maximum climb mass for the rate of climb required after takeoff 
 Maximum en route mass 
 Maximum Landing Mass (MLM), taking into account the expected 
fuel consumption en route 
 The terrain over which the aircraft is to be flown during acceleration 
to Vtoss shall be suitable for a forced landing. Suitable means no 
dynamic parts of the aircraft would be damaged during any forced 
landing and that there would be no risk to third parties from a 
forced landing 
 The cloud base and visibility shall be such that in the event of an 
engine failure acceleration to Vtoss may be achieved while 
manoeuvring clear of cloud and with sufficient forward visibility to 
permit obstacle avoidance by visual manoeuvring. In pratical terms, 
this means a minimum cloud base such that aircraft can achieve a 
PC1 climb profile which guarantees clearance from obstacles 
before entering cloud and a minimum visibility of 800M 
 
 
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 Class 1 performance shall be achieved by the time obstacles can 
no longer be avoided by visual manoeuvring and at the very latest 
by 200 feet above the takeoff surface. 
 
a - PERFORMANCE CLASS 2 OPERATIONS WITHOUT AN 
EXPOSURE TIME DURING TAKEOFF AND LANDING 
Onshore operations may be carried out class 2 without exposure( for 
exmple, from and to a runway or other landing site where a safe 
continued takeoff or safe forced landing can be assured). 
 Maximum crosswind ................... 35 knots 
Instrument approaches with a tailwind componente are permitted. If 
the cloud base is below circling minimum for the approach, so a 
downwind landing has to be made, the following minimum apply: 
 Minimum cloud base ................ 200 feet 
 Minimum visibility / RVR .......... 800m 
In addition, for theses approaches only: 
 Maximum tailwind componente ....... 10kts 
 
b - PERFORMANCE CLASS 2 OPERATIONS TO 
HELIDECKS AND ELEVATED HELIPORTS WITH AN 
EXPOSURE TIME DURING TAKEOFF AND LANDING 
 
Class 2 operations with an exposure time during takeoff and landing may 
be carried out when approved by the authority. 
 
Defined point after takeoff and defined point before landing 
The notion of operations with an exposure time implies that there are 
certain critical phases of the flight where safe continued flight or 
safelanding cannot be guaranteed, due to the lack of performance of the 
helicopter in the event of an engine failure. The defined points, after 
takeoff (DPATO) and before landing (DPBL), are used to illustrate this 
although they are in fact variable points at which the aircraft becomes safe 
single engenine during a continued takeoff and can therefore comply with 
the class 1 or 2 performance requirements. 
 
 
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For the S76C++, in pratical terms this point may be taken as passage of 
Vtoss accelerating, which will guarantee safe single engine performance 
under worst case conditions of weight, altitude and temp. The DPBL is the 
point (as a function of airspeed, rate of descent and height above the deck) 
after which the aircraft may not have the performance to go around or to 
continue to a safe landing and therefore may have to ditch. Again in pratical 
terms, this point for S76 may be taken as the passage of Vtoss 
decelerating. The expousure time is the time between passage of TDP 
and DPATO or between DPBL and Committal Point. 
 
c - PERFORMANCE CLASS 2 ONSHORE MTOW / MLM 
Conditions: 
1. Anti-icing and bleed air are off 
2. Data is for 0 feet PA 
3. No allowance is made for wind in this table 
4. Allowance has been made for the sliding door installation 
(closed position) in this chart 
5. These figures are taken from the 150 feet per minute OEI at 
1000 feet above the takeoff surface chart in the RFM. They are 
based for sea level takeoff 
6. Chart: Forward Climb Performance, Part 1, Section IV, Figure 
4-11 of the RFM 
 
Surface 
OAT(°C) 
C++ Surface 
OAT(°C) 
C+ 
45 10870 45 10300 
44 10950 44 10400 
43 11030 43 10500 
42 11110 42 10600 
41 11190 41 10700 
40 11270 40 10800 
39 11350 39 10850 
38 11430 38 10950 
37 11510 37 11000 
36 11590 36 11100 
35 11670 35 11150 
34 11700 34 11250 
33 11700 33 11250 
 
 
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32 11700 32 11300 
31 11700 31 11400 
30 11700 30 11500 
29 11700 29 11600 
28 11700 28 11700 
27 11700 27 11700 
26 11700 26 11700 
25 11700 25 11700 
24 11700 24 11700 
 
d - PERFORMANCE CLASS 2 HELIPAD AND 
HELIDECK MTOW 
 
The data in the following tables is obtained from the AEO HOGE 
performance at takeoff power. This mass is always more limiting than 
the limiting mass for a 150 feet/min climb at MCP OEI 1000 feet above 
the takeoff point. 
Use: 
 0% margin for normal operations, day and night 
Notes: 
1. Anti-icing and bleed air are off 
2. Data is for 100 feet PA. For helipads above 150 feet PA, reduce 
mass by 30lb for each 100 feet PA increase 
3. MTOW must not exceed the class 2 takeoff mass, or the en 
route mass 
4. These tables are based on the HOGE chart in the RFM. 150 
feet por minute OEI rate of climb at 1000 feet PA at maximum 
continuous power gear up in included in this data. 
5. Chart: Hover out of Ground effect , part 1, section IV, figure 4-
22 of the RFM 
6. Chart: Forward climb performance, part 1, section IV, figure 4-
11 of the RFM 
 
Surface 
OAT(°C) 
C++ Surface 
OAT(°C) 
C+ 
45 10870 45 10300 
44 10950 44 10400 
 
 
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43 11030 43 10500 
42 11110 42 10600 
41 11190 41 10700 
40 11270 40 10800 
39 11350 39 10850 
38 11430 38 10950 
37 11510 37 11000 
36 11590 36 11100 
35 11670 35 11150 
34 11700 34 11250 
33 11700 33 11250 
32 11700 32 11300 
31 11700 31 11400 
30 11700 30 11500 
29 11700 29 11600 
28 11700 28 11700 
27 11700 27 11700 
26 11700 26 11700 
25 11700 25 11700 
24 11700 24 11700 
 
e - PERFORMANCE CLASS 2 ENHANCED 
 
The following tables should be used when required to operate 
offshore class 2 without exposure 
Use: 
 0% Margin for normal operations, day and night 
Notes: 
1. Anti-icing and bleed air are off 
2. Data is for 100 feet PA. For helidecks above 150 feet PA, 
reduce mass by 30lb for each 100 feet Pa increase 
3. MTOW must not exceed the performance class 2E takeoff 
mass, or the en route mass 
4. These tables are based on the vertical operations from 
elevated helideck chart in the RFM. 150 feet per min OEI rate 
 
 
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of climb at 1000 feet PA at maximum continuous power gear 
up is included in this data 
5. Chart: Verticaloperations from elevated helideck, part 2, 
section IV, figure 4-43 of the RFM 
6. Chart: Forward climb performance, part 1, section IV, figure 4-
11, and part 2, section IV, figure 4-42 of the RFM 
7. Takeoff torque shall be sufficient for a vertical ascent to 30 
feet, up to maximum allowed for conditions 
8. Measure drop down from the deck edge to 35 feet above the 
ocean 
9. Use the applicable table based on wind conditions 0-14, 15-19 
and 20+ knots 
10. External sliding door in the closed position weight reduction 
of 50lb has been applied 
 
PC2E offshore Helideck MTOW 
S76 C++ Table 
0 to 14kt 
Wind 
 HELIDECK Height 
°C 60 feet 80 feet 100 feet 120 feet 
42 9610 9830 10060 10340 
40 9750 9950 10200 10500 
38 9830 10070 10360 10620 
36 9910 10190 10520 10740 
34 10030 10320 10670 10870 
32 10190 10460 10810 11010 
30 10350 10600 10950 11150 
28 10390 10680 11010 11210 
26 10430 10760 11070 11270 
24 10480 10840 11120 11340 
22 10540 10920 11160 11420 
20 10600 11000 11200 11500 
 
 
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18 10660 11060 11260 11500 
15 to 19 
knots wind 
 Helideck Height 
°C 60 feet 80 feet 100 feet 120 feet 
42 9850 10010 10290 10540 
40 9950 10150 10450 10700 
38 10050 10270 10630 10880 
36 10150 10390 10810 11060 
34 10270 10520 10970 11220 
32 10410 10660 11110 11360 
30 10550 10800 11250 11500 
28 10630 10940 11310 11560 
26 10710 11080 11370 11620 
24 10790 11180 11430 11675 
22 10870 11240 11490 11700 
20 10950 11300 11550 11700 
18 10990 11380 11610 11700 
16 11030 11460 11670 11700 
S76C++ table 
S76C++ table 
20 to 20+ 
Knots 
wind 
 Helideck Height 
°C 60 feet 80 feet 100 feet 120 feet 
42 10290 10580 10850 11110 
40 10450 10800 11050 11250 
38 10550 10880 11230 11475 
36 10650 10960 11410 11700 
 
 
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34 10800 11080 11540 11700 
32 11000 11240 11620 11700 
30 11200 11400 11700 11700 
28 11260 11520 11700 11700 
26 11320 11640 11700 11700 
24 11390 11700 11700 11700 
22 11470 11700 11700 11700 
20 11550 11700 11700 11700 
18 11650 11700 11700 11700 
 
3.6 OEI TRAINING OPERATIONS 
See Figure 5-41 of RFM Part 2, Section V for variation of allowable 
takeoff gross weight with altitude. 
3.7 CENTER OF GRAVITY LIMITS 
See Figure 3-4 for forward and aft center of gravity limits at various 
gross weights. 
Lateral C.G. Limits: Left or right 3-1/2 inches (89 mm) except as 
restricted to left or right 2-1/2 inches (63.5 mm) at gross weights above 
11,400 pounds (5,171 kg) for taxi, takeoff, and landing. 
3.8 LOADING LIMITS 
Maximum allowable cabin floor and baggage floor loading is 75 
pounds per square foot (366 kg per square meter). 
The maximum allowable floor loading for the baggage compartment is 
75 pounds per square foot (366 kg per square meter) for weights up 
to the maximum capacity of 600 pounds (272 kg). 
CAUTION: Caution must be taken to be sure that passenger, fuel, 
and/or baggage/cargo compartment loading does not 
cause aircraft maximum gross weight and/or C.G. limits 
to be exceeded. 
 
 
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3.9 AIRSPEED LIMITS 
Vmini (IFR) - 50 KIAS. 
Vnei (IFR) - 155 KIAS. 
Vne power on (Maximum Airspeed) is 155 KIAS. 
See Vne placard, Figure 3-8, for variation of Vne with temperature, 
pressure altitude, and gross weight. 
Vne above 10,000 feet density altitude at actual gross weights greater 
than 11,000 pounds is Best Rate-Of-Climb (BROC) airspeed (see 
appropriate Vne placard, Figure 3-8). 
Vne power off is 136 KIAS. See Vne placard, Figure 3-8, for variation 
of Vne with temperature and pressure altitude. 
Maximum airspeed for main landing gear down or in transit is 130 
KIAS. 
Maximum airspeed for windshield wiper operation is 141 KIAS. 
Maximum groundspeed for landing, takeoff, or taxi is 54 knots. 
Maximum groundspeed for brake application is 34 knots. 
3.10 ALTITUDE LIMITS 
Takeoff and landing, Category A: 5,000 feet density altitude. 
Takeoff and landing, Category B: 15,000 feet density altitude. 
Enroute: 15,000 feet density altitude. 
Operating Envelope: Refer to Figure 3-2. 
3.11 AMBIENT TEMPERATURE LIMITS 
-34°C (-30°F) to ISA plus 37°C not to exceed 49°C (120°F). 
3.12 FLIGHT LIMITS 
See Figure 3-6 for altitude and airspeeds to be avoided at low altitude in 
case of engine failure. 
No aerobatic maneuvers allowed. 
360° hovering turn in less than 12 seconds prohibited. 
Flight in known icing conditions prohibited. 
Maximum airspeed for sideward flight or crosswind hover is 35 knots. 
Maximum airspeed for rearward flight or tailwind hover is 35 knots. 
 
 
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With usable fuel per tank indicating 80 lbs or less, avoid sustained nose-
down pitch attitudes in excess of 5° nose low. 
Cockpit ventilation must be provided by any of the following: 
 Door vents 
 Pilot's window 
 Heater blower 
 Heater bleed-air 
 ECU 
 Fuel cross-feed operations limited to: 
 Category A - emergency operation only 
 Category B - cruising flight only 
Both engine control levers must remain in FLY during OEI (single engine) 
training operations. 
CAUTION: Movement of opposite engine lever out of FLY will not 
cause engine to immediately exit OEI (single engine) 
TRAINING operations. Nr will droop to approximately 
90% before exiting OEI TRAINING. 
Both engine control levers must remain in FLY during simulated ENGINE 
CONTROL operations. 
Engine ANTI-ICE ON at or below 2°C (36°F) with visible moisture. 
External door locks must be unlocked before flight. 
Maximum approved precision approach angle is 6.5° (uncoupled). 
Operation vs. allowable wind limited to 35 knots sideward and rearward 
flight. 
Maximum density altitude is 15,000 feet (enroute). 
IFR lateral CG limits are 3.5 inches left or right. 
Preflight Test (level 1 minimum) of the DAFCS must be accomplished prior 
to the first flight of the day or before planned flight in IMC conditions. 
Flight director shall not be coupled below 60 KIAS. 
 
 
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The Pulselite System should not be operated in the clouds at night or on 
the ground while in close proximity to other aircraft. 
3.13 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) 
LIMITS 
Separate, functional, calibrated, and pitot statically powered altimeter, and 
airspeed indicator must be installed for use in conjunction with the 5x6 
EFIS for all flight operations. 
The composite mode is to be used for operational flights only after a failure 
of the EADI and EHSI. This does not preclude the conduct of flight training 
in the use of the composite mode. 
The helicopter must be equipped with a functioning third attitude indicator 
for IFR flight. 
For IFR operation, the following equipment must be operational for takeoff: 
1. Aircraft equipped with the single pilot IFR option - pilot’s symbol 
generator, EADI, EHSI, and CRT fan. 
2. Aircraft not equipped with the single pilot IFR option - pilot and copilot 
symbol generators, EADI, EHSI, and CRT fan. 
Takeoff with an engine DC generator inoperative is not authorized during 
night or IFR conditions. 
3.14 SLIDING CABIN DOOR LIMITS 
Restrictions for either/or the right hand or the left hands are: 
Maximum airspeed for opening and closing cabin sliding doors is 125 KIAS. 
This includes up to 125 knots Maximum ContinuousPower (MCP) climb 
and up to 125K autorotation. See Figure 3-8 for variation of maximum 
airspeed with temperature and pressure altitude. 
Maximum airspeed with either sliding door open, or both open is 125 KIAS. 
This includes up to 125 knots MCP climb and up to 125K autorotation. See 
Figure 3-8 for variation of maximum airspeed with temperature, and 
pressure altitude. 
IMC flight with either or both sliding doors open is prohibited. 
For Category “A” operations, reduce the maximum takeoff gross weight 
determined from Figure 3-1 by 100 lbs if flight is to be conducted with one 
or both external sliding doors open. 
 
 
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3.15 FLOTATION SYSTEM LIMITS 
Maximum airspeed for inflation of the emergency flotation gear is 75 KIAS. 
Maximum airspeed with emergency flotation gear inflated is 75 KIAS. 
Maximum water contact speed with emergency flotation system inflated is 
33 knots. 
Landing gear must be down before float inflation. 
Maximum demonstrated airspeed for sideward flight or crosswind hover is 
20 knots. 
Maximum pressure altitude with emergency flotation gear inflated is 5,000 
feet. 
3.16 ENGINE LIMITS 
NOTE: Engine power usage at N1 greater than 99.6% will be 
cumulatively counted. Other than operations using the OEI 
training provision, display of either the 2-Minute or 30-Second 
Usage light during high power operation is indicative that 
usage counting is proceeding. Consult the engine 
maintenance manual for any consequences regarding usage 
counting. 
3.16.1 ENGINE OR DRIVE SYSTEM OPERATING LIMITS 
THIS TABLE IS A SUMMARY OF LIMITATIONS OBSERVE THE FIRST 
LIMIT ENCOUNTERED FOR ANY GIVEN OPERATING CONDITIONS 
 
OPERATING 
CONDITIO
N 
TIME 
TRANSMISSIO
N 
TORQUE LIMIT 
(%) 
ENGINE 
TORQU
E 
LIMIT 
(%) 
T5°C %N1 %N2 
TAKEOFF 
5 
MIN 
100 104 930 100.0 (1) 
MAXIMUM 
CONTINUOU
S 
(5) 
-- 100 104 893 97.8 (1) 
 
 
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30 SEC 
SINGLE 
ENG 
30 
SEC 136 135 996 103.9 (1) 
2 MIN 
SINGLE 
ENG 
2 
MIN 
136 127 944 100.5 (1) 
MAXIMUM 
CONTINUOU
S 
SINGLE 
ENG 
-- 128 115 (3) 926 99.4 (1) 
TRANSIENT 
SINGLE 
ENG 
5 
SEC 
150 (9) -- -- -- 
TRANSIENT 
20 
SEC -- 160 -- 100.5 
109/11
5 
(4) 
TRANSIENT 
10 
SEC 115 (8) -- -- -- -- 
STARTING 
10 
SEC -- -- 
840 
(6) 
-- -- 
Figure 3-1: Engine or Drive System Operating Limits 
NOTES: 
(1) 108.5% N2 - maximum. 
(3) The DECU will limit single engine torque to 110% at 106 - 108% N2 varying linearly to 
115% torque at 100% Nr. 
(4) 109% N2 transient maximum, power on. 115% N2 transient maximum, power off. 
(5) See paragraph titled Engine Ratings and Recommended Usage in Part 2, Section 1. 
(6) Time between 750 and 840°C is limited to 10 seconds. When T5 reaches 840°C. the start 
will automatically be aborted. 
(7) Shaded box with bold number denotes a DECU controlled limiter value. 
(8) Dual engine transient limit 230% total torque. 
(9) Typically associated with abnormal Nr droop at DECU controlled OEI limit. 
 
 
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Figure 3-2: Height / Velocity Diagram 
 
3.16.2 ENGINE TORQUE LIMITS 
NOTE: Refer to Transmission Limits in this section for additional 
torque limits. 
104% Torque: - 5-Minute takeoff and maximum continuous limit, dual-
engine (Refer to Engine Ratings and Recommended Usage, 
RFM Section I, Part 2 for recommended usage of maximum 
continuous torque.) 
135% Torque: - 30-Second limit, single engine 
127% Torque: - 2-Minute limit, single engine 
115% Torque: - Maximum Continuous, single engine 
160% Torque: - Maximum transient 20 seconds 
NOTE: Operation above 104% torque, 100.5% N1, or 930°C T5 is 
reserved for actual emergencies, inadvertent transient 
excursions, or, as artificially biased indications, with the OEI 
training provision. 
3.16.3 N1 (GAS PRODUCER) SPEED LIMITS 
TWO ENGINE OPERATION: 
100.0% N1 – 5-Minute takeoff power limit, dual engine 
97.8% N1 - Maximum continuous power, dual engine 
OEI OPERATION: 
103.9% N1 - 30-Second power, single engine 
100.5% N1 - 2-Minute power, single engine 
99.4% N1 - Maximum continuous power, single engine 
TRANSITIONAL OPERATION, GROUND TO FLIGHT IDLE: 
53-62% N1 - Avoid prolonged operation in this range. 
TRANSITIONAL OPERATION, ROTOR RUNUP OR SHUTDOWN: 
 
 
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87.0-90.5% N2 - Avoid prolonged operation in this range. 
3.16.4 N2 (POWER TURBINE) SPEED LIMITS 
Maximum, power-on or off: 108.5% N2 
Minimum, power off: 90.5% N2 
Transient Maximum, power-on: 109% N2 for 20 seconds 
Transient Maximum, power-off: 115% N2 for 20 seconds 
Transient Minimum: 68% N2 for 20 seconds while executing an OEI landing 
3.16.5 T5 (POWER TURBINE) INLET TEMPERATURE LIMITS 
Steady State Limits 
TWO ENGINE OPERATION: 
930°C - 5-Minute takeoff power limit, dual engine 
893°C - Maximum continuous power, dual engine 
OEI OPERATION: 
996°C - 30-Second power, single engine 
944°C - 2-Minute power, single engine 
926°C - Maximum continuous power, single engine 
Starting and Shutdown 
750°C - no time limitation 
750°C to 840°C - limited to 10 seconds 
 
3.16.6 DIGITAL ENGINE CONTROL UNIT (DECU) LIMITS 
Before takeoff, the following DECU conditions must be met: 
1. Both engine DECUs must be free of all faults, Total, Degraded, and Minor, 
as read on the IIDS display. 
2. Both throttles must be in the FLY position with pilot’s and copilot’s blue 
ENG CONTROL lights out. 
 
 
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3.16.7 ENGINE BARRIER FILTER LIMITS 
CAUTION: Engine operations with the barrier filters not installed is 
prohibited. 
NOTE: The BARRIER FILTER panel provides an indication of filter 
blockage and is not a direct indication of available engine 
power. A power assurance check is the only means by which to 
ensure the availability of engine power necessary to meet the 
performance data in this Rotorcraft Flight Manual. 
1. With PWR ASSURANCE advisory light on the IIDS and the CHECK 
condition light on the BARRIER FILTER panel latched prior to or during flight 
(between 3 and 5 segment lights): Normal operations are permitted if a 
ground or in-flight Power Assurance check is performed and the power and 
T5 margin results for both engines are at least zero. Maintenance shall be 
performed prior to the next day's flight. 
2. With CHECK BAR FILT caution light on the IIDS and the MAINT condition 
light on the BARRIER FILTER panel latched prior to flight (between 6 and 8 
segment lights): Maintenance shall be performed prior to flight. 
3. With CHECK BAR FILT caution light on the IIDS and CAUT condition light 
on the BARRIER FILTER panel latched prior to flight (9 or 10 segment lights): 
Maintenance shall be performed prior to flight. 
4. A power assurance check must be performed when a new, cleaned, or 
used filter element is installed. 
3.17 FUEL 
3.17.1 FUEL FLOW RANGE 
Minimum: 75 pounds per hour 
Maximum: 700 pounds per hour 
NOTE: Fuel flow may go beyond these ranges during transient 
operations including start and at idle. 
 
 
 
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3.17.2 NORMAL FUELTYPE OF 
FUEL 
NATO 
SYMB
OL 
SPECIFICATION FUEL 
TEMP 
MIN.°
C 
ANTI-ICE 
ADDITIV
E U.S.A. U.K. FRANCE 
Kerosene- 
50 
(AVTUR 
FS II) JP8 
F-34 
JP-8, 
MIL-T 83133 
D.ENG. 
RD 
2453 
AIR 3405 
F-34 
-
50°C 
WITH 
Kerosene- 
50 
(AVTUR) 
JET A1 
F-35 
Jet A1, 
ASTM-D-
1655 
D.ENG. 
RD 
2494 
AIR 3405 
F-35 
-
50°C 
WITHO
UT1 
Kerosen
e 
-- 
ASTM-D-
1655 
-- -- 
-
40°C 
WITHO
UT1 
High flash 
Point 
Kerosene 
JP-5 
(AVCAT
) 
F-43 -- 
D.ENG. 
RD 
2498 
AIR 3404 
F-43 
-
46°C 
WITHO
UT1 
High flash 
Point 
Kerosene 
JP-5 
(AVCAT 
FS II) 
F-44 
JP-5, 
MIL-T-
5624 
D.ENG. 
RD 
2452 
AIR 3404 
F-44 
-46° 
C 
WITH 
Kerosene 
TS-1, RT2 
GOST 
10227 
 
-
46°C 
WITH 
Jet fuel 
PRC 
National 
Standard 
3 
 CHINA 
WITHO
UT1 
NOTE: 
1. Anti-icing additive must be used below 4°C (40°F) for fuels supplied without anti-icing 
additive as listed above. 
2. Maximum fuel temperature: +43°C. 
 
3.17.3 AUTHORIZED FUEL ADDITIVES 
Anti-icing additive: 
 
 
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NATO symbol S 748, MIL-I-27686, D.ENG.RD 2451(AL-31), AIR 3652B, or 
NATO symbol S 1745, MIL-I-85470A, D.ENG.RD 2451(AL-41), AIR 3652B, 
or Type T1301 (standard SH0369) equivalent to NATO S748 (only for PRC3 
fuel) in concentration by volume between 0.10% and 0.15%. 
Fluid 1 (GOST 8313), fluid 1-M (TU6-10-1458), TGF (GOST 17477), TGF-M 
(TU6-10-1457): in concentration by volume between 0.10% and 0.30%. 
Jet fuel thermal stability improver: Type +100 – NATO symbol S1749, MIL-
DTL 83133E, SPEC AID 8Q462, APA 101 in concentration by volume of 256 
mg/l. 
NOTE: Additive for F34 and F35. F34 with +100 additive = F37. 
 The water-separating filter is inoperative when this additive is 
used. 
Anti-static additive: 
SHELL ASA-3, maximum concentration by volume 0.0001%. 
DUPONT STADIS 450, maximum concentration by volume 0.0003%. 
SIGBOL (TU 38-101741), maximum concentration by weight 0.0005%. 
Anti-oxidation, metal de-activation, anti-corrosion additive, according to 
current approved specifications in force (including anti-oxidation IONOL and 
anticorrosion ANK). 
Fungicide additive (Biobor) restricted to a treatment every 500 operating 
hours or every 3 months. 
3.18 ENGINE OIL 
NOTE: The oil types mentioned under the heading “Other oil types” 
shall not be used at high ambient temperature (T0 ≥ 30°C) 
(84°F). The oil type to be used for normal use is the synthetic 
fluid 5 cSt NATO symbol 0-156 between -30°C and +50°C (-22°F 
to +122°F). If the engine is used at low temperature, the oil type 
to be used for normal use is the 3 cSt oil. The use of an oil type 
with a trademark and/or specification different from those 
indicated must be approved by Sikorsky Aircraft. 
 
 
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OIL TYPE 
NATO 
SYMB
OL 
SPECIFICATION 
APPROVED OIL 
BRANDS FRAN
CE 
USA U.K 
Recommended 
use 
Average 
synthetic 
5 cSt at 
98.9°C 
 
0-156 - MIL-L- 
23699 
DERD 
2499 
EXXON Turbo Oil 2197 
MOBIL Jet Oil 254 
MOBIL Jet Oil 291 
Normal use 
Average 
synthetics 
5 cSt 98.9°C 
0-156 - MIL-L- 
23699 
DERD 
2499 
CASTROL 5000 
AeroShell Turbine Oil 
500 
EXXON Turbo Oil 2380 
MOBIL Jet Oil 2 
TURBO NYCOIL 600 
TOTAL Aéro 
Turbine 535 
Other oil types 
Synthetic fluid 
3 to 3.5 cSt at 
98.9°C 
0-148 - MIL-L- 
7808 
 CASTROL 325 
CASTROL 3C 
EXXON Turbo Oil 2389 
MOBIL AVREX 256 
TURBO NYCOIL 
160 
 0-150 AIR 
3514 
- - ELF Jet Synthetic Oil 15 
TURBO NYCOIL 
13B 
Synthetic fluid 
3.9 cSt at 
98.9°C 
- - - - AeroShell Turbine 
Oil 390 
3.18.1 ENGINE OIL TEMPERATURE LIMITS 
Maximum: 115°C (239°F) 
3.18.2 ENGINE OIL PRESSURE LIMITS 
In Flight: Precautionary 87 to 142 PSI with Oil Temp < 4ºC 
 Normal 29 to 87 PSI 
 Precautionary 24 to 29 PSI 
 Minimum 24 PSI, only at N1 less than 85% 
 
 
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Ground Idle: Minimum 10 PSI 
3.19 TRANSMISSION LIMITS 
NOTE: Operation above 104% torque on one engine (200% total 
torque), 100.0% N1, or 930°C T5 is reserved for actual 
emergencies, inadvertent transient excursions, or, as artificially 
biased indications, with the OEI training provision. 
3.19.1 TORQUE LIMITS 
Dual-Engine Operation 
100% Torque per engine – 5-Minute takeoff and maximum continuous limit 
NOTE: Takeoff torque may exceed 100% on one engine to a maximum 
of 104% provided that the torque on the other engine is less 
than 96% and the sum of the individual torque values does not 
exceed 200%. 
115% Torque per engine – 10-Second transient 
OEI Operation 
136% Torque - 2 1/2-Minute limit 
128% Torque - Maximum Continuous 
150% - 5-Second transient 
 
3.19.2 TRANSMISSION OIL 
Dexron II or III ATF - Low temperature limit -34°C (-30°F) 
MIL-L-21260 Type I, Grade 30 - Low temperature limit -9°C (15°F) 
MIL-L-23699 or DOD-L-85734 - Low temperature limit -34°C (-30°F) 
 
3.19.3 TRANSMISSION OIL TEMPERATURE LIMITS 
Maximum: 135°C 
Minimum: -20°C 
 
 
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3.19.4 TRANSMISSION OIL PRESSURE LIMITS 
Maximum: 120 PSI 
Minimum: 20 PSI 
3.20 ROTOR LIMITS 
POWER OFF 
Maximum: 115% Nr 
Minimum: 91% Nr 
Transient (Minimum): 74% Nr 
Transient (Minimum): 68% Nr at touchdown while executing an autorotative 
landing 
Transient (Maximum): 121% Nr 
POWER ON 
Maximum: 108% Nr; except 109% transient operation for 20 seconds 
Minimum: 106% Nr (dual-engine operation) 
Minimum: 100% Nr (one engine inoperative) 
Transient: 91% Nr 
Transient 68% at touchdown while executing an OEI landing 
One engine operation up to best rate of climb speed, 100% to 108% Nr 
One engine operation above best rate of climb speed, 106% Nr to 108% Nr 
3.21 ROTOR BRAKE LIMITS 
ROTOR TURNING 
Rotor brake application limited to one (or two) engine(s) operating at idle or 
both engines shut down. 
Maximum rotor speed for normal rotor brake application is 65% Nr. 
Maximum rotor speed for emergency rotor brake application with both 
engines shut down is 107% Nr. 
A rotor shutdown using the rotor brake shall not be performed more than one 
time in any 10-Minute period. 
ROTOR STOPPED 
 
 
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Engine operation limited to one or both engines at idle. 
Main rotor blades must be positioned at approximately 45° to the longitudinal 
axis of the helicopter with one or both engines operating. 
3.22 ENGINE COWLING LIMITS 
ENGINE COWLING OPEN 
Engine operation with cowling open or unlatched is prohibited. 
ENGINE COWLING REMOVED 
Single-engine operations permitted only with operational rotor brake applied 
with main rotor blades positioned at 45° to the longitudinal axis of the 
helicopter and nose of the helicopter positioned into the wind. Do not exceed 
N1 52%. 
3.23 RETRACTABLE BOARDING STEP LIMITS 
If the BD STEP caution is annunciated: 
 Maximum speed with step(s) extended is 141 knots. 
 Maximum speed for step(s) transition (extend/retract) is 70 knots. 
3.24 EMERGENCY LOCATOR TRANSMITTER (ELT) 
The ELT should only be activated when an emergency landing is imminent. 
It may be actuated for test under the following conditions only: 
1. While on the ground. 
2. During the first five minutes of each hour.3. For a maximum duration of three sweeps of the warble tone (about one 
second). 
4. The control tower has been notified prior to the test. 
3.25 GARMIN GPS 500W LIMITATIONS 
The GARMIN GPS 500W Pilot's Guide, P/N 190-00357-00 Rev. G or 
later appropriate revision must be immediately available to the flight 
crew whenever navigation is predicated on the use of the system. 
Navigation predicated upon precision accuracy (eg. LPV approaches) 
is not approved. 
 
 
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No navigation is authorized north of 89° (degrees) north latitude or 
south of 89° (degrees) south latitude. 
IFR en-route and terminal operation predicated on current GPS 
database only. 
Any GPS or WAAS operation under Instrument Flight Rules (IFR) 
requires that: 
 Aircraft using the GPS or WAAS 50QW under IFR must be equipped 
with an approved alternate means of navigation 
 For flight planning purposes, if an alternate airport is required it must 
have an approved instrument approach procedure other than GPS or 
RNAV that is anticipated to be operational and available at the estimated 
time of arrival. All equipment required for this procedure must be installed 
and operational. 
 For flight planning purposes, Garmin Prediction Program part number 
006-A0154-03 (with the installed antenna part number selected) should 
be used to confirm the availability of RAIM for the intended flight in 
accordance with the local aviation authority guidelines for TSO-C129a 
equipment. WAAS NOTAMS or their absence) and generic prediction 
tools do not provide an acceptable indication of availability. 
Instrument approaches utilizing the GPS receiver must be conducted 
in the approach mode and Receiver Autonomous Integrity Monitoring 
(RAIM) must be available at the Final Approach Fix (FAF). 
 During GPS approaches, the pilot must verify the Garmin GPS 500W is 
operating in the approach mode. (LNAV, LNAV+V) 
 When conducting approaches referenced to true North, the heading 
selection on the AUX pages must be adjusted to TRUE. 
 Accomplishment of an ILS, LOC, LOC-BC, LDA, SDF, MLS, VOR 
approach, or any other type of approach not approved for GPS overlay, 
is not authorized with GPS navigation guidance. 
VNAV Information may be utilized for advisory information only. 
3.26 TCAS I TRAFFIC COLLISION AVOIDANCE SYSTEM 
BENDIX/KING CAS-66A 
 
 
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1. The pilot should not maneuver the aircraft based on the traffic display only. 
The traffic display is intended to assist in visually locating the traffic. The 
traffic display lacks the resolution necessary for use in evasive maneuvering. 
3.27 WEATHER RADAR SYSTEM 
PRIMUS 440 DIGITAL 
WARNING: The protection inherent in the Forced Standby Mode 
should not be relied upon to prevent radiation of 
personnel in the vicinity of the aircraft. Do not select a 
radiation mode when personnel are close to the front of 
the aircraft. Before overriding the Forced Standby Mode, 
insure that personnel are at least fifty feet from the 270-
degree segment centered on the nose of the aircraft. 
 
NOTE: The Forced Standby Mode prevents microwave radiation on the 
ground, which, under some circumstances, could hazard 
personnel in the vicinity of the aircraft. (See related Advisory 
Circular in Appendix A of P-440 Pilot’s Manual.) Depression of 
the S-76C Weight-On-Wheels switch upon landing terminates 
radiation of the P-440, even if a radiation mode has been 
selected. The Forced Standby feature inhibits selection of a 
radiation mode on the ground. When ground radiation is 
necessary for system checks or weather observation, the 
Forced Standby Mode can be overridden by pressing the STAB 
button four times in three seconds. 
3.28 INSTRUMENT MARKINGS 
See Figure 3-7. 
3.29 PLACARDS 
"THIS HELICOPTER MUST BE OPERATED IN ACCORDANCE WITH THE 
OPERATING LIMITS SPECIFIED IN THE ANAC APPROVED 
ROTORCRAFT FLT MAN. THE AIRWORTHINESS LIMITATIONS SECT 
OF THE ROTORCRAFT MAINTENANCE MANUAL MUST BE COMPLIED 
WITH." (On instrument panel.) 
 
 
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"CAUTION - TURN OFF WHITE HISL LIGHTS DURING GROUND 
OPERATION OR WHEN FLYING IN FOG, MIST OR CLOUDS. STANDARD 
RED ANTI-COLLISION LIGHTS MUST BE USED FOR ALL NIGHT 
OPERATIONS." (On instrument panel.) 
CAUTION 
"WITH USABLE FUEL PER TANK INDICATING 80 LBS OR LESS, AVOID 
SUSTAINED NOSE DOWN PITCH ATTITUDES IN EXCESS OF 5°." (On 
instrument panel.) 
"THE MAXIMUM ALLOWABLE FLOOR LOADING FOR THE BAGGAGE 
COMPT. IS 75 LB. PER SQ FT. FOR WEIGHTS UP TO THE MAXIMUM 
COMPARTMENT CAPACITY OF 600 LB." (On baggage compartment 
doors.) 
"CAUTION - NORMAL ROTOR BRAKE STOPS ARE AUTHORIZED ONLY 
AT 65% Nr OR LESS WITH BOTH ENGINES SHUT OFF, OR ONE OR 
BOTH ENGINES AT IDLE." (On rotor brake handle.) 
Caution 
"ENGINE OPERATION WITH ROTOR STOPPED LIMITED TO: BLADES 
45° TO LONG AXIS." (On instrument panel). 
Vne PLACARDS: See Figure 3-8. (On instrument panel.) 
 
 
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Figure 3-3: Instrument Markings (sheet 1 of 4) 
 
 
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Figure 3-7: Instrument Markings (sheet 2 of 4) 
 
 
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Figure 3-7: Instrument Markings (sheet 3 of 4) 
 
 
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Figure 3-7: Instrument Markings (sheet 4 of 4) 
 
 
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Figure 3-4: Vne Placards (sheet 1 of 2) 
 
 
 
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Figure 3-8: Vne Placards (sheet 2 of 2) 
 
 
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INTENTIONALLY BLANK 
 
 
 
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SECTION 4. 
NORMAL PROCEDURES 
4.1 EXTERIOR CHECK 
The pilot will determine that the following exterior preflight check has been 
done before the first flight of the day or before the next flight after extended 
maintenance. Those items marked with an asterisk (*) should be checked 
just prior to each flight. 
Pilots shall conduct a walk around before each flight, checking for obvious 
leaks, inspection panels and latches for security, and for any obvious aircraft 
damage and any anomalies that may affect further flight. Specifically, the 
engine cowling latches and straps must be checked as secure prior to each 
flight. 
Following removal and proper stowage of protective plugs, tie downs, and 
other associated supplementary equipment, the following check is performed 
beginning at the pilot's door and proceeding clockwise around the helicopter. 
 
 
Figure 4-1: S76C External Inspection (Turnaround) 
 
 
 
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CHECK FOR 
*Pilot and Right 
Cabin Doors 
Proper operation fit, condition, window clean 
and unscratched, condition of hinges and 
latches, security of jettison handles. Ensure 
keylocks unlocked (if installed) by physically 
opening each door from the outside. 
Cyclic Base Covers 
(Boots) 
Check clear of interference withcontrols 
Rotor Brake Off 
Nose Flotation Gear 
Bottle 
Proper pressure 
Retractable 
Boarding Step 
Condition and security 
Right Cabin Sliding 
Door 
Proper operation, condition of window and rails, 
security of window jettison handle. 
Main Gear Box (right 
side) 
Proper oil level 
Oil Filter Bypass 
Unpopped 
Hydraulic Module - 
Second Stage 
Proper fluid level, filter button, no leakage 
Main Rotor Servo (If 
aircraft has been non-
operational for more 
than 2 hours in 
freezing 
temperatures) 
Attempt to manually move input link to forward 
main rotor servo. Input link should move freely 
with no restrictions approximately ¼-inch. 
Main Rotor Head 
General condition 
Main Rotor Blades 
General condition: tip cap for condition and 
security; blade upper and lower surfaces for 
raised skin indicative of disbond. Rotate the 
rotor system as required to view all blade 
surfaces and tip caps. 
CAUTION: Normal engines use a minimal amount of oil. Any sudden 
increase in oil consumption is indicative of oil system 
problems that must be corrected. 
 
 
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CHECK FOR 
Engine Oil 
Reservoirs 
Proper fluid level; if low and engine has been 
stopped more than 15 minutes, motor engine 30 
seconds and recheck. Ensure filler cap secure. 
Engine Area 
General condition of engine. Check all 
accessible areas for obvious loose bolts, broken 
or loose connections, security of mounting 
accessories, broken or missing safeties, and 
evidence of fuel and/or oil leakage. 
*Inlet/Barrier Filter 
Damage and security. Must be free of 
accumulated debris, snow, ice, slush, etc. 
*Fuel Filler Cap Fuel level, cap secure 
*Baggage 
Compartment 
Contents, fuel leakage, door secure 
*Electrical 
Compartment 
Access 
Panel secure 
Main Landing Gear 
Compartment 
Tire condition and inflation, strut extension, door 
and gear actuator rods properly attached and 
undamaged, condition of flotation bag sharp 
edge protection, fluid leakage, elastomeric 
bearing condition. 
*Tiedown ring 
Tiedown ring stowed in a position from flat 
against shock strut to end of ring no more than 
0.25 inches from strut. 
CAUTION: Tiedown rings that are not stowed flat may lead to failure 
of the landing gear to retract or extend. 
CHECK FOR 
*Downlock pin 
Downlock pin removed. 
Flotation Gear 
Bags for proper storage, covers for condition 
and security, bottles for proper pressure. 
Fluid Drains and 
Vents 
Leakage 
 
 
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CHECK FOR 
Oil Cooler Blower 
Duct 
Obstructions 
Engine Fire Bottle Proper pressure 
Antennas 
Damage, corrosion, security 
Tail Cone Static 
Ports 
Clear of soot and obstructions 
Pylon Skin and 
Fairings 
General condition 
Horizontal Stabilizer 
General condition. Check that the attachment is 
tight and that there is no movement (play) in any 
direction 
Side Position Light 
Cracked or broken lens 
Lower Surface of 
Intermediate Gear 
Box Fairing 
Scrapes and condition 
*Intermediate Gear 
Box 
Proper oil level, cooling inlet clear 
Tail Rotor Head 
General condition 
Tail Rotor Blades 
General condition 
*Tail Rotor Gear Box 
Proper oil level 
Anti-collision and 
Position Light 
Cracked or broken lenses 
Pylon Skin and 
Fairings (Left Side) 
General condition 
Horizontal Stabilizer 
General condition, IGB cooling inlet clear 
Side Position Light 
Cracked or broken lens 
Antennas 
Damage, corrosion, security 
Tail Cone Static 
Ports 
Clear of soot and obstructions 
Tail Cone Access 
Panel 
Security, condition 
Engine Fire Bottle 
Proper pressure 
 
 
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CHECK FOR 
Oil Cooler Blower 
Duct 
Obstructions 
Main Landing Gear 
Compartment 
Tire condition and inflation, strut extension door 
and gear actuator rods properly attached and 
undamaged, condition of flotation bag sharp 
edge protection, fluid leakage, elastomeric 
bearing condition. 
*Tiedown ring 
Tiedown ring stowed in a position from flat 
against shock strut to end of ring no more than 
0.25 inches from strut. 
CAUTION: Tiedown rings that are not stowed flat may lead to failure 
of the landing gear to retract or extend. 
CHECK FOR 
*Downlock pin 
Downlock pin removed. 
Flotation Gear 
Bags for proper storage, covers for condition 
and security, bottles for proper pressure. 
Fluid Drains and 
Vents 
Leakage 
Fuel Sump Drain 
Drain - Check for water and visible 
contaminants. Adequate water drainage is 
provided only with the helicopter approximately 
level (less than 3° nose up or down). 
*Baggage 
Compartment 
Contents, fuel leakage, door secure 
*Fuel Filler Cap 
Fuel level, cap secure 
Thermal Relief 
Indicator Button 
Unpopped 
Engine Area 
General condition of engine. Check all 
accessible areas for obvious loose bolts, broken 
or loose connections, security of mounting 
accessories, broken or missing safeties, and 
evidence of fuel and/or oil leakage. 
 
 
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CHECK FOR 
Oil and Fuel Filter 
Bypasses Engine 1 
Unpopped 
Oil and Fuel Filter 
Bypasses Engine 2 
Unpopped 
NOTE: It is possible for the impending oil filter bypass indicator to 
extend during a start of a cold soaked engine, giving an 
erroneous indication of a dirty oil filter. If the impending filter 
bypass indicator is extended, run the engine until the oil is at 
operating temperature and push the indicator button in. If the 
button remains in throughout the normal speed range of the 
engine, the filter does not require cleaning. 
CHECK FOR 
*Inlet/Barrier Filter 
Damage and security. Must be free of 
accumulated debris, snow, ice, slush, etc. 
Main Rotor Head 
General condition 
Hydraulic Module - 
First Stage 
Proper fluid level, filter button, no leakage. 
Main Rotor Servo (If 
aircraft has been non-
operational for more 
than 2 hours in 
freezing 
temperatures) 
Attempt to manually move input link to Lateral 
and Aft Main Rotor Servos. 
Input link should move freely with no restrictions 
approximately ¼ inch. 
Rotor Brake 
Accumulator 
Proper fluid level, leakage 
WARNING: Specifically check the security of the aft engine cowl 
latches and straps just prior to each flight. 
CHECK FOR 
*All Engine and 
Transmission Doors 
and Cowls 
Condition, security including hinges, latches, 
camlocs, and straps. 
 
 
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CHECK FOR 
Left Cabin Sliding 
Door 
Proper operation, condition of window and 
sliding rails, security of window jettison handle. 
Retractable 
Boarding Step 
Condition and security 
*Copilot and Left 
Cabin Doors 
Proper operation, fit, condition, window clean 
and unscratched, condition of hinges and 
latches, security of jettison handles. Ensure 
keylocks unlocked (if installed) by physically 
opening each door from the outside. 
*Nose Gear Lockpin 
(copilot's side of 
console) 
Removed 
OEI Training Switch 
OFF 
*Copilot Seat Belt 
Security, if seat is to be unoccupied. 
Nose Flotation Gear 
Bottle 
Proper pressure 
Electrical 
Compartment 
Panels closed 
Windscreen Washer 
Fluid level 
Windscreen 
Glass clean and unscratched 
Windshield Wipers 
Clean, wear, condition 
T0 Sensor 
Clean, free of obstructions 
Nose Gear 
CompartmentTire inflation, strut extension, doors and gear 
actuator rods properly attached. 
Battery Vents (if 
equipped) 
Free of obstructions 
Nose Flotation Gear 
Panels 
Condition 
Pitot Tubes 
Covers removed, free of obstructions 
Searchlight or 
Landing Light 
Lens damage, proper stowage 
 
 
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CHECK FOR 
Emergency Blow 
Down Bottle 
Proper pressure 
OAT Source 
Free of obstructions 
Main Rotor Free to turn; walk rotor through 90° to next 45° 
position, as necessary. 
4.2 INTERIOR CHECK 
The weight and balance for takeoff and anticipated landing gross 
weight should be determined before takeoff and checked against the 
Loading Information contained in RFM Part 2, and Part 1, Operating 
Limitations. 
NOTE: Throughout the remainder of Section II, checks marked with a 
plus symbol (+) are required only before the first flight of each 
day. All other checks should be done before each flight. 
CHECK FOR 
Passenger briefing 
Performed. 
 General passenger briefing items are specified in MGO. 
 
CHECK FOR 
Cabin exits 
Secure, locked, and accessible 
Cargo 
Secure. 
Fire extinguishers 
Charged and secure 
First aid kit 
Sealed and secure 
Emergency locator 
transmitter 
Secure, antennas connected, switch to ARM. 
Required aircraft 
documents checked 
- Flight and Technical Log; 
- Flight Manual; 
- MEL; 
- Operations Specifications; 
- Emergency Response Plan; 
 
 
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CHECK FOR 
- Dispatch Release; 
- Balance Manifest; 
- Navigation Charts; 
- Airworthiness Certificate; 
- Registration Certificate; 
- Weight and Balance Sheet; 
4.3 BEFORE FIRST FLIGHT OF THE DAY 
Before the first flight of the day, pilots should perform the following 
procedures (these procedures should be done after the external checks). 
OVERHEAD PANEL 
Fire T Handles / Switch .................................................................. FWD/OFF 
On overhead control panel verify if T Handles are in forward position and 
if the FIRE EXT RESERVE-OFF-MAIN sw is in OFF position. 
Search and Landing Light ....................................................................... OFF 
On the copilot upper overhead switch panel verify if the SEARCH LT ON-
OFF-STOW sw is in OFF position and if the LAND LT OFF-ON sw is in 
OFF position. 
Emergency and HEELS Lights ................................................... TEST / OFF 
Move HEELS “ON-OFF-ARM” switch though each position. Confirm the 
HEELS lighting illuminates when switch is in the ON position and is 
extinguished in the OFF and ARM positions. 
Place switch in ARM position for flight. 
Passenger Advisory Light ........................................................... TEST / OFF 
On copilot overhead switch panel move the PASS ADV sw to FSB/NS 
position, and then verify if the NO SMOKING and FAST SEAT BELT lights 
go on. Passenger sign in cabin shall go on. 
After the test move back the sw to OFF position. 
Air Conditioner ........................................................................................ OFF 
On the air conditioning control panel verify if AIR COND OFF/FAN sw is 
in OFF position. 
Life Raft Deployment System ............................................................ CHECK 
 
 
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A. Check that the break-a-way wire securing the DEPLOYMENT 
HANDLE is in place and the handle is in stowed and secured position. 
B. Remove the pin from the deployment handle prior to over water flight. 
C. Ensure that the Ground Servicing Safety Pins are NOT fitted though 
the cabin floor inboard of the cabin door forward posts or cockpit 
deployment handle. 
System Check Complete. 
Heater Control Panel .............................................................................. OFF 
On overhead control panel verify if the BLEED OFF/ON and BLOWER 
OFF/ON switches are in OFF position. 
Verify if the HEATER rotate knob is in OFF position and the TEMP CONT 
rotate knob is in minimum position. 
Fire Extinguisher Switch ...................................................................... NORM 
On the after overhead switch panel, verify if EXT-FIRE 
SHORT/OPEN/NORM sw is in NORM position and if the TEST DET AFT 
BAG/NORM/FWD sw is in NORM position. 
Prime Switches ....................................................................................... OFF 
On the after overhead switch panel, verify if the No 1 ENG PRIME-OFF 
and No 2 ENG PRIME-OFF switches are in OFF position. 
Manual Reversion Switch ..................................................................... AUTO 
On the after overhead switch panel, verify if the ENGINE CONTROL No 
1 MAN-AUTO-No 2 MAN sw is in AUTO position. 
Rotor Brake ........................................................................................... TEST 
A. Rotor Brake handle ........................................ OFF, handle in detent 
B. Check Rotor Brake Light ............................... OFF 
C. Apply 2 Strokes, Check Rotor Brake Light .... ON AND 200 PSI 
MINIMUM PRESSURE 
D. For rotor brake off Start ................................. Release and check light 
OFF within 3 seconds. 
System Check Complete. 
Autopilots C/B Panel ..................................................................... CHECK IN 
On overhead C/B panel, verify all C/B IN. 
 
 
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Anti-Ice / Windshield Panel ..................................................................... OFF 
On pilot lower overhead switch panel: 
Verify if the ENG ANTI-ICE No 1 and No 2 switches are in OFF position; 
Verify if the WSHLD WIPER, WASH and HEAT switches are in OFF 
position. 
Standby Att Test ................................................................................... TEST 
A. External Power and Battery. .......................... OFF 
B. SBY ATT Switch ............................................ OFF 
SBY ATT and BAT TEST Legends are OFF 
C. SBY ATT Switch ............................................ DEPRESS 
The SBY ATT and ON legends (on the SBY ATT switch) illuminate. The 
Alarm OFF legend (on the BAT TEST switch) illuminates. The alarm tone 
sounds. The OFF flag pulls out of view after the gyro spins up. Standby 
Attitude indicator back lighting is on. 
D. BAT TEST Switch .......................................... DEPRESS and HOLD 
for 5 seconds 
Alarm ceases. SBY ATT and ON legends extinguish. The GOOD legend 
on the battery switch illuminates, indicating at least 75 % battery charge. 
E. BAT TEST Switch .......................................... RELEASE 
SBY ATT and ON legends illuminate. The GOOD legend extinguishes. 
F. SBY ATT Switch. ........................................... DEPRESS 
All legends and the instrument lighting extinguish. The OFF flag appears. 
System Check Complete. 
OEI Training ............................................................................................ OFF 
On copilot instrument panel, open the access door and verify if the DUAL 
ENG TRAIN LIM sw is in OFF position. 
Aux Fuel Panel...................................................................................... SHUT 
On AUX Fuel Panel verify if OPEN-SHUT sw is in SHUT position and 
confirm the valve position on position indicator located near the switch. 
Check fuel quantity on indicator and compare against planned fuel to 
auxiliary tank. 
 
 
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Ext. Power ..................................................................................... OFF or ON 
When sufficient battery power may not be available use external power. 
On Pilot’s Upper Switch Panel place the EXT PWR OFF/ON sw in ON 
position. 
Before place the EXT PWR OFF/ON sw in ON position observe if the EXT 
PWR yellow light is illuminate on Center Console. 
Battery Switch ........................................................................................... ON 
On pilot’s overhead switch panel place the BATT OFF-ON sw in ON 
position. 
Observe IIDS Self-Test (PAST or FAIL). Wait until the end of test before 
engaging other switches, about 10 seconds. 
NOTE: If Engine Control Lever are not in the STOP position when 
power is applied to the aircraft, a DECU Total fault will be 
displayed until the engine control levers are placed in STOP. 
Observe the fuel quantity and compare against the planned fuel. 
Select IIDS menu and then the ELEC page to check battery voltage 
(above 20v). 
Press IIDS menu for 3 seconds and observe if the fuel tanks are 
balanced. 
Fire Det. Test Switch ............................................................. FWD/AFT-BAG 
A. Fire Detector Test Switch .............................. FWD 
B. FIRE warning lights and T-handle lights should light and continuous 
tone, 250 Hz, should be heard. 
C. Press FIRE warning light capsules to reset tone. (PF) 
D. Fire Detector Test Switch .............................. NORMAL 
E. All FIRE warning lights off. 
F. FIRE Detector Test Switch ............................ AFT/BAG 
G. FIRE warning lights and T-handle lights should light and continuous 
tone, 250 Hz, should heard. 
NOTE: If external power is in use, the AFT BAG SMOK warning light 
will go on. 
 
 
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H. Press FIRE warning light capsules to reset tone. (PM) 
I. Fire Detector Test Switch .............................. NORMAL 
J. ALL FIRE warning lights off. 
System Check Complete. 
CENTRE CONSOLE 
Circuit Breakers ................................................................................... ALL IN 
On Upper and Lower Circuit Breaker Panels check no breakers popped 
out with white circular ring in evidence. 
Utility Flood Light ............................................................................... CHECK 
A push-button switch and rheostat control are located on the rear of the 
light. The push-button turns on the light when the switch is held in. The 
rotating rheostat is used to adjust the brightness of the light. 
Bypass Switches ............................................................................. NORMAL 
On center console verify if EFIS BYPASS CPLT and PLT switches are in 
NORM position. 
CVR / FDR ............................................................................................ TEST 
A. Test Button .................................................... DEPRESS 
Check Light ......................................................... ON 
B. Test Button .................................................... RELEASE 
Check .................................................................. 35 seconds light out 
System Check Complete. 
ELT ....................................................................................................... TEST 
Caution: To prevent inadvertent deployment, verify that the safety 
strap is fitted to the beacon carrier, the left-hand beacon 
switch is set to off, and that the Control Panel switches 
are both set to off. 
A. Cockpit Control Panel Check. 
a) Ensure that the control panel ARMING switch, DPLY 
ARM_OFF_XMT ARM is in the OFF position (CENTER). 
 
 
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b) Ensure that control panel OPERATE switch DEPL OFF-XMT/RST is 
in the OFF position (CENTER). 
c) With reference to the aircraft maintenance manual apply power to 
the aircraft. 
d) Ensure ADELT circuit breaker is set. 
e) Check the Control Panel Illumination. 
f) Check the Control Panel D`PLY/XMT light is NOT illuminated. 
If continuously illuminated report to maintenance for correction: 
If flashing, immediately follow CPT-900 deactivation procedure. 
g) Check the control panel FR SW light is NOT illuminated, report to 
maintenance for correction. 
h) Check the control panel BATTERY light is NOT illuminated. 
i) Check the control panel SQUIB light is NOT illuminated. 
j) Check the aircraft IIDS ÄDELT SAFE” caption is ON. 
k) Press the momentary press to “TEST” button on the cockpit control 
panel and observe the led lights. 
 “SQUIB” Green L.E.D. will illuminate if the cartridge is 
serviceable. 
 “BATTERY” Green L.E.D. will illuminate if the deployment battery 
is available. 
 FR/SW Red L.E.D. will illuminate if this indicator is serviceable. 
 “D`PLYD/XMT will illuminate if the indicator is serviceable. 
l) Release the “TEST” button and ensure that the lights illuminated in 
step K) extinguish. 
WARNING: Deployment must not be carried out on the ground. 
 When the aircraft is not at operational readiness, a 
SAFETY STRAP HOOKED to the carrier prevents 
damage and injury in the event of accidental 
deployment. 
 Ground crew alert of activation is provided by an 
audible sounder with the CPT-900 beacon. 
System check complete. 
Instrument Light ...................................................................................... OFF 
 
 
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On lower console panel, verify if the FLT INST Lts rheostats (CPLT, PLT, 
NON FLT, GLR SHLD and LWR CNSL) are in OFF position. For night 
flights adjust as required 
Eng Failure Warning System ................................................................ TEST 
A. #1 and #2 ENG.OUT Warning lights ............. ON 
B. Engine Out Ground Test Switch. 
C. (Side of Console) ........................................... HOLD IN TEST 
Check 550 Hz and 700 Hz Tone Alternate 
D. Press ENGINE OUT warning capsules to reset tone. 
Warning lights will remain on. 
E. Engine Out Ground Test Switch .................... OFF(RELEASE) 
System checks Complete. 
Zapper Pulse Chip Det ......................................................................... TEST 
A. CHIP DET TEST Switch ................................. TEST 
B. IIDS 1ENG CHIP and 2ENG CHIP Caution LightsON 
C. 1 ENG CHIP/2 ENG CHIP CB`s .................... PULL/RESET 
D. IIDS 1ENG CHIP and 2ENG CHIP Caution Lights……….…..OFF 
E. TEST .............................................................. COMPLETE 
ESS BUS Recovery Switch .................................................................... OFF 
Landing Gear Handle .......................................................................... DOWN 
Verify if the LDG Handle is in DN position with three LDG GEAR green 
lights high illuminates and the UNLKD red light extinguish. 
Emergency Gear T-Handle .......................................................... IN / WIRED 
Verify if EMER DN TURN & PULL T-Handle is wired. 
Landing Gear Warning .......................................................................... TEST 
Push the LDG GEAR UP PUSH TO RESET push button (pilot or copilot 
side) and verify if the LDG GEAR UP PUSH TO RESET push button lights 
illuminate on both sides. 
Perform this test during preflight or other time when warning are not 
active. 
 
 
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A. Press and hold either LDG GEAR UP annunciator.B. If annunciator flashes and pulsed warning tone, 250 Hz, is heard, 
system is operative. 
C. If annunciator is on steady and no warning tone, ARINC 429 air data 
input has failed. In this case the 60 KIAS warning not function. 
INSTRUMENT PANEL 
IIDS / Warning Lights ......................................................................... CHECK 
A. IIDS REV Button………………………………….……PRESS 3 TIMES 
(Observe displays rotation anticlockwise) 
B. Test Button on IIDS Display………………………..PRESS, HOLD 
(Note: It`s not possible to check the LHP performance display until #2 DC 
PRIMARY is powered. All gauges will go from to top. If test fails FAIL will 
be indicated.) 
These additional lights should also be illuminated: 
a) Master warning indicator. 
b) Engine control lights, press to dim 
c) Landing gear unlock 
d) Fire Extinguisher test 
e) Float panel Test (if installed) 
f) OEI TRNG light 
C. Return Engine Display to Center position 
BV / Over Speed Lights ............................................................................ ON 
On the IIDS observe if a green “BV” indication for each engine is 
displayed above the N1 column and if a yellow “O/S” indication for each 
engine is displayed above N2 column. 
Engine Instruments ........................................................... CHECK/NORMAL 
On the IIDS observe if all engine parameters are within normal range. 
Fuel System / Quantity ...................................................................... CHECK 
On the IIDS press MENU button for 3 seconds and verify enough fuel 
quantity for intended flight (on Engine screen). Observe if the fuel tanks 
are balanced too. 
 
 
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Battery Voltage ................................................................ ABOVE 22 VOLTS 
On the IIDS press MENU button and ELEC soft key (on Engine screen) 
to present the volt/ammeter page. Check the battery voltage is above 22 
volts. 
Radar ...................................................................................................... OFF 
Float Test Panel .............................................................................. NORMAL 
On Float Test Panel verify if the FLOAT TEST/NORM sw is on NORM 
position. 
GEN / OVSP Test Switches ............................................... OFF/CENTERED 
On Test Panel verify all switches on OFF position (centered). 
Cycles Count......................................................................................... NOTE 
On the IIDS press MENU button and MAINT soft key on Performance 
screen to provide access to additional soft key CYCLE COUNT. 
Press CYCLE COUNT soft key and take note of the information displayed 
on flight log book. 
Clocks ...................................................................................................... SET 
Adjust the correct local time. 
Ext. Power ............................................................................................... OFF 
Battery ..................................................................................................... OFF 
Cabin Equipment ........................................................................ ON BOARD 
Verify if the following equipment is on board: Flashlights, First aid kit, Life 
raft and Life vest. 
REMARK: BEFORE FIRST FLIGHT OF THE DAY CHECKS are to be 
performed either by the PIC or SIC. 
4.4 BEFORE START 
Parking Brake .............................................................................. RESET/ON 
To set the parking brakes press pedals, pull up on brake handle, and 
then release pedals. 
Before First Flight Check ............................................................ COMPLETE 
Make sure that First Flight Check was performed previously. 
 
 
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Pins (Off Shore “6”)/Plugs/Chocks/ELT Safety Strap .................. REMOVED 
Verify if all pin, plugs, safety straps and chocks were removed and 
stocked correctly. 
Battery Switch ........................................................................................... ON 
NOTE: If Engine Control Lever are not in the STOP position when 
power is applied to the aircraft, a DECU fault will be displayed 
until the engine control levers are placed in STOP. 
Ext. Power .................................................................................................. AR 
(If available) On Pilot’s Upper Switch Panel place the EXT PWR 
OFF/ON sw in ON position. 
Master Start .............................................................................................. ON 
On Pilot’s Upper Switch Panel place the MASTER START OFF/ON sw 
in ON position. 
DC / AC Generator ................................................................................... ON 
On Pilot’s Upper Switch Panel place the GEN DC1 and DC2 
RESET/OFF/ON switches in ON 
If AC generator is installed, place the GEN AC TEST/OFF/ON sw in ON 
position. 
Inverters .................................................................................................. OFF 
On Pilot’s Upper Switch Panel verify if INVERTERS No 1 and No 2 
OFF/ON switches are on OFF position. 
Anti-collision/ Pos Light ...................................................................... ON/ AR 
On the copilot upper overhead switch panel place ANTI COLL 
TOP/OFF/BOTH sw in TOP position and STROBE/POS POS-OFF-
BOTH sw in POS position. 
PASS ADV lights ....................................................................................... AR 
On the copilot upper overhead switch panel place PASS ADV FSB/NS-
OFF-FSB in FSB/NS position. 
Levers ................................................................ OFF / X FEED / FORWARD 
On Engine Control Quadrant verify if the No 1 and No 2 ENG Control 
Levers are in STOP position. 
Place the No1 and N2 ENG Fuel Levers on XFEED position. 
 
 
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Verify if the ENG 1 and ENG 2 EMERG T Handles are in forward 
position. 
Heater / Air Conditioner .......................................................................... OFF 
On Heater Control Panel verify if BLEED OFF/ON sw is in OFF position 
and if BLOWER OFF/ON sw is in OFF position. 
C/B Panel ...................................................................................... CHECK IN 
On Circuit Brake Panel check no breakers popped out with white 
circular ring in evidence. 
Stick Trims ................................................................................................ ON 
On Lower Center Console observe if the STICK TRIM CLTV, CYCLE, 
and YAW Master switches are with “ON” green lights lit. 
Compass Control Switch .................................................................... SLAVE 
On Compass Control Panel verify if both SLAVE/FREE switches are in 
SLAVE position. 
Instruments Lights ................................................................... AR(BRT/DIM) 
Adjust as required. 
Collective Switch ......................................................................... CENTERED 
On both collectives verify if the SERVO No 1/No2 switches are 
centered. 
DECU ......................................................................................... NO FAULTS 
Press DECU FAULT switch and on IIDS check for present Total, 
Degraded or Minor fault. 
NOTE: Any DECU faults shown as previous flight status (shown in 
white versus magenta) will be erased during engine start. 
Essential Bus Recovery Switch .............................................................. OFF 
On the right vertical side panelof the center console verify if the ESS 
BUS RCVRY sw is in OFF position. 
30 Seconds OEI Lights ........................................................................... OFF 
On the IIDS observe if a upper green 30 seconds light is displayed 
above the N1 column. 
 
 
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BV/ Over Speed Lights ............................................................................. ON 
On the IIDS observe if a green “BV” indication for each engine is 
displayed above the N1 column and if a yellow “O/S” indication for each 
engine is displayed above N2 column. 
FUEL ............................................................................... QUANTITY CHECK 
On the IIDS press MENU button for 3 seconds and verify enough fuel 
quantity for intended flight. Observe if the fuel tanks are balanced too. 
Stand by Attitude Indicator ........................................ ARM / BATTERY TEST 
With all power off, press SBY ATT switch - SBY ATT and ON on the 
SBY ATT switch and BATT TEST ALRM OFF on the BATT TEST switch 
will illuminate, the alarm will sound, the attitude gyro will start to spin up, 
and its flag will disappear. 
BATT TEST switch - Press and hold for five seconds. The alarm will 
stop. All legends on the SBY ATT switch will extinguish. GOOD on the 
battery test switch will illuminate. 
BATT TEST switch - Release after five seconds. GOOD on the BATT 
TEST switch will extinguish and SBY ATT and ON on the SBY ATT 
switch will illuminate. 
Turn on aircraft power (battery or external). SBY ATT switch should 
continue to annunciate ON. 
Cage/uncage attitude indicator as necessary. Check PULL TO CAGE 
knob – In. 
Attitude indicator OFF flag – Retracted. 
Vary the pilot’s instrument dimmer and verify the standby attitude 
indicator lighting varies accordingly and tracks with the other pilot press 
instruments. Turn the pilot’s instrument dimmer all the way down. Verify 
the standby attitude indicator lighting is off. 
Aux Fuel Panel...................................................................................... SHUT 
On AUX FUEL Panel verify if the OPEN/SHUT sw is in SHUT position. 
ATIS .................................................................................................. INF____ 
Copilot sets the ATIS frequency on VHF 2 and receives the ATIS 
information. 
Start Clearance ............................................................................... RECEIVE 
SIC receives start engine clearance from tower or ground control. 
 
 
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4.4.1 BEFORE START CHECKLIST 
Challenger Response Performed 
By 
Parking Brake RESET/ON RSP 
Before First Flight Check COMPLETE PF 
Pins(offShore“6”)/Plugs/Chocks/ELT 
Safety Strap. 
REMOVED RSP/LFP 
Battery Switch ON RSP 
Ext. Power AR RSP 
Master Start ON RSP 
DC / AC Generator ON RSP 
Inverters OFF RSP 
Anti-collision/ Pos Light ON/ AR LSP 
PASS ADV lights ON LSP 
Levers OFF/XFEED/FORWARD PF 
Heater / Air Conditioner OFF LSP 
C/B Panel CHECK IN PF 
Stick Trims ON PF 
Compass Control Switch SLAVE PF 
Instruments Lights AR(BRT/DIM) PF 
Collective Switch CENTERED RSP/LSP 
DECU NO FAULTS PF 
Essential Bus Recovery 
Switch 
OFF RSP 
30 Seconds OEI Lights OFF PF 
BV/ Over Speed Lights ON PF 
FUEL QUANTITY CHECK PF 
 
 
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Challenger Response Performed 
By 
Stand by Attitude Indicator ARM / BATTERY TEST PF 
Aux Fuel Panel SHUT LSP 
ATIS INF____ PM 
Start Clearance RECEIVE / AR PM 
4.5 STARTING ENGINES 
Rotor Brake ................................................................................... OFF or ON 
The normal procedure is rotor brake in OFF position. 
Verify Rotor Brake handle in OFF position (handle in detent). Check 
ROTOR BRAKE Caution light off. 
When necessary (wind more than 25 kt) or at PIC’s discretion, move the 
Rotor Brake handle to ON position. Normally 2 strokes will be required 
to achieve the minimum pressure of 200 psi. Check ROTOR BRAKE 
Caution light on and pressure gage for at least 200 psi. 
CAUTION: Rotor brake limits are as follows: With blades positioned 
45° to the longitudinal axis and rotor brake applied in 
accordance with procedures, one or two engines may be 
started and run at idle without time limitation. 
 Engine operation with cowling open or unlatched is 
prohibited. 
 If rotor should begin to turn during start with the rotor 
brake on, shut down the engine(s) or release the rotor 
brake. See Emergency Procedures for details. 
Radio Master Switch ............................................................................... OFF 
Area / Fire Guard ............................................................ CLEAR/GUARDED 
Prior to start engine make sure if the area is clear and where a fire 
guard is required ensure the fire guard is present. 
WARNING: Passengers and crewmembers should not be allowed 
to approach or depart the helicopter directly from the 
front because of rotor clearance, especially at low rpm 
and with gusty wind conditions. 
 
 
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Start Briefing ............................................................................... COMPLETE 
START BRIEFING EXAMPLE: 
Today we’ll start ENG #1. We are going to abort in case of hang start, hot start 
or engine fire. In case of fire, identify, combat fire, rotor break and evacuate to 
the right. 
Do you have any questions? 
Start First Engine ........................................................................ COMPLETE 
Engine lever ........................................................ IDLE detent 
Starter button ...................................................... Press and release 
Observe increasing N1, check that the DECU controls T5…..Monitor 
limits 
Engine will automatically shut down if T5 reaches 840º but this does not 
prevent the pilot from abort the start if the rate of T5 increase is 
excessive 
Oil pressure…………………………………Above 24 psi warning light off 
Engine oil temperature ....................................... Check 
 
NOTE: 
 At idle, 48 to 52% N1, check No. 1 DC GEN caution light off 
(confirmation of starter dropout). 
 The duration of a normal start is 15 to 30 seconds. 
 When starting with rotor brake off, check that overspeed caution light 
goes off with N2 greater than 25%. Overspeed system warning light will 
remain on with rotor brake on. 
 
When necessary to abort a start engine: 
The start is aborted by depressing the trigger and retarding the engine 
lever to STOP. Consider motoring the engine if T5 fails to decrease 
normally. If an abort is performed at ambient temperatures below –10°C, 
motor the engine to achieve a T5 of 130°C or colder before attempting a 
subsequent start. 
Starter limits 
 
 
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Starter use limits vary depending on whether or not fuel ignition (light-off) 
occurs in the engine. 
 With fuel ignition, the starter limits are: 
 60 second start ON………..60 second interval; 
 60 second start ON………..15 minute interval. Repeat cycle. 
 Without fuel ignition the limits are 
 30 second ON………………30 second interval; 
 30 second ON………………15 minute interval. Repeat cycle. 
Engine instruments ......................................................... CHECK / NORMAL 
On the IIDS observe if all engine parameters are within normal range. 
ExternalPower........................................................ OFF / DISCONNECTED 
On Pilot’s Upper Switch Panel place the EXT PWR OFF/ON sw in OFF 
position. 
Request maintenance personnel to remove the EXT PWR and observe 
if the EXT PWR yellow light is extinguished on Center Console. 
Rotor Brake (If ON, Release) ................................... RELEASE / LIGHT OFF 
Pull the handle backward. Ensure that the brake handle is in detent 
(OFF position). This will ensure activation of the pressure release valve. 
Check that within 3 seconds the ROTOR BRAKE Caution light is 
extinguished and system pressure on the gauge is 0 psi. 
Over Speed Light .................................................................................... OUT 
Check if overspeed warning light goes off when N2 exceeds 25%. 
Transmission Oil / Hydraulic System ................................................. CHECK 
Check IIDS for normal range, MGB PRESS warning light and SERVO 
SYS caution lights Off. 
First Engine ........................................................................................ 70% N1 
Engine lever - Move forward towards FLY (70% N1) while positioning 
cyclic to minimize droop stop interference. 
NR ...................................................................................................... 65-70% 
Observe 65 to 70% NR 
# Flight Control Servo System & Stick Jump ........................................ TEST 
 
 
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A. Collective ........................................................ 65% to 70% NR / Full 
down 
Observe droop stops out. 
CAUTION: If flight controls do not respond correctly or a restriction 
in control motion is evident during operation on either 
isolated hydraulic system, move servo switch to center 
(both ON) and proceed with shutdown. 
 Do not move flight control servo switch from ON during 
flight, except in case of emergency where it is necessary 
to turn off a malfunctioning servo stage 
Move all flight controls through a displacement of 1 inch from trimmed 
position, checking for binding or roughness. Observe tip-path plane for 
proper response. 
B. RH Pilot SERVOS sw ..................................... No 1 OFF 
Place RH Pilot SERVOS sw to No 1 OFF position. Note that No 1 
SERVO SYS caution light goes on immediately. There should be no 
jump in controls. Check flight controls as above. 
C. RH Pilot SERVOS sw .................................... No 2 OFF 
Place rapidly RH Pilot SERVOS sw to No 2 OFF position. Note that No 
1 SERVO SYS caution light goes off and No 2 SERVO SYS caution 
light goes on immediately. There should be no jump in controls. Check 
flight controls as above 
D. RH Pilot SERVOS sw .................................... ON / centered 
Place RH Pilot SERVOS sw centered. Both servo pressures normal and 
both caution lights off 
IIDS Electrical Page ......................................................................... 100 Amp 
On the IIDS press MENU button and ELEC soft key (on Engine screen) 
to present the volt/ammeter page. Check DC AMPS below 100 Amp. 
Start Second Engine ................................................................... COMPLETE 
START 2nd ENGINE BRIEFING EXAMPLE: 
Standard briefing, however shutting the other engine off before applying rotor 
break. 
 
 
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Proceed as the first engine. 
Over Speed Light .................................................................................... OUT 
Check if overspeed warning light goes off when N2 exceeds 25%. 
Second Engine................................................................................... 70% N1 
Engine lever - Move forward towards FLY (70% N1). 
Aux Fuel Panel...................................................................................... SHUT 
On AUX FUEL Panel place the OPEN/SHUT sw in OPEN position and 
check transfer fuel indication. 
Place back the OPEN/SHUT sw in SHUT position. 
GPS .......................................................................................................... ON 
Turning on and observe the unit performs the seft-test. 
When the database confirmation page appear check the current 
database information. 
 
4.5.1 STARTING ENGINES CHECKLIST 
Challenger Response Performed By 
Rotor Brake OFF or ON RSP 
Radio Master Switch OFF RSP 
Area / Fire Guard CLEAR/GUARDED RSP/LSP 
Start Briefing COMPLETE PF 
Start First Engine COMPLETE PF 
Engine instruments CHECK / NORMAL PF 
External Power OFF / DISCONNECTED RSP 
Rotor Brake (If ON, 
Release) 
3 SEC LIGHT OUT RSP 
Over Speed Light OUT PF 
Transmission Oil / 
Hydraulic System 
CHECK PF 
First Engine 70% N1 PF 
 
 
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Challenger Response Performed By 
NR 65-70% PF 
Flight Control Servo 
System 
TEST PF/PM 
Stick Jump TEST PF 
IIDS Electrical Page 100 Amp. PM 
Start Second Engine COMPLETE PF 
Over Speed Light OUT PF 
Second Engine 70% N1 PF 
GPS ON PM 
4.6 AFTER START 
Engine instruments ......................................................... CHECK / NORMAL 
On the IIDS observe if all engine parameters are within normal range. 
Fuel Levers ....................................................................................... DIRECT 
Place the No1 and N2 ENG Fuel Levers on DIRECT position. 
Inverters .................................................................................................... ON 
On Pilot’s Overhead Upper Switch Panel place INVERTERS No 1 and 
No 2 OFF/ON switches in ON position. 
Heater / Air Conditioner ............................................................ AS DESIRED 
On Copilot’s Overhead Switch Panel place AIR COND OFF/FAN sw in 
FAN position and HI/FAN/LO sw as desired. 
Keep heater in OFF position. 
Note: Activate the air conditioning system only when both 
generators are operating. Do not retard the No 2 engine to idle 
with the air conditioning system on, due to the heavy 
generator loading. 
 Engine ground operations below 70% of N1 with air 
conditioner ON may cause loss of avionics systems. 
 
 
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Smoke Detector Baggage ..............................................................AFT TEST 
Fire detector test switch ........................................... AFT/BAG. 
The AFT BAG SMOK warning light on the IIDS should illuminate. Also, 
fire warning lights and T-handle lights should illuminate and continuous 
tone should be heard. 
Return fire detector test switch to NORM. All fire lights will go off. 
NOTE: If a fire should occur in the baggage compartment, only the 
AFT BAG SMOK warning light will go on. (The continuous tone 
will not be heard.) 
Emergency and HEELS Lights .......................................................... ARMED 
On Copilot’s Overhead Panel place the EMER LTS ON/OFF/ARM sw 
and HEELS ON/OFF/ARM sw in ARM position. 
EMS Power sw........................................................................................... AR 
Only for Emergency Medical Service Helicopters: 
Place the EMS power sw in ON position. See OMNI’s EMS Helicopters 
Operations Manual (Manual Aeromédico). 
EFIS /Radio Master .................................................................................. ON 
Verify RADIO MASTER sw on NORM position and the BYPASS 
switches (EFIS MASTER 1 and EFIS MASTER 2) on NORM position. 
Radar ....................................................................................................STBY 
Place Radar in STBY 
# N1 ...................................................................................................... TEST 
With flat collective pitch, steady - stat engine conditions compare upper 
N1 indication to lower N1 indication as follows: 
A. IIDS Performance Display Menu .................... PRESS 
B. N1 Test ........................................................... SELECT 
C. N1 Test ........................................................... PRESS 
(Check that the digital N1 test values are within 0,2% N1 of the normal 
IIDS digital display. N1 TEST times out in 8 seconds.) 
System check completed 
 
 
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# EFIS ................................................................................................... TEST 
A. EFIS display controller ................................... PRESS TEST BUTTON 
B. ALL Flags ....................................................... CHECK 
C. FD annunciation light ..................................... ILLUMINATED 
D. Check comparator warnings .......................... ATT/HDG/ADC/RA ON 
Check “PASS” message. 
System Check completed 
# AHRS ................................................................................................. TEST 
A. Test Button ..................................................... PRESS AND HOLD 
Check: 
a) Pitch +5 nose up. 
b) Roll +45 right wing down. 
c) HSI heading 015 degrees. 
d) ROT right turn. 
B. Test Button ..................................................... RELEASE 
System Check completed 
NOTE: This test is inhibited in flight. 
# EGPWS .............................................................................................. TEST 
NOTE: It may take 2-5 minutes after power-up before the GPS has 
acquired a sufficient number of satellites for proper operation. 
A. EGPWS INOP and TERR INOP Lights .......... OFF 
B. EGPWS TEST Switch .................................... PRESS 
NOTE: The Self-Test annunciates are 6dB lower than the normal 
audio. 
C. EGPWS TEST Switch .................................... PRESS AGAIN 
NOTE: Observe Trend check NO FAULTS. 
System Check completed 
# TCAS ................................................................................................. TEST 
A. Turn the SMALL RIGHT knob to select the Traffic Page. 
 
 
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B. From the Traffic Page, press MENU to display the Page Menu. 
C. Turn the SMALL RIGHT knob to select “SELF TEST?” and press 
ENT. 
VOICE: Skywatch System Test Pass. 
System Check completed 
NOTE: NOT AVAILABLE FOR AIRCRAFT WITH GARMIN 500 NON 
WAAS. 
# Floats ................................................................................................. TEST 
Make this check for electrical continuity daily before all anticipated 
overwater flights. DC external power must be available or DC 
Generators must be operating to make this test. 
A. Flotation Test Switch ...................................... TEST 
Check RED WARNING indicator light ON 
B. Floats Arming Switch ..................................... ARMED 
Check FLOATS ARMED Advisory Light ON 
C. Floats Inflation Switch (Pilot and Co-Pilot Cyclic)....PRESS 
Check Test 1 and Test 2 Green Indicator Lights 
D. Flotation Arming Switch ................................. OFF 
Check FLOATS ARMED Advisory Light OFF 
E. Flotation Test Switch ...................................... NORMAL 
Check RED WARNING indicator light OFF 
System Check completed 
# AFDS ................................................................................................. TEST 
A. FLOATS Arming Switch ................................. OFF 
B. AFDS Light Switch ......................................... HOLD ON 
C. PASS Light ..................................................... ILLUMINATED 
D. AFDS Test Switch .......................................... RELEASE 
NOTE: 
 
 
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 If PASS Light Fails to Illuminate place AFDS controller Isolate 
Switch – ISOLATE. 
 The floatation system is available but must be manually deployed if 
required. 
System Check completed 
# Barrier Filter ....................................................................................... TEST 
A. Test Button ..................................................... PRESS AND HOLD 
B. Segment Lights .............................................. ILLUMINATED 
C.CHECK, MAINT, CAUT .................................. ILLUMINATED 
D. IIDS ................................................................ CHECK BAR FILT ON 
E. IIDS ................................................................ PWR ASSURANCE ON 
F. Test button ...................................................... RELEASE 
G. Segment Lights .............................................. EXTINGUISHED 
H. Reset Button .................................................. PRESS / HOLD 5 SEC 
ALL CONDITION LIGHTS EXTINGUISHED 
If power assurance advisory is ON: monitor primary engine instruments. 
Normal operation may continue. Engine performance may be degraded. 
If possible, avoid maneuvers that require high power applications. 
#Radar .................................................................................................. TEST 
CAUTION: no personnel may be within 30 ft (all angles) and no 
buildings or fueling operations within 100 ft. 
Select ARC mode and adjust WX DIM to view WX test pattern. 
Select TEST mode and observe: 
 Noise Band 
 Color Bands 
 Range Marks 
 FAIL Codes 
Check: 
 Range Control 
 
 
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 Target 
 Variable Gain 
 SCT 
 VRM modes as desired 
Return to STBY Mode. 
Radios ...................................................................................................... SET 
VHF 2 VHF 1 
APP 
ACC 
TWR 
Oil Rigs and Ships 
Company 
Air to Air 
Arrival ATIS 
GPS ...................................................................................... SET / # CHECK 
Pilots should create and active a Flight Plan and insert a SID and 
waypoints, verifying proper entry of their ATC assigned route upon initial 
clearance and any subsequent change of route; 
Pilots should ensure the waypoints sequence, depicted by their 
navigation system, matches the route depicted on the appropriate 
chart(s) and their assigned route. 
For further details see Section 8, item 8.3 – Flight Plan. 
Stand by Attitude Indicator ............................................................UNCAGED 
Verify attitude indicator ungage and no flag. 
ADELT .................................................................................... XMT / ARMED 
On Center Console place ADELT in XMT/ARM position and observe if 
ADELT SAFETY light is extinguished on IIDS. 
Both Engine Levers ................................................................................. FLY 
Move both Engine Levers to FLY position. 
# Inverters ............................................................................................. TEST 
Dual Static Inverter – Check (without AC GEN backup) 
a. No.1 and No.2 inverter ................................... OFF 
b. 1 and 2 INV FAIL caution light ........................ ON 
 
 
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c. 1 and 2 AHRS caution light ............................. ON 
d. No.1 inverter................................................... ON 
e. 1 INV FAIL caution light .................................. OFF 
f. 1 and 2 AHRS caution light ............................. OFF 
g. No.2 inverter ................................................... ON 
h. 2 INV FAIL caution light .................................. OFF 
i. No.1 inverter .................................................... OFF 
j. 1 INV FAIL caution light ................................... ON 
k. 1 and 2 AHRS caution light ............................. Remain OFF 
l. No.1 inverter .................................................... ON 
m. 1 INV FAIL caution light ................................. OFF 
NOTE: When both AHRS are operational with one inverter turned 
OFF, inverter switching is operational. 
Dual Static Inverter – Check (with AC GEN backup) 
NOTE: During steps b. and d., a 1 INV FAIL or 2 INV FAIL will appear 
on the IIDS. During steps f, a 1 INV FAIL and 2 INV FAIL will 
appear on the IIDS. 
a. AC generator .................................................. OFF 
b. No.2 inverter - ON and No.1 inverter - OFF 
Observe that when rotating the course #1 and course #2 knobs on the 
Remote Instrument Controller, the Pilot and Co-pilot´s course pointers 
on each EHSI will move in the direction of knob movement. 
c. No. 1 inverter .................................................. ON 
d. No. 2 inverter .................................................. OFF check as in step b. 
above 
e. AC generator .................................................. ON 
f. Both inverters ................................................... OFF check as in step b. 
above 
 
 
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g. AC generator,.No.1 inverter and No.2 inverter - ON 
NOTE: When both course pointers are inoperative during steps b or 
d, an inverter is inoperative. When one course pointer is 
inoperative during steps b or d, inverter switching is 
inoperative. 
System Check completed 
# OEI Selection ..................................................................................... TEST 
A. RHP Engine Lever #2 .................................... PULL, SLIGHTLY AFT 
B. Engine #1 N1 indicator ................................... 2 MIN (Arm light ON) 
C. Collective OEI Switch ..................................... SELECT MCP (No light) 
D. Collective OEI Switch ..................................... SELECT 30 SEC (Arm 
light on) 
E. Collective OEI Switch ..................................... SELECT 2 MIN (Arm 
light on) 
F. Engine Lever #2 ............................................. FLY 
G. Collective OEI Switch .................................... SELECT 2 MIN (Arm 
light out) 
REPEAT WITH ENGINE #1 AND LHP. 
System Check completed 
# DAFCS ............................................................................... SYSTEM TEST 
Perform this test with the aircraft reasonable level and Engine matched 
AC and DC electrical power normal and no flags. Level 1 pass is 
required prior to IFR flight. 
A. Autopilot Controller TEST Switch ................... ON 
B. When AP 1 ON light Flashes ......................... DEPRESS 
REMAIN CLEAR OF CONTROLS 
CAUTION: During these tests, the rotor tip plane is actually being 
deflected outside the aircraft. Use caution not to 
endanger persons or objects near the helicopter rotor 
disk. Guard Collective to protect against uncommanded 
collective (up) runaway. 
 
 
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C. When AP 2 ON Light Flashes ........................ DEPRESS 
REMAIN CLEAR OF CONTROLS 
D. Check for error codes on the AL-300. Pressing SBY sequences 
though any codes. 
E. When END 1 is displayed – Press autopilot controller TEST switch to 
end test. (Press SBY to continue to level 2.) 
NOTE: Autopilot should not be engaged until passing level 1 test. 
Level 1 System Check Completed. 
If Level 1 test fails repeatedly, use Level 2 test for additional 
troubleshooting. Continue to press the flash simultaneously. This is a 
bulb check. Each indicator may be pressing SBY twice. The Level 2 test 
will terminate with a flashing TEST indication. Press TEST to end. 
Engine instruments ......................................................... CHECK / NORMAL 
On the IIDS observe if all engine parameters are within normal range. 
4.6.1 AFTER START CHECKLIST 
Challenger Response Performed By 
Engine Instruments CHECK / NORMAL PM 
Fuel Levers DIRECT PF 
Inverters ON RSP 
EMS Power Switch AR PM 
Heater / Air Conditioner AS DESIRED LSP 
Smoke Detector Baggage AFT TEST PM 
Emergency and HEELS 
Lights 
ARMED LSP 
Radar CB IN PM 
EFIS /Radio Master ON RSP 
Radar STBY PM 
# N1 TEST PF 
 
 
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Challenger Response Performed By 
# EFIS TEST PF/PM 
# AHRS TEST PF 
# EGPWS TEST PF 
# TCAS TEST PM 
# Floats TEST PF/PM 
# AFDS TEST PF 
# Barrier Filter TEST PF 
#Radar TEST PF 
Radios SET PM 
GPS SET / # CHECK PM 
Standby Attitude Indicator UNCAGED PF 
ADELT XMT – ARMED PM 
Both Engine Levers FLY PF 
# Inverters TEST RSP 
# OEI Selection TEST PF/PM 
# DAFCS SYSTEM TEST PF 
Engine instruments CHECK / NORMAL PF 
4.7 TAXING 
All doors / locks .................................................................................. CHECK 
On Center Console check DOOR OPEN WARN lights off and on IIDS 
observe DOOR OPEN Caution light off. 
Autopilots ................................................................................................ OFF 
On Center Console verify AP1 and AP2 OFF. 
DECU ......................................................................................... NO FAULTS 
On Center Console or on collective press DECU FAULT switch and on 
IIDS check for present Total, Degraded or Minor fault. 
Engine instruments ......................................................... CHECK / NORMAL 
 
 
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On the IIDS observe if all engine parameters are within normal range. 
FUEL ............................................................................... QUANTITY CHECK 
On the IIDS press MENU button for 3 seconds and verify enough fuel 
quantity for intended flight (on Engine screen). 
Landing / Search Light ............................................................................... AR 
Set as desired. 
Area / Taxi .................................................................. CLEAR (THUMBS UP) 
Before taxiing pilots must visually confirm chocks out and receive 
thumbs up signal from the maintenance personnel. 
Ensure all loose articles are removed from the door and under front of 
disk. 
Parking Brake ......................................................................................... OFF 
Pressing either pilot’s right brake pedal releases the parking brake and 
the handle return (spring moves) to the retracted position. Hold the 
handle when releasing the brakes and do not allow the handle to drop 
as this may cause damage to the indication system. 
Wheel brakes/ Flt Inst ........................................................................ CHECK 
When taxiing press the toe brake pedals to check the brakes’ efficient. 
Check flight instrument indications. 
4.7.1 TAXING CHECKLIST 
Challenger Response Performed By 
All doors / locks CHECK PF 
Autopilots OFF PF 
DECU NO FAULTS PF 
Engine instruments CHECK / NORMAL PF 
FUEL QUANTITY CHECK PM / PF 
Landing / Search Light ON / AR LSPArea / Taxi CLEAR (THUMBS UP) PF 
Parking Brake OFF RSP 
Wheel brakes CHECK PF 
 
 
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Challenger Response Performed By 
Flight Instruments (HSI) CHECK PM 
4.8 PRE TAKEOFF 
Engine/ Fuel levers ................................................................. FLY / DIRECT 
Verify if the No 1 and No 2 ENG Control Levers are on FLY position and 
the No1 and N2 ENG Fuel Levers in DIRECT position. 
NOTA: PM should touch the levers to confirm the correct positions. 
Ensure “OUT OF FLY” Caution light is not displayed on the IIDS. 
Altimeters ............................................................................. SET / X CHECK 
Set according ATC and cross check (including STBY). 
Radios ...................................................................................................... SET 
Set according ATC. 
VHF 2 VHF 1 
APP 
ACC 
TWR 
Oil Rigs and Ships 
Company 
Air to Air 
Arrival ATIS 
Nav Aids /EFIS..................................................................... SET / X CHECK 
Ensure that the GPS and all traditional aids are tuned and set as 
required for the flight being conducted. 
Set and cross check both RHP and LHP EFIS displays. 
PF and PM should have the source display from his own side. An amber 
source displayed indicates that both pilots are using the same source. 
This should be corrected before takeoff. 
The only exception is the GPS (FMS). An amber source will be 
displayed when both pilots use it for navigation. 
A white source displayed indicates that the sources are reversed and 
should be corrected before takeoff. 
 
 
 
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Rad. Altimeter / Airspeed Bugs ................................................................ SET 
Set both DH bugs and analog RADALT bug to 200 ft. 
Set airspeed bugs as required. 
Heading Bugs / Course Selector ............................................................. SET 
Confirm the heading bugs setting and course selector. 
Performance Data / Take- off briefing ..................... COMPLETE 
The takeoff briefing is conducted by the crewmember designated as 
Pilot Flying (PF) for the flight leg (See item 2.11 for what takeoff briefing 
must include). 
a. Review the departure procedure (route and altitude, type of takeoff, 
significant terrain features, etc.). 
b. Review anything out of the ordinary. 
c. Review required callouts, unless standard calls have been agreed 
upon, in which case, a request for “Standard Callouts” may be used. 
d. Review the procedures to be used in case of an emergency on 
departure. 
e. As a final item, ask if there are any questions. 
f. State that the takeoff briefing is complete. 
 
EXAMPLE OF TAKEOFF BRIEFING: 
This will be a Performance Class 1 (or Class 2) takeoff, runway XX or intersection 
YY towards runway XX. 
If anything abnormal occurs before V1 (or VTOSS), with the exception of Blue Light, 
we’ll abort the takeoff and land ahead. 
If anything abnormal occurs after V1 (or VTOSS), I will fly the aircraft and you will 
assist me at my command. 
Nothing will be done, except for: positive rate, gear up and climb at V2 (or VBROC) 
up to the XX feet, which is our safety altitude. 
Once at the safety altitude, you call the TWR and ask for return to RWY XX, and 
then we’ll manage the emergency. 
Do you have any questions? 
Takeoff briefing: complete. 
 
 
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@ Engine Power Assurance .............................................................. CHECK 
See item 4.17 – Engine Power Assurance Check 
 
4.8.1 PRE TAKEOFF CHECKLIST (READ & DO) 
Item Task Performed By 
Engine/ Fuel levers FLY / DIRECT PM 
Altimeters SET / X CHECK PF/PM 
Radios SET PM 
Nav Aids /EFIS SET / X CHECK PF/PM 
Rad. Altimeter / Airspeed 
Bugs 
SET PM 
Heading Bugs / Course 
Selector 
SET PM 
Take- off briefing COMPLETE PF 
@ Engine Power 
Assurance 
CHECK PF/PM 
4.9 TAKEOFF 
NR ......................................................................................................... 107% 
Make sure 107% NR 
Parking Brake ......................................................................................... OFF 
Make sure parking brake OFF. 
Transponder.............................................................................................. ON 
Select mode ALT 
Autopilots / Flight Director ......................................................... ON / FD / AR 
Ensure that the flight director is selected to 1 or 2 as appropriate for the 
flying pilot and observe on FD SEL’s pushbutton the respective light ON. 
NOTE: The order in which the autopilots are engaged determines 
which flight director is active, FD 1 or FD2 and which flight 
computer functions as the master computer. 
 
 
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AL-300 / ALT. PRE ................................................................. SET / ARMED 
Set AL-300 to cleared or cruise altitude. ALT PRE may be engaged at 
this point (On the FD selected). 
Radar ..........................................................................................STBY or ON 
If required (due weather conditions) place WX Radar to ON, if not keep 
it on STBY. 
Nav. Lights .............................................................................................. POS 
On Copilot’s Overhead Switch Panel place STROBE/POS 
POS/OFF/BOTH sw in POS position. 
HISL/ANTI COLL/Strobes ............................................................ OFF/BOTH 
On Copilot’s Overhead Switch Panel place ANTI COLL TOP/OFF/BOTH 
sw in BOTH position. Keep the HISL TOP/OFF/BOTH sw in OFF 
position. 
NOTE: The White mode of operation (HISL) is intended for in-flight, 
daylight and VFR conditions. The system should be operated 
in the red mode (ANTI COLL) for all other operating condition. 
 When both white and red lights are switched on, the white 
light overrides the red light. 
 Both TOP and BOTTOM anti-collision lights must be operated 
during normal flight operation. 
 
WARNING: Turn off the white strobe light during operation near 
ground personnel or taxing aircraft. Do not operate the 
white strobe at night, in fog, mist or clouds or during 
IFR conditions. 
Landing / Search Light .............................................................................. ON 
If required by local traffic conditions aircraft landing lights should be 
turned on prior to Taxi. 
 
4.9.1 TAKEOFF CHECKLIST 
Challenger Response Performed By 
NR 107% PF 
 
 
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Challenger Response Performed By 
Parking Brake OFF RSP 
Transponder ON PM 
Autopilots / Flight Director ON / FD / AR PM 
AL-300 / ALT. PRE SET / ARMED PM/PF 
Radar STBY or ON PM 
Nav. Lights/Strobes/Hisl AR LSP 
Landing / Search Light ON LSP 
4.10 AFTER TAKEOFF / GO AROUND 
Landing Gear ............................................................................................. UP 
PF ensure a positive rate of climb is established and call for landing 
gear retraction. Observe that gear lights are extinguishes. 
Landing Light .......................................................................................... OFF 
Place the LAND LT OFF/ON sw in OFF position. 
Compass / Heading ......................................................... SLAVE / X CHECK 
On Compass Control Panel verify ifboth SLAVE/FREE switches are in 
SLAVE position. Cross check heading. 
 
 
4.10.1 AFTER TAKEOFF CHECKLIST (DO & READ) 
In order to preserve the crew’s situational awareness, this checklist should 
be done after leaving the traffic pattern. 
 
Item Task Performed By 
Landing Gear UP PM 
Landing Light OFF PM 
Compass / Heading SLAVE / X CHECK PM 
 
 
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4.11 CRUISE 
A cruise check is to be completed on first reaching cruise altitude / flight 
level. 
Cruise checks may be omitted at the commander's discretion during shuttle 
operations and flights of short distances that may hinder the completion of 
required descent /approach checks. Shuttle operations are defined as 
flights of 10 nm or less in VMC not requiring an instrument approach 
Altimeter / Rad Alt .................................................................................... SET 
Set the QNH on Pilot and Copilot Altimeters and crosscheck value 
inserted on each one. 
VNE .................................................................................................... CHECK 
Check the VNE on both EADI display. 
Fuel Flow / Quantity ........................................................................... CHECK 
On the IIDS press MENU button for 3 seconds and verify enough fuel 
quantity for intended flight (on Engine screen). 
Aux Fuel Panel........................................................................................... AR 
If Auxiliary Fuel Tank is installed, on AUX FUEL Panel place 
OPEN/SHUT sw in OPEN position and monitors fuel consumption. 
# Trend Check ................................................................................... NOTED 
See item 4.17 – Engine Power Assurance Check 
Search Light ............................................................................................... AR 
 
4.11.1 CRUISE CHECKLIST 
Challenger Response Performed By 
Altimeter / Rad Alt SET PF/PM 
VNE CHECK PF 
Fuel Flow / Quantity CHECK PF 
Aux Fuel Panel AR LSP 
# Trend Check NOTED PM 
Search Light AR LSP 
 
 
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Challenger Response Performed By 
RADAR AR PM 
4.12 APPROACH / DESCENT 
ATIS .................................................................................................. INF____ 
Insert the ATIS frequency on VHF radio, listen and copy information in 
order to prepare the arrival briefing. 
Aux Fuel Panel...................................................................................... SHUT 
If Auxiliary Fuel Tank is installed, on AUX FUEL Panel place 
OPEN/SHUT sw in SHUT position. 
Approach / Landing Briefing ....................................................... COMPLETE 
a. Identify airport and approach. 
b. Confirm primary NAV frequency tuned. 
c. Review airport elevation. 
d. Review MSA. 
e. Confirm CRS set. 
f. Confirm secondary navaids and RMI bearing pointers selected. 
g. Review initial and secondary altitudes. 
h. Review MDA or DH. 
i. Review speed for the approach. 
j. Review time on the approach. 
k. Review rate of descent. 
l. Review initial go-around instructions and set navaids if possible. 
m. Review airport diagram. 
n. Review approach lighting availability, VASI, parallel runways, length, 
etc. If circling to land, brief procedure to be used. 
o. Advise the PM of standard calls on the approach and any special 
instructions. (Call DME stepdown fixes with next altitude, time the 
approach from the FAF, advise runway in sight, etc.) 
p. Questions? State that the Approach / Landing briefing is complete. 
 
 
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Example of the Approach / Landing briefing – ON-SHORE: 
We will descend to 500 ft. At 3 NM of the airport we perform the On-
shore pre-landing checklist. 
We will perform the airfield traffic pattern to runway XX. 
Is anything abnormal occurs before the airfield traffic pattern we follow 
to landing. You inform the emergency to the TWR. 
Do you have any questions? The Approach / Landing briefing is 
completed. 
EXAMPLE OF APPROACH/LANDING BRIEFING (OFF-SHORE): 
We will descend to 500 ft. At 3 NM of the oil ring we’ll perform the Off-shore pre-
landing checklist 
We will fly over the rig, identify, crosscheck for winds, and check the approach. 
If anything abnormal occurs before decision, nothing will be done except for: 
positive rate, gear up and climb at VBROC up to the safety altitude XX ft. 
When we achieve safety altitude, you call the “Radio” and ask for return to 
“SBXX”. 
In case of landing over the water, I will deploy the floats and you set the 
SKYTRAC. 
Do you have any questions? 
Approach/Landing Briefing: Complete. 
Altimeter / RAD ALT ................................................................................ SET 
Adjust Pilot, Copilot and Standby Altimeter according ATC 
AL300/ALT PRE.............................................................................. SET/ARM 
Select the first altitude restriction on AL-300. 
Nav Aids / EFIS........................................................................ Set / X Check 
Set the GPS: 
Load a GPS approach if required; 
Tune, Set, Identify traditional aids if required; 
Select appropriate CDI source on both sides; 
Select Nav aid needle sources on both sides; 
Ensure the EFIS display is set as required and cross checked (PF/PM) 
 
 
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Search Light .............................................................................................. ON 
Place the SEARCH LT STOW/OFF/ON sw in ON position. 
Radar…………………………………………………………………………....ON 
 
4.12.1 APPROACH / DESCENT CHECKLIST 
Challenger Response Performed By 
ATIS INF____ PM 
Aux Fuel Panel SHUT LSP 
Approach / Landing 
Briefing 
COMPLETE PF 
Altimeter / RAD ALT SET PF/PM 
AL300 / ALT PRE SET / ARM RSP 
Nav Aids / EFIS Set / X Check PM 
Search Light ON LSP 
Radar ON PM 
4.13 PRE LANDING 
Gear .......................................................................... DOWN / TREE GREEN 
IAS max 120 KTS 
Place the Landing Gear Handle to DOWN position and check 3 green 
lights illuminated. 
Parking Brake ............................................................................................ AR 
Set as desired 
Landing / Search Light .............................................................................. ON 
Place the LAND LT OFF/On sw in ON position and keep the SEARCH 
LT sw in ON position. 
DECU ......................................................................................... NO FAULTS 
Press DECU FAULT switch and on IIDS check for present Total, 
Degraded or Minor fault. 
Radar ......................................................................................................... AR 
 
 
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If required (due weather conditions) place WX Radar to ON, if not keep 
it on STBY. 
Heading Bugs…………………..……Set heading bugs for missing approach 
 
FINAL APPROACH MEMORY ITEMS: 
 
LANDING GEAR ...................................DOWN 
PARKING BRAKE..................................APPLIED or RELEASED 
MARITIME UNIT ...................................IDENTIFIED (offshore) 
AUTHORIZATION .................................RECEIVED 
 
4.13.1 PRE LANDING CHECKLIST 
Challenger Response Performed By 
Gear DOWN /THREE GREEN PM 
Parking BrakeAR RSP 
Landing / Search Light ON LSP 
DECU NO FAULTS PM 
Radar AR PM 
Heading Bugs SET FOR MISSED 
APPROACH 
PM 
Final Approach Memory 
Itens 
Perform PF/PM 
 
4.14 AFTER LANDING 
Wheel brakes ..................................................................................... CHECK 
When taxiing check the brakes’ efficient. 
Autopilots ................................................................................................ OFF 
Radar .................................................................................................... STBY 
Transponder.......................................................................................... STBY 
Set transponder STBY 
 
 
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Landing/Search light/ANTICOLL/Strobes ............................................... OFF 
Place the LAND LT OFF/ON sw in OFF position, the SEARCH LT 
STOW/OFF/ON sw in OFF position. 
 
4.14.1 AFTER LANDING CHECKLIST 
Challenger Response Performed By 
Wheel brakes CHECK PF 
Autopilots OFF PM 
Radar STBY PM 
Transponder STBY PM 
Landing/Search 
light/ANTICOLL/Strobes 
OFF (DAY/NIGHT AR) PM 
4.15 SHUTDOWN 
Parking Brake ........................................................................................... ON 
 .....To set the parking brakes press pedals, pull up on brake handle, and 
then release pedals. 
Disc Horizontal ......................................................................................... SET 
Both Engine Levers ........................................................................... 70% N1 
Landing / Search light ............................................................................. OFF 
Air Conditioning..................................................................... FAN 1 MINUTE 
Place AIR COND/OFF/FAN sw in FAN position, wait one minute and 
then place the switch in OFF position. 
Clocks ............................................................................... START 1 MINUTE 
Standby Attitude Power Switch................................................CAGED / OFF 
Press the SBY ATT sw to turn it off and observe the legend annunciates 
OFF. Pull to gage knob in. 
GPS/RADAR ........................................................................................... OFF 
Pitot Heat ................................................................................................ OFF 
Place both PILOT HEAT OFF/ON switches in OFF position. 
 
 
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EFIS / Radio Master Switches ................................................................ OFF 
Verify if the RADIO MASTER BYPASS/OFF sw is in OFF position 
Vent Blower ............................................................................................. OFF 
On Heater Control Panel verify if BLEED OFF/ON sw is in OFF position 
and if BLOWER OFF/ON sw is in OFF position. 
Emergency and HEELS Lights ............................................................... OFF 
On Copilot’s Overhead Panel place the EMER LTS ON/OFF/ARM sw 
and HEELS ON/OFF/ARM sw in OFF position. 
EMS Power Switch / ADELT / Aux Fuel ................................................. OFF 
On Center Console place ADELT in OFF position and observe if ADELT 
SAFETY light illuminates on IIDS. 
Only for Emergency Medical Service Helicopters: 
Place EMS Power sw in OFF position. See OMNI’s EMS Helicopters 
Operations Manual (Manual Aeromédico). 
On AUX FUEL Panel verify if the OPEN/SHUT sw is in SHUT position. 
Controls ............................................................ CENTERED / DROOP STOP 
Flight controls centered and collective down. 
NOTE: The cyclic should be moved as required to prevent Droop Stop 
interference as the Main Rotor slows down. 
Clocks ................................................................................................... 1 MIN 
Air Conditioner ........................................................................................ OFF 
Verify AIR COND/OFF/FAN sw in OFF position, 
Both Engine Levers ................................................................................ OFF 
Move both ECL to IDLE position (50 ± 2% N1) then move ECL to STOP 
position. 
Air Conditioner ........................................................................................ OFF 
Verify AIR COND/OFF/FAN sw in OFF position, 
Fuel Levers ............................................................................................. OFF 
Move both fuel levers to OFF position. 
 
 
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Rotor Brake ................................................................................................ AR 
Set rotor brake as desired. If ON two strokes is required (check ROTOR 
BRAKE Caution light ON) 
NOTE: Normal Nr for rotor brake application with one or both engines 
at idle or with both engines shut down is 40% to 60% Nr. 
Maximum for shutdown is 65%. For emergencies with both 
engines shut off, rotor brake may be applied up to 107% Nr. 
Radios ..................................................................................................... OFF 
Set all radios OFF 
All Switches and Inst Lights .................................................................... OFF 
Set all switches and instruments lights off. 
Cycles Count......................................................................................... NOTE 
N1 cycles are recorded automatically by the IIDS and can be viewed if 
required by: 
MAINT soft key ................................................... Press 
CYL COUNT ....................................................... Press 4 times 
Battery ..................................................................................................... OFF 
Place BATT OFF/ON sw in OFF position. 
Pins / Plugs / Chocks / ELT Safety Strap .................................................. AR 
Check pins, plugs, chocks and safety strap in place. 
4.15.1 SHUTDOWN CHECKLIST 
Challenger Response Performed By 
Parking Brake ON RSP 
Disc Horizontal SET PF 
Both Engine Levers 70% N1 PF 
Landing / Search light OFF LSP 
Air Conditioner FAN 1 MINUTE LSP 
Clocks START 1 MINUTE PM 
 
 
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Challenger Response Performed By 
Standby Att Power Sw CAGED/OFF PM 
GPS / RADAR OFF PM 
Pitot Heat OFF RSP 
EFIS / Radio Master 
Switches 
OFF RSP 
Vent Blower OFF LSP 
Emergency and HEELS 
Lights 
OFF LSP 
EMS Power Switch / 
ADELT / Aux Fuel 
OFF PM 
Controls CENTERED/DROOP 
STOP 
PF 
Clocks 1 MIN PM 
Air Conditioner OFF LSP 
Both Engine Levers Idle – then Off PF 
Fuel Levers OFF PF 
Rotor Brake AR RSP 
Radios OFF PM 
All Switches and Inst 
Lights 
OFF PM 
Cycles Count NOTE PM 
Battery OFF RSP 
Pins / Plugs / Chocks / 
ELT Safety Strap 
AR PF/PM 
4.16 OFFSHORE HELIDECK / ONSHORE HELIPAD 
4.16.1 PRELANDING 
Gear ................................................................................... DOWN/3 GREEN 
IAS Max 120 kts 
 
 
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Place the Landing Gear Handle to DOWN position and verify 3 green 
lights on. 
Parking Brake ........................................................................................... ON 
To set the parking brakes press pedals, pull up on brake handle, and 
then release pedals. 
DECU .........................................................................................NO FAULTS 
PressOn Center Console or on collective press DECU FAULT switch 
and on IIDS check for present Total, Degraded or Minor fault. 
Compass ............................................................................................... FREE 
On Compass Control Panel verify if both SLAVE/FREE switches are in 
FREE position. 
Landing Site ................................................................................IDENTIFIED 
Both pilots must identify the landing site. 
Radar .................................................................................................... STBY 
Place WX Radar in STBY. 
Wind Direction.................................................................................... CHECK 
Establish contact with Oil Rig or Vessel, in order to update information 
about wind direction. 
Crane ................................................................. CHECK DOWN AND STOP 
Verify if cranes are down and stopped. 
Water Sense / AFDS ................................................................... LIGHT OFF 
Verify if water sense warning light and AFDS light (near Radar display) 
is not illuminated. 
NOTE: If water sense warning light or AFDS light is illuminated, do not 
arm the floats and return to base. 
a - PRE-LANDING CHECKLIST 
Challenger Response Performed By 
Gear DOWN/3 GREEN PM 
Parking Brake ON RSP 
 
 
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Challenger Response Performed By 
DECU NO FAULTS PM 
Compass FREE PM 
Radar STBY PM 
Water Sense / AFDS LIGHT OFF PM 
Landing Site IDENTIFIED PF/PM 
Wind Direction CHECK PF/PM 
Landing Briefing COMPLETE PF 
4.16.2 TRAFFIC PATTERN 
 
Challenger Response Performed By 
Landing Site Unit Confirmation PF/PM 
 
4.16.3 FINAL APPROACH 
Flight Direct...........................................................................................DCPL 
 At Final with 80kts and 500ft 
Floats ................................................................................ ARMED≤75 Knots 
On Pilot’s Overhead Upper Switch Panel place the FLOATS OFF/ARM 
sw in ARM position (< 75 kt). 
Landing Site ................................................................. CONFIRM / Identified 
The crew must identify the landing site. 
Heading bugs…………………………….Set missing approach heading bugs 
 
FINAL APPROACH MEMORY ITEMS: 
 
LANDING GEAR ...................................DOWN 
PARKING BRAKE..................................APPLIED or RELEASED 
MARITIME UNIT ...................................IDENTIFIED (offshore) 
AUTHORIZATION .................................RECEIVED 
 
 
 
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a - FINAL APPROACH CHECKLIST 
Challenger Response Performed By 
FD DCPL PF 
Floats ARMED≤75 Knots PM 
Landing Site CONFIRM / Identified PF/PM 
Heading bugs SET FOR MISSED 
APPROACH 
PM 
4.16.4 AFTER LANDING 
Floats ...................................................................................................... OFF 
On Pilot’s Overhead Upper Switch Panel place the FLOATS OFF/ARM 
sw in OFF position. 
Autopilots ................................................................................................... AR 
Set as desired 
Disc Horizontal ......................................................................................... SET 
Anti-Collision / Strobes ........................................................................... OFF 
On Copilot’s Overhead Switch Panel place ANTI COLL TOP/OFF/BOTH 
sw in OFF position. Place the HISL TOP/OFF/BOTH sw in OFF position. 
Chocks ....................................................................................................... AR 
Wheel chocks are required on all shut down landings on moving 
platforms (normally prior to shutdown). When ready for the chocks to be 
inserted, the crew will give the chock insert signal to the HLO. 
 
a - AFTER LANDING 
Challenger Response Performed By 
Floats OFF PM 
Disc Horizontal SET PF 
Anti-Collision/Strobes/Ldg 
and Search lights 
OFF PM 
Chocks AR PF 
 
 
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4.16.5 PRE TAKEOFF 
All Doors / Locks ................................................................................ CHECK 
Check DOOR OPEN WARN lights off and on IIDS observe DOOR 
OPEN Caution light off. 
Performance Data / Takeoff briefing ........................................... COMPLETE 
The takeoff briefing is conducted by the crewmember designated as 
Pilot Flying (PF) 
a. Review the departure procedure (route and altitude). 
b. Review anything out of the ordinary. 
c. Review required callouts, unless standard calls have been agreed 
upon, in which case, a request for “Standard Callouts” may be used. 
d. Review the procedures to be used in case of an emergency on 
departure. 
e. As a final item, ask if there are any questions. 
f. State that the takeoff briefing is complete. 
See example in item 4.8 (Takeoff Briefing) 
Altimeters / Radalt ............................................................... SET / X CHECK 
Set Pilot, Copilot and Standby altimeters as desired and crosscheck 
value inserted on each one. 
Set both DH bugs and analog RADALT bug to 200 ft. 
Airspeed Bugs.................................................................................. SET / AR 
Set airspeed bugs as per performance 
Radios / Navaids / EFIS ....................................................... SET / X CHECK 
Ensure that the GPS and all traditional aids are tuned and set as 
required for the flight being conducted. 
Set and cross check both RHP and LHP EFIS displays. 
Engine/ Fuel Levers/ Nr ............................................... FLY/ DIRECT / 107% 
On Engine Control Quadrant verify if the No 1 and No 2 ENG Control 
Levers are on FLY position and the No1 and N2 ENG Fuel Levers on 
DIRECT position. 
NOTA: PM should touch the levers to confirm the correct positions. 
 
 
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Ensure “OUT OF FLY” Caution light is not displayed on the IIDS. 
Make sure 107% NR 
Engine Instruments ........................................................... CHECK/NORMAL 
On the IIDS observe if all engine parameters are within normal range. 
FUEL ............................................................................... QUANTITY CHECK 
On the IIDS press MENU button for 3 seconds and verify enough fuel 
quantity for intended flight (on Engine screen). 
Autopilots / FD SEL ........................................................................ ON / SET 
Ensure that the flight director is selected to 1 or 2 as appropriate for the 
flying pilot and observe on FD SEL’s pushbutton the respective light ON. 
AL 300 / ALT PRE .................................................................. SET / ARMED 
Set AL-300 to cleared or cruise altitude. ALT PRE may be engaged at 
this point (On the FD selected). 
Area / Chocks ............................................................ CLEAR / THUMBS UP 
Pilots must visually confirm chocks out and receive thumbs up signal 
from the maintenance personnel. 
Ensure all loose articles are removed from the door and under front of 
disk 
Anti-collision / Strobes .............................................................................. ON 
On Copilot’s Overhead Switch Panel place ANTI COLL TOP/OFF/BOTH 
sw in BOTH position. Keep the HISL TOP/OFF/BOTH sw in OFF 
position. 
Landing / Search Lights .............................................................................AR 
Set as desired 
Water Sense / AFDS ................................................................... LIGHT OFF 
Verify if water sense warning light and AFDS light (near Radar display) 
is not illuminated. 
Floats Over Water ..................................................................................... ON 
On Pilot’s Overhead Upper Switch Panel place the FLOATS OFF/ARM 
sw in ARM position. 
 
 
 
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a - PRE-TAKEOFF CHECKLIST 
Challenger Response Performed By 
All Doors / Locks CHECK PF/PM 
PD/Takeoff briefing COMPLETE PF 
Altimeters / Radalt SET / X CHECK PF/PM/ RSP 
Airspeed Bugs SET PM 
Radios / Navaids / EFIS SET / X CHECK PF/PM 
Radar AR PM 
Engine/ Fuel Levers/ NR FLY/ DIRECT / 107% PF/PM 
Engine Instruments CHECK/NORMAL PM 
FUEL QUANTITY CHECK PM 
Autopilots / FD SEL ON / SET PM 
AL 300 / ALT PRE SET / ARMED PF/PM 
Area / Chocks CLEAR / THUMBS UP PF 
Anti-collision / Strobes ON LSP 
Landing / Search Lights AR LSP 
Water Sense / AFDS LIGHT OFF PM 
Floats Over Water ON PM 
4.16.6 AFTER TAKEOFF 
Floats ...................................................................................................... OFF 
On Pilot’s Overhead Upper Switch Panel place the FLOATS OFF/ARM 
sw in OFF position. 
Gear / Parking Brake ................................................................................. AR 
Set as desired. 
Landing / Search Lights ............................................................................. AR 
Set as desired 
Compass / Headings ....................................................... SLAVE / X CHECK 
 
 
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On Compass Control Panel place both SLAVE/FREE switches in 
SLAVE position. Cross check heading. 
 
a - AFTER TAKEOFF CHECKLIST 
Challenger Response Performed By 
Floats OFF PM 
Gear / Parking Brake AR PM 
Landing / Search Lights AR PM 
Compass / Headings SLAVE / X CHECK PM 
4.17 ENGINE POWER ASSURANCE CHECK 
Engine Power Assurance (perform either a ground or in-flight check at least 
once every 20 flight hours). If the power margin on both engines was 2% or 
greater on the previous Power Assurance check, perform once per flight day 
if the power margin of either engine was less than 2% on the previous Power 
Assurance check, or perform after engine barrier filter maintenance) – Check 
each engine separately at 107% NR. 
NOTE: The engine power assurance check should be used to ensure 
the availability of engine power necessary to meet the 
performance data contained in the RFM. If the acceptance 
criteria of engine power assurance procedure are not met, 
engine maintenance action must be done in accordance with 
the applicable maintenance manuals prior to flight. 
 The power assurance check should be done only when engine 
and transmission oil temperatures are in the normal range 
(green arc). 
4.17.1 GROUND POWER ASSURANCE 
1. Position the helicopter nose into wind. 
2. Heater bleed-air .................................................................................. OFF 
 
 
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CAUTION: With aircraft anti-ice ON or OFF, as appropriate for 
takeoff, depress PWR ASSUR soft key on the 
performance display to command a power check with 
anti-ice OFF. 
 
NOTE: An exit from power assurance can be commanded at any time 
by depressing the MENU key. 
3. ECL ..................................................................................................... IDLE 
On engine that is not to be check. 
4. Collective OEI limit select switch ............................... OEI MCP (depress). 
5. DC generator ...................................................................................... OFF 
On the engine being checked. 
6. Collective ................................................ Increase to set the 5% 
increment torque value 
indicated on the display 
Although possibly light on wheels, the check must be accomplished on the 
ground. Hover using the power of one engine only is prohibited. 
7. Check that the countdown timer proceeds from 2:45 to 0 seconds and that 
sampling is then initiated. If the countdown timer stops during the final 60 
seconds, check indicated torque and adjust to the target value as required. 
8. Observe the power assurance result normally displayed 15 seconds after 
the start of sampling. 
NOTE: If the DECU reports an INVALID check or if NO RESPONSE is 
received within 30 seconds, the REPEAT soft key may be 
commanded to REPEAT or CONTINUE selected if a check of the 
other engine is desired. 
9. Evaluate the power margin and T5 margin results. Also crosscheck with 
cockpit indicators the pressure altitude and OAT values (± 250 ft, ± 2°C) that 
are displayed. Select REPEAT if another check of that engine is desired. 
10. DC generator ...................................................................................... ON 
 
 
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On the engine being checked. 
11. CONTINUE soft key ................................................................ DEPRESS 
12. ECL .................................................................................................... FLY 
On engine that was not to be check. 
13. Repeat steps (3) through (11) to check the other engine. 
14. ECL Both engines ...................................... FLY, 107% NR, N1 matched. 
15. Assess power assurance results: 
 If the power and T5 margins are at least ZERO, published 
performance is assured. 
 If either the power margin or T5 margin is negative, there is no 
margin and engine maintenance must be accomplished in 
accordance with the maintenance manual before flight. 
16. . Log results of power assurance check. Record past performance data. 
 
4.17.2 IN FLIGHT POWER ASSURANCE 
1. MENU ..................................................... Select, then press and 
hold PA key for 3 seconds 
Observe the last selected PA configuration is displayed 
2. INFLIGHT Anti-Ice ............................................................ Select On or Off 
3. CONTINUE soft key ............................... Select, or press and hold 
PA key for 3 seconds to 
change configurations 
If configuration is changed, CONTINUE must be selected to initiate power 
assurance. 
4. Establish airspeed and power conditions as indicated. Ensure Bleed Valve
 ................................................................................................................ OFF 
To ensure Bleed Valve closure, increase power at least 1% N1 above the 
value the BV light extinguished. Allow airspeed and altitude to increase if 
necessary. 
5. Press respective DO ENG key when conditions are established 
6. Observe IIDS display: 
 SAMPLING for approximately 15 seconds 
 
 
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 PA configuration 
 ENG1 or ENG2 
If valid, IIDS shall display: 
 Selected PA configuration 
 ENG 1 or ENG 2; 
 PASS or FAIL; 
 Power Margin %; 
 T5 margin in C°; 
 Average parameters used for calculation (N1, Raw N1, HP, OAT, 
Torque); 
If test not valid, IIDS shall display: 
 NO RESPONSE – if no DECU response within 30 seconds; 
 INVALID – DECU has sent invalid bit; 
7. CONTINUE soft key ..................................................... Press, as required. 
NOTE: Press MENU key at any time to abort power assurance, and 
return to normaldisplay 
 If either the power margin or T5 margin is negative, there is no 
margin. Normal operations may be continued, however, 
published flight manual performance may not be available. If 
possible, avoid maneuvers that require high power 
applications. A ground power assurance check shall be 
performed prior to the next flight to assure availability of 
published RFM engine performance. 
8. Log results of power assurance check. Record performance data 
 
4.18 BRIEFINGS AND CALLOUTS 
4.18.1 STARTING BRIEFING 
a - STARTING FIRST ENGINE 
PM PF 
 Example: 
 
 
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I’ll start engine #1. 
I’II abort in case of hung start, hot 
start or Engine Fire. 
In case of Fire, I’II identify, 
combat and apply the rotor 
break. 
Evacuate to the right. 
4.18.2 STARTING CALLOUTS 
PM PF 
 
N1 moving 
Fuel flow alive 
T5 rising 
Oil press coming up 
Oil press light out 
Fuel press light out 
DC on line 
 
 
 
 
 
4.18.3 TAXIING CALLOUTS 
PM PF 
Before Taxiing READY FOR TAXI. 
During Taxiing 
LEFT TURNS: DECREASING 
MARKS, RIGHT TURNS, 
INCREASING MARKS. 
4.18.4 TAKEOFF BRIEFING 
PM PF 
 
 
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 EXAMPLE OF TAKEOFF 
BRIEFING: 
This will be a Performance Class 1 
(or Class 2) takeoff, runway XX. 
If anything abnormal occurs before 
V1 (or VTOSS), with the exception of 
Blue Light, we’ll abort the takeoff 
and land ahead. 
If anything abnormal occurs after V1 
(or VTOSS), I will fly the aircraft and 
you will assist me at my command. 
Nothing will be done, except for: 
positive rate, gear up and climb at 
V2 (or VBROC) up to the XX feet, 
which is our safety altitude. 
Once at safety altitude, you call the 
TWR and ask for return, and then 
we’ll manage the emergency. 
Do you have any questions? 
Takeoff briefing: complete. 
 
4.18.5 TAKEOFF CALLOUTS 
PM PF 
 LIFTING 
 CG OK 
ALL GREEN NO LIGHTS TQ 
XX% 
 
 TAKEOFF 
 ROTATING (helideck, helipad…) 
AIRSPEED ALIVE 
V1 CROSSCHECK 
V2 
BROC SPEED 
POSITIVE RATE OF CLIMB GEAR UP 
 
 
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4.18.6 CLIMB OR DESCENT CALLOUTS (VFR OR IFR) 
PM PF 
CROSSING XX THOUSAND 
FEET* 
(PM Shall callout for every 
1,000 feet until reaching 1,000 
to target altitude) 
CROSSCHECK 
1,000 TO CROSSCHECK 
500 TO CROSSCHECK 
200 TO CROSSCHECK 
100 TO CROSSCHECK 
CAPTURED CAPTURED 
ALT ON ALT ON 
 
4.18.7 APPROACH – PRECISION CALLOUTS 
PM PF 
At 1.000 ft above minimums 
“1.000” 
“DA___” 
At 500 ft above minimums 
“500” 
 
“NO FLAGS” 
At 200 ft above minimums 
“200” 
 
“DA___” 
At 100 ft above minimums 
“100” 
 
“APPROACHING MINIMUMS” 
Approach Lights/Runway in 
sight 
“Minimums. Approcah Lights (or 
runway) at ___ (Clock Position) 
 
 
“CONTINUING” 
 
a - MISSED APPROACH CALLOUTS 
PM PF 
Runway is not in sight at Decision Height. 
“Minimums RWY not in sight” “GOING AROUND” 
 
 
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“Climb Power” “SET” 
“Positive ROC” “GEAR UP, AFTER TAKEOFF 
CHECKLIST” 
“Heading___” “HEADING___” 
“Climb to___” ”CLIMBING TO___” 
“Calling ATC” “Roger” 
4.18.8 APPROACH – NONPRECISION CALLOUTS 
PM PF 
At 1.000 ft above minimums 
“1.000” 
“MDA___” 
At 500 ft above minimums 
“500” 
 
NO FLAGS 
At 200 ft above minimums 
“200” 
 
“MDA___” 
At 100 ft above minimums 
“100” 
 
“APPROACHING MINIMUMS” 
(At MDA ) Approach 
Lights/Runway in sight 
“Minimums. Approach Lights (or 
runway) at ___ (Clock Position) 
 
 
“CONTINUING” 
 
a - MISSED APPROACH CALLOUTS 
PM PF 
Runway is not in sight at MDA. 
“Minimums RWY not in sight” “GOING AROUND” 
“Climb Power” “SET” 
“Positive ROC” “GEAR UP, AFTER TAKEOFF 
CHECKLIST” 
“Heading___” “HEADING___” 
“Climb to___” ”CLIMBING TO___” 
“Calling ATC” “Roger” 
 
 
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4.18.9 SIGNIFICANT DEVIATION CALLOUTS 
PM PF 
IAS +/- 10 KIAS 
“Check Speed” 
 
CORRECTING TO ___ 
Heading +/- 10º en route, 5º on 
approach 
“Check Heading” 
 
CORRECTING TO ___ 
Altitude +/- 100 ft en route, +50 / 
-0 ft on final approach 
“Check Altitude” 
CORRECTING TO ___ 
CDI OR RMI left or right one dot 
“Check Course” 
CORRECTING 
Vertical descent speed greater 
than 1.000 fpm on final 
approach 
“Check Sink Rate” 
CORRECTING 
Bank in excess of 30º 
“Check Bank” 
CORRECTING 
4.19 PROCEDURES FOR COMPRESSOR DRY-UPS 
The following procedures shall be made upon the dry-ups of engines 
(compressors), once the washouts have been made by the maintenance. 
- Engines should be started according to checklist procedures; 
- Engines shall be placed at 70% n1; 
- Engine Anti-Ice On for 1 minute; 
- Defroster On for 1 minute (if installed); 
- After 1 minute turn off Anti-ice and Defroster; 
- Shut down engines according to the checklist.
 
 
 
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SECTION 5. 
PATTERNS AND TECHNIQUES 
 
5.1 RUNWAY CLASS 1 TAKEOFF PROCEDURE. 
5.1.1 TECHNIQUE 
PF calls lifting and lifts to the hover at 5 feet after this PNF reports the hover 
checks complete and TQ or N1 values (whichever is the limiting fator). Rotate 
pitch down atitude, at rotating increse TQ value 6% above hover power to 
initiate a gently acceleration to TDP. At TDP, contine acceleration to V2 then 
adjust pitch atitude to approximately level on the ADI attain Vbroc. After 
Vbroc, set climb power and climb rate. At 300 feet raise the landing gear. 
Continue climb following the briefed procedure. 
After takeoff checks when established in the climb above 500 feet AGL 
5.1.2 RUNWAY CLASS 1 TAKEOFF CALLOUTS 
FLIGHT EVENT PM PF 
Take-off Checklist 
complete 
N/A "LIFTING" 
 
At Hover N/A "CG OK" 
At Hover "ALL GREEN, NO 
LIGHTS, TORQUE 
AT XX%" 
“TAKE-OFF” 
 
 Speed Alive N/A 
IAS passing TDP "V1” “CROSSCHECK” 
IAS passing V2 
 
"V2" N/A 
IAS passing VBROC "VBROC" 
At or above 300 FT “300 FT” “GEAR UP” 
Altitude passing 500 
feet 
“500 FT” After takeoff checklist 
 
 
 
 
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5.2 RUNWAY CLASS 2 TAKEOFF 
5.2.1 TECHNIQUE 
This profile utilises the same profile as for a performance class 1 takeoff with 
no obstacles present. With obstacles, use hover torque plus 10% rather than 
TQ+6%. Climb out at Vtoss until clear of obstacles. 
NOTE: 
For class 2 takeoffs from sites other than an area meeting the class 1 
requirements, TDP may not be where it is on a class 1 takeoff. TDP is called 
by PF(“committed”) based on his assessment of the site and the helicopter’s 
performance. 
 
 
 
5.2.2 CALLOUTS 
FLIGHT EVENT PM PF 
Takeoff Checklist 
completed 
 
N/A "LIFTING" 
Raises collective to 
establish a stationary 
hover at 5ft to 10ft 
 
 
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FLIGHT EVENT PM PF 
At Hover "ALL GREEN, NO 
LIGHTS, TORQUE 
AT XX%" 
"CG OK" 
TAKEOFF 
Positive airspeed 
indication 
“Airspeed ALIVE “ 
VSI positive 
Indication 
 
Climbing “CROSSCHECK” 
IAS passing 49 knots V1 
IAS passing 59 knots Vtoss 
When insufficientreject area exist 
 Committed 
IAS passing Vbroc Vbroc Ensure Collective set 
to 80%TQ climb 
power 
300 feet 300 feet GEAR UP 
500 feet 500 feet After Takeoff checks 
 
 
5.3 ONSHORE ELEVATED HELIPAD / ONSHORE GROUND 
HELIPAD TAKEOFF WITHOUT NO OBSTRUCTIONS 
CLASS 2 
Many helipads are surrounded by rough terrain and obstacles, such that a 
run-on-landing would be dangerous if an engine failure were to occur 
immediately after departing the pad. By climbing vertically before rotating, it 
is more likely that forward motion can be flared off if a reject is required. This 
profile will minimize the time the aircraft is unable to fly away in evento f an 
engine failure. Additionally, this profile will minimize time in a low hover 
where FOD and dust may be an operational issue 
 
5.3.1 TECHNIQUE 
Rise vertically to 5-foot wheel height or establish a light wheel hover. 
Increase power (not to exceed takeoff power limits). 
 
 
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At TDP (20ft radar altitude) rotate to 10 degrees pitch down (if possible) and 
accelerate forward. Climb at V2 (VTOSS) and accelerate to Vbroc. 
 
5.3.2 CALLOUTS 
FLIGHT EVENT PM PF 
After Takeoff 
Checklist complete 
N/A "LIFTING" 
 
At Hover or wheels 
light 
N/A "CG OK" 
At Hover or wheels 
light 
“ALL GREEN, NO 
LIGHTS, TORQUE 
AT XX%” 
"TAKEOFF" 
 
RAD ALT Passes 
TDP 
"20 FEET" "ROTATING" 
Airspeed Signals “Airspeed Alive” 
IAS passing 35 
knots 
"35 KNOTS" Adjust to climb 
IAS passing 59 
knots 
"V2" Ensure collective set 
to 80% TQ CLIMB 
power 
IAS passing VBROC "VBROC" 
At or above 300 FT “300 FT” “GEAR UP” 
Altitude passing 500 
feet 
“500 FT” After takeoff checks 
 
 
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5.4 OFFSHORE HELIDECK TAKEOFF CLASS 2 
Factors to be considered when taking off or landing on an offshore elevated 
platform; 
TDP 
The maximum statics height before visual cues become unacceptable is 
40feet; this coincides with the height which may be achieved during the 
ballooning effect, followinf a reject at 30 feet and when operating at light 
mass. The ideal TDP is 20feet above the helideck. The actual TDP is defined 
by the point at which a cyclic input is made initiating a nose down atitude 
change (rotation point) 
Defined point after takeoff (DPATO) 
For the S76, in practical terms DPATO may be taken as passage of 35 knots 
accelerating, which guarantee safe single engine performance under worst 
case conditions of mass, altitude and temperature. 
 
5.4.1 TECHNIQUE 
Rise vertically to 5-foot wheel height or establish a light wheel hover. 
Increase power (not to exceed takeoff power limits). 
 
 
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At TDP( 20ft radar altitude) rotate to 10 degrees pitch down (if possible) and 
accelerate forward. Climb at V2 (VTOSS) and accelerate to Vbroc. 
 
 
 
 
5.4.2 CALLOUTS 
 
FLIGHT EVENT PM PF 
After Takeoff 
check list complete 
 Lifiting 
In hover or wheels 
light 
“xx % TQ, All 
green no 
Warnings Lights 
Takeoff 
Raises collective to 
apply suficiente power 
 
 
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to climb vertically while 
adhering to limitations 
 
Rotation 
(RADALT 20ft) 
20ft Rotating 
Airspeed Signals “Airspeed Alive” 
IAS passing 35 
knots 
"35 KNOTS" Adjust to climb 
IAS passing 59kts V2 Ensure collective 
set to 80% TQ 
CLIMB power 
IAS passing 
VBROC 
VBROC 
Alt 300ft 300 feet Gear Up 
Alt 500ft 500 feet After takeoff 
checks 
 
 
5.5 OFFSHORE AFTER TAKEOFF / GO AROUND 
The floats may be disarmed once the aircraft is safely established in the climb 
above Vtoss or 300 feet. The floats shall be desarmed before the limiting 
airspeed. The checklist may be completed from memory once the aircraft is 
safely established in the climb (above 300feet RADALT and with airspeed at 
or above Vbroc(VY). An exception, if OEI and in a continued flight 
condition, landing gear will retract when a positive rate of climb is 
established. However, the checklist should not be read until the aircraft is 
safely established in the climb above 500feet RADALT on departure. It is 
particularly important that PNF monitors the flight profile effectively during 
IMC or night takeoffs and go around. No extra calls or actions are required 
during this phase unless PNF notices a deviation from the expected flight 
profile. 
 
 
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If the checklist has been completed from memory, PNF must then consult 
the checklist and review it to ensure all items have been completed correctly 
5.6 RUNWAY CLASS 1 LANDING 
This approach profile should Always bem ade to a firm level area with 
suficiente space for a roll-on landing 
 
5.6.1 TECHNIQUE 
The procedure is designed for visual approaches to short or 
minimum available field lengths. The approach should be 
conducted so as to pass through the LDP of 200 feet indicated 
and 45knots IAS with a maximum descent of 600 feet/min, but 
300 feet/min is ideal for OEI. OEI must be considered when 
planning the approach. Maximum nose up pitch attitude of 10° 
at 30 feet and below. Descend below 30 feet only after pitch 
attitude is 10° nose up or less. 
 
 
 
5.6.2 CALLOUTS 
 
FLIGHT EVENT PM PF 
Estabished on final 
 
Final checks 
completed (before 
arriving at LDP) 
Final Check 
 
Passing 200 feet 
AGL 
LDP Landing 
 
Maintain 45kts at no 
more than 300ft/min 
Passing 50ft 50 feet Check 
Commences flare to 
reduce speed 
 
 
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FLIGHT EVENT PM PF 
Passing 30ft Monitor pitch attitude 
and height. Call 
BELOW 10 when 
pitch is stable below 
10° 
Check 
Transition to Hover 10 feet Check 
 
Figure 5-1: Runway / ground helipad Landing 
 
5.7 RUNWAY LANDING CLASS 1, ALTERNATE 
PROCEDURE 
 
5.7.1 TECHNIQUE 
This procedure is designed for approaches where landing distance available 
is not critical or for transitions from instrument approaches. The alternate 
LDP is passage of 75 feet ASL at 60 knots IAS with a rate of descente less 
than 300 feet/min. 
 
 
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The approach should be conducted so as to pass through the LDP of 75 feet 
indicated and 60 knots IAS with a maximum descent of 300 feet/min, which 
is ideal for OEI. OEI must be considered when planning the approach 
Maximum nose up pitch atitude of 10° at 30 feet and below. Descend velow 
30 feet only after pitch atitude is 10° nose up or less. 
 
 
 
 
5.7.2 CALLOUTS 
 
FLIGHT EVENT PNF PF 
Established on final 
 
Final checks 
completed 
Final checks 
Gradually reduces 
speed to arrive at 60 
knots at 75 feet AGL. 
Normal rate of descent 
will be 300 ft/min 
 
 
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Passing 75 feet AGL LDP Landing 
Passing 30 feet Monitor pitch atitude 
and height. Call below 
10 when pitch is stable 
below 10° 
Check 
Transition to Hover 10 feet Check 
 
5.8 RUNWAY LANDING PERFORMANCE CLASS 2 
Performance Class 2 landings are conducted using a similar profile for the 
normal class 1 procedure ( LDP 45kts and 200 feet ).Upon arrival at high 
LDP, a gradual comfortable deceleration and rate of descente should be 
used. Reaching the runway should be assured throughout, and a power loss 
will simply terminate in a running lading. 
Note: 
For class 2 landings on sites other then an area meeting the class 1 
requirements, LDP may not be where it is on a class 1 landing. PF class 
“landing”(committal point) based on his assessment of the site and the 
helicopter’s performance 
 
5.8.1 TECHNIQUE 
The approach should bem ade to a firm level area with sufficient space for a 
roll-on lading. OEI at class 2 masses may require a landing distance (from 
50feet) of up to 1000 feet. The approach should be conducted so as to pass 
throught the LDP of 200 feet indicated and 45knots. IAS with a maximum 
descente of 500 feet/min, but 300 feet/min is ideal for OEI. OEI must be 
considered when planning the approach. 
Gradual deleration and descent, maximum nose up pitch atitude of 10° at 30 
feet and below. Descend below 30 feet onli after pitch atitude is 10° nose up 
or less. 
 
5.8.2 CALLOUTS 
FLIGHT EVENT PM PF 
 
 
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Established on final 
 
Final Checks 
completed 
Final Checks 
 
Reduces speed and 
altitude to arrive at 
LDP. No more than 
600 feet/min ROD 
At Committal 
Point(LDP) 
Check Landing 
Passing 45knots IAS 
and 200 feet AGL 
45 knots and 
200 feet 
Check 
Gradually reduces 
speed and altitude 
Passing 30 feet Call Bellow 10 
(monitors pitch angle) 
Check 
Hover 10 feet Check 
 
5.9 LANDING PROCEDURE OFFSHORE HELIDECK 
For helidecks, landing procedure employs an approach path offset at least 
one rotor radius to the side of the helideck to permit an un-obstructed go-
around path in case of engine failure. 
LDP should be set to a point 50ft above, 25 ft to the left or right of, and 150 
ft short of the helideck. 
On final approach, for headwind components up to 20 knots, add one half of 
the estimated component to the target speed. 
For headwind components greater than 20 knots, add 10 knots plus the 
difference above 20 knots to the target speed. 
Floats must be armed below 75 KIAS (if over water) and the parking brake 
set. 
 
5.9.1 COMMITTAL POINT (CP) 
This is the point beyond which the pilot is committed to a landing in the event 
of a single engine failure. The ideal committal point is a point on the final 
approach where the rotor tip path plane is co-incident with the deck wdge, 
 
 
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the aircraft heights is approximately 50 feet above helideck elevation with 
minimal rate of descent and the closing groundspeed is 20knots. This ideal 
point may be modified to take account of factors such as turbulence, visual 
cues, deck orientation, presence of obstacles and estimated power margin. 
To clear obstructions, PF may elect to contine forward until the deck is 
positioned up to 90° off the helicopter before the decision to land is made. 
 
5.9.2 TECHNIQUE 
Initiate a constant angle continually decelerating approach to the helideck, 
Commencing at 80 KIAS at a height of 500 ft above sea level or landing 
surface. Carry out final checks 
Maintain a progressive deceleration while maintaining a rate of descent of 
no more than 500 ft/min. 
When passing through 100 ft above the helideck, allow the approach angle 
to flatten to a descent rate of not more than 150 fpm at an airspeed of 35 
KIAS in zero wind or the equivalent airspeed adjusted for headwind 
component. 
Continue to reduce altitude to arrive at the committal point. At the CP the 
aircraft is flared to reduce airspeed. PF calls “Committed” when he considers 
that, in the event of an engine failure, the safest option is to continue to the 
deck. 
During this flare, the pilot should maneuver the aircraft and complete the 
landing vertically or transition to hover. 
The nose attitude must be reduced below 10° nose up by 30 feet over the 
deck. PM calls “bellow 10”when this attitude is achieved. 
After landing, centralise the cyclic 
 
 
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5.9.3 CALLOUTS 
 
FLIGHT EVENT PM PF 
Estabilished on final 
approach at 500 
feet and 80knots 
IAS, with less than 
500 feet/min ROD 
 
 
Final Checks 
Complete 
Final Checks. 
When deck 
clearance is received 
and the deck is 
identified. 
 
 
At committial point Monitor pitch attitude 
and height 
Call “below 10” when 
pitch is stable below 
10° 
Landing 
 
 
Call: Check in 
response to “ Below 
10” PM callout 
 
 
 
 
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SECTION 6. 
EMERGENCY AND 
MALFUNCTION 
6.1 INTRODUCTION 
Emergency/malfunction occurrences pose two simultaneous risks to 
an aircraft's crew. The obvious risk is that of the 
emergency/malfunction itself, but the other, less obvious but equally 
important, is the distraction hazard that has the potential of causing 
fixation and preoccupation leading to increased risk exposure. 
It is therefore important to stress the team performance required to 
minimize both of these risks. The occurrence of an 
emergency/malfunction requires that crew coordination actions and 
task management be accomplished. Specifically, the items below 
should be addressed: 
 Pilot Flying-Continues to fly the aircraft. Inherent in this statement is that 
a determination of what continues to be working is of primary 
consequence to this initial action. Safe attitude, altitude, and position are 
primary criteria to be considered. 
 Pilot in Command-Determines plan of action. The PIC first determines 
who will be the flying pilot. If the PIC is currently the pilot flying, he may 
elect to continue flying, or he may choose to assume the pilot not flying 
duties. The PIC must then determine and communicate the plan of action 
to be taken, e.g. change in destination, checklists to be accomplished, 
safe altitudes, etc. Generally, the tasks assigned to the pilot flying and 
pilot monitoring are as follows. 
 Pilot Flying-Tasked to fly the aircraft or to monitor the autopilot system 
and communicate the necessary information as to condition (emergency, 
fuel state, position, and requirements) to ATC. He must ensure 
continued safe attitude, altitude, and position. 
 Pilot Monitoring - Tasked with the accomplishment of emergency/ 
malfunction procedures as directed by the PIC. Proper challenge "and 
response techniques must be utilized when accomplishing emergency 
checklists. Confirmation of critical controls (e.g., T-handle, fuel lever, 
etc.) must be made by the pilot flying prior to the movement of that 
control. Lack of time, such as on final approach, to accomplish critical 
emergency items suggests a very high risk potential. Delaying the 
 
 
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accomplishment of those items until more time is available, such as on 
the ground or after a missed approach, may be advisable. 
The following are potential hazards in accomplishment of emergency 
procedures: 
 Even when duties have been assigned, it is normal for both pilots to 
involve themselves with the accomplishment of an emergency 
procedure. To the extent that both crewmembers need to be aware of 
the total cockpit situation, this attention provides for increased situational 
awareness. However, when the pilot flying becomes distracted from his 
primary responsibilityof ensuring continued safe flight, this becomes a 
critical risk. 
 When identifying the roles and responsibilities of each crewmember, the 
pilot in command must guard against overloading one crewmember. 
When requiring the accomplishment of multiple tasks, prioritize the order 
in which those tasks must be accomplished. As an example, if the aircraft 
is being vectored for an approach and a malfunction occurs, it may be 
beneficial to accomplish the "APPROACH (IN RANGE)" checklist before 
the emergency procedure checklist. The accomplishment of an 
emergency procedure at an inappropriate time may actually increase the 
risk exposure to the aircraft by putting the crew behind the Power curve. 
 
6.2 DEFINITIONS 
 
WARNING 
Draws attention to an operating procedure, practise or 
condition that may result in injury or death if not carefully 
observe dor followed. 
CAUTION 
Dras attention to an operating procedure or condition that may 
damage equipment if not carefully observe dor followed. 
NOTE 
Draws attention to an operating procedure, practise or 
condition that is essential to emphasise. 
 
 
SAFE OEI FLIGHT 
 
 
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Safe OEI flight is defined as a sustainable airspeed of not less 
than Vtoss(V2), the ability to obtain a positive rate of climb at 
acceptable power levels anda n altitude which provides 
sufficient clearance from the ground / obstables so that 
required manoeuvring can be reasonably achieved. At crew 
discretion, othr procedural checks / actions may be carried out 
while these conditions are being established. 
FLY MANUALLY 
Use hands-on flying to control the flight path directly. 
FLY ATTENTIVE 
Maintain close controlo f the flight path using hands-on flying 
when required. Even when the flight diretor is used, the pilot’s 
hands should be close to the flight controls in order to 
intervene when necessary. 
EMERGENCY TRANSPONDER CODES 
 Emergency...............................................7700 
 Communication failure.............................7600 
 Inlawful interference ( hijack)...................7500 
 
6.3 BASIC PROCEDURE IN THE EVENT OF AN EMERGENCY 
Once an emergency or abnormal situation has been recognised, the 
following basic procedure should be followed: 
I. Maintain aircraft control 
II. Analyse the situation 
III. Take appropriate action 
Immediate actions Boxed memory items 
Emergency Checklist Items read from the emergency 
Check list 
Normal checklist NCL items such as before 
landing checks 
 
6.3.1 MAINTAIN AIRCRAFT CONTROL 
 The pilot recognising a failure or malfunction calls “type of 
malfunction” or “MASTER CAUTION“ with the appropriate 
caption( exemple “ENG OUT #1”) 
 
 
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 PF controls the aircraft to achieve a stable safe flight condition 
or an immediate landing as appropeiate. In or close to a hover 
over a safe surface, PF lands and deals with the emergency 
oh the ground. In the air, PF attains a safe flight configutarion 
 
6.3.2 ANALYSE THE SITUATION 
 PM identifies and states all the displayed warning, cancels the 
MASTER CAUTION if appropriate, starts diagnosing and 
states the problem to PF 
 PF continues to fly the aircraft safely. Both pilots confirm the 
symptoms and agree on the diagnosis of the problem. When 
PF has the aircraft under control and is ready to deal with the 
follow-up, he calls “immediate actions “ 
 
6.3.3 TAKE APPROPRIATE ACTION 
 PM then carries out, or coodinates, the immediate actions, 
stating clearly what he is doing. PM shall be precise and 
methodical so that PF can monitor the immediate actions. 
When the immediate actions are complete, PM will call 
immediate actions complete. If there are none, PM states no 
immediate actions. At this point PF will call for the emergency 
checklist 
 ‘PM starts reading the emergency checklist including the boxed 
immediate actions, to comfirm they were out correctly. He then 
carries out the other items using the emergency checklist as a 
“read and do” 
 
 PM then call Emergency checklist completed 
 
 PF then calls for the normal checklist, if applicable 
6.4 MOVEMENT OF MAJOR SWITCHES AND CONTROLS 
MOVEMENT OF MAJOR SWITCHES AND CONTROLSMajor 
switches or controls are defined as engine and fuel controls (throttles, 
FIRE / ARM buttons and fuel selectors) and electrical generation 
 
 
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controls ( battery, generator or converter switches). PM will wait for PF 
to check that he has the correct lever or switch before moving it. PM 
will state the item ( switch or control lever) and lightly touch it. PF may 
either confirm visually or may check by confirmation of position (for 
exemple “is it the left hand switch?” Once verified, PF will say 
CONFIRMED then PM will make and state the necessary slection. 
 
Note: 
Engine or fuel controls should not be moved in flight bellow 200feet 
AGL or when the IAS is less than VBROC, unless there are visual 
signs of FIRE or aircraft control is in jeopardy (for example with a tail 
rotor failure). If rejecting before TDP there are no PM actions until the 
aircraft has come to a stop on the ground. 
 
6.5 CIRCUIT BREAKERS AND ELETRICAL COMPONENTS 
Resetting electrical components and circuit breakers 
Circuit breakers should not normally be reset. Hey may be reset once 
onlye, provided there are no indications of an electrical fire and the 
affected system is necessary for the safe continuation of the flight. Any 
malfunctioning component such as a generator or alternator should be 
reset once only unless specifically required by the emergency 
procedure. 
Circuit Breaker Collars 
These CB should have collars: 
 BUS TIE (2) 
 ENGINE CHIP (2) 
 MGB CHIP 
 INT GEARBOX 
 T/R GEARBOX 
 SERVO JAM (2) 
 LDG GEAR CONTROL 
 LDG GEAR POS 
 WSHLD HTR PWR (2) 
WARNING, CAUTION AND ADVISORY SYSTEM 
The warning / caution / advisory system for the S76C++/C+ is 
designed to give the pilot visual and aural indications of system 
malfunctions or normal operating conditions. The majority of 
 
 
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annunciations appears on the engine and performance displays of the 
IIDS system, and on the master warning panel. In most cases, other 
specific annunciator lights are located close to the associated system 
control panels. 
 
6.6 MASTER WARNING PANELS 
Each master warning panel consists of an amber master caution light, 
two red lights to indicate engine fire, two red lights to indicate engine 
failure and spaced outboard he blue ENG CONTROL lights. To direct 
the pilot’s attention to the IIDS displays when a warning or caution light 
illuminates, the MASTER CAUTION light will also illuminate. After the 
condition has been noted, the MASTER CAUTION should be reset to 
allow it to illuminate again if another caution light should illuminate. 
The master caution light does not illuminate when an advisory light on 
the performance display illuminates. See below for further description. 
 
Aural warning associated with the aircraft systems 
A tone generator is used to alert the crew to the following warning 
lights (listed in order of system-priority): 
 ENG OUT 
 LDG GEAR UP 
 ENG FIRE 
 
6.7 ENGINE OUT 
In addition to an ENGINE OUT light, a high / low alternating tone will 
be heard when airborne under the following conditions. 
The decu detects an engine failure when: 
 N1 decreases below 48% 5.5% N1 difference with both engine lever in the FLY position 
 At 60% N1 with both engine levers in the FLY position 
The tone may be cancelled by pressing either of illuminate ENGINE 
OUT lights 
 
 
 
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6.8 LANDING GEAR 
An intermittent low tone will be heard, along with the landing gear up 
warning light when: 
 The IAS is reduced below 60 knots 
 Or the altitude is reduced below the highest DH setting on a 
pilots RADALT 
The tone may be cancelled by pressing either of the landing gear up 
warning lights. 
 
6.9 FIRE 
In addition to the fire warning lights, a continuous tone will be heard 
when the fire detectors in an engine compartment sense the presence 
of a flame. The tone may be cancelled by pressing either of the 
illuminated fire warning lights. 
 
6.10 FD DCPL 
The FD DCPL annunciator will activate when the active flight director 
is de-coupled purposefully by any of the following actions: 
I. The couple (CPL) button is pressed on the autopilot control 
panel 
II. The active flight director is ste to standby(SBY) on its mode 
selector 
III. The active flight director is set to standby with the 
corresponding cyclic DECOUPLE switch. The previously 
described de-couple events in a flashing mode, accompanied 
by a non-repeating aural tone. The aural tone or voice alert is 
an additional option. When the annunciator is pressed, the 
flashing stops, and the annunciator remains illuminated until 
the active flight director is again placed in a coupled mode 
The FD DCPL annunciator will also illuminate if the active flight director 
is de-coupled by following equipment shutdowns: 
a) Failure of AP1 or AP2 
b) De-selection of AP1 or AP2 
c) AHRS failure 
 
 
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d) Air data computer failure if the same side active flight director 
is coupled in a single cue air data mode 
e) Air data computer failure if the same side active flight director 
is coupled in a two cue air data mode, if both cues are air data 
modes(example: IAS and ALT) 
The FD DCPL annunciator will active in response o the previously 
described de-couple events in a flashing mode, accompanied by a 
non-repeating aural tone. The flashing stops, and the annunciator 
remains illuminated until the active flight director is again placed in a 
coupled mode. 
Warning: 
The FD DCPL annunciator is not intended to detect system failures 
and the flight crew should monitor the cockpit for all standard failure 
annunciations. 
 
6.11 EGPWS EMERGENCY PROCEDURES 
The EGPWS will automatically detect autorotation by monitoring the 
torque output of each engine. The aircraft is considered to be in 
autoritation when both engines fall below 7.5%Q. No pilot input is 
required. 
During autorotation, all other EGPWS alerts are inhibited. 
During autorotation, the EGPWS will provide alert callouts 200 and 100 
feet AGL 
The too low gear alert will be provided at 400 feet AGL if the aircraft is 
in autorotation and the gear is not down. 
 
6.12 ENGINE FAILURES DURING TAKEOFF AND 
LANDING 
In the event of an emergency durgin takeoff or landin, there should be 
no movement of engine or fuel controls and no action of immediate 
actions until: 
 If the emergency occurs during the takeoff before TDP (V1), 
until the aircraft is back on the ground and stopped with the 
parking brake applied, or 
 
 
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 If the emergency occurs during the takeoff after TDP (V1), until 
the aircraft is above 200 feet AGL at Vbroc (VY), or greater, or 
 If the emergency occurs during the landing below 200 feet, until 
the aircraft is above 200 feet AGL at Vbroc (VY) or greater on 
a go-around, or is on the ground and stopped with the parking 
brake applied 
 
The only exception to this procedure should be if there are confirmed 
signs of fire in addition to the fire warning or when aircraft control is in 
jeopardy. 
The ECL is not to be read until the aircraft is above 500 feet AGL or safely 
on the ground. 
The SPZ7600 system will limit the demand for power from the remaining 
engine at maximum continuous AEO parameters. In addition, the CLTV light 
may illuminate during an engine failure and if below collective command 
criteria, the collective will remain coupled. 
After an engine failure, disengage FD mode that produce collective input, if 
maximum single engine power is required 
 
6.12.1 PM ACTIONS 
During these emergencies, PM shall perfom the following actions: 
 If an engine malfunction occurs, call “ TQ split “and if partial failure, 
“NR high”(above 108%) or “NR Low” (below 100%) and monitor NR 
trend 
 Monitor the failed engine for signs of fire and other dangerous 
indications 
 Monitor the good engine parameters 
 Call at Vtoss (V2) and Vbroc (Vy) and state if the aircraft is climbing 
 Raise the landing gear at positive rate of climb 
 Monitor time constraints and call power setting OEI 30S/ OEI 2min / 
OEI MCP 
 Monitor RADALT height, pitch attitude and flight path 
 Call passing 200 feet and 500 feet 
 Call pitch attitude below +10° before landing 
 Peform immediate actions and emergency checklist on request 
 
 
 
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6.13 ENGINE FAILURE DURING TAKEOFF 
6.13.1 RUNWAY CLASS 1 ENGINE FAILURE 
Engine failure before TDP (V1): 
 PF call Rejecting 
 Set up to 10° nose up attitude below 30 feet 
 Apply collective to cushion landing 
 When on the ground centre cyclic, lower collective and apply brakes 
as required. Perform immediate actions 
 Continue with emergency checklist 
Engine failure at or after TDP (V1): 
 For climb adjust collective to maintain 100% NR (minimum 107% NR 
if airspeed is above Vbroc (Vy), then decelerate to Vbroc or Vtoss 
as appropriate and obtain 100% NR) 
 Adjust pitch attitude to achieved Vtoss 
 PM raises the landing gear at positive rate of climb 
 When obstacles clearance is assured, accelerate to Vbroc (Vy), 
select OEI 2M when 30seg power has elapsed 
 Perform immediate actions when able 
 Monitor OEI time constraints, select OEI MCP, at desired altitude, 
adjust NR to 107% before accelerating above Vbroc 
 At safe altitude not less than 500 feet, call for after takeoff checks or 
emergency checklist as appropriate 
 
 
 
 
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Engine failure before TDP 
FLIGHT EVENT PM PF 
Engine failure before 
TDP 
Eng OUT # XX 
Torque split 
Cancel engine out 
tone 
Rejecting 
Takeoff Rejection Monitors airspeed, 
altitude and pitch 
attitude during landing 
Decelerates, no more 
than 10° pitch up 
attitude below 30 feet 
30 feet “Below 10” or calls 
“Check pitch “ with 
pitch attitude in excess 
of 10°, 30 feet 
RADALT or less 
Sets maximum 10° 
pitch attitude 
 
 
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Aircraft on ground Conducts immediate 
actions on PF’s 
command 
Lowers collective and 
brakes as required, 
calls “immediate 
actions” 
 
Engine failure at or after TDP: 
FLIGHT EVENT PM PF 
Engine Failure at or 
after TDP (V1) 
Eng Out #XX 
Toque split 
 
Cancel engine out 
tone 
Continuing 
 
Rate of climb Positive rate of 
climb 
Gear Up 
 
Maintain 100% NR 
and manage OEI 
limiter 
Vtoss (V2) V2 Selects 2min OEI 
powerafter 30 
seconds. Maintains 
Vtoos until clear of 
obstacles, and adjusts 
collective to maintain 
100% NR 
Clear of obstacles Clear of obstacles Accelerates to Vbroc 
(Vy), when safe OEI 
flight calls: Immediate 
Actions 
Airspeed 
approaches Vbroc ( 
Vy) 
74 knotsat Sea 
Level, decreasing 1 
knot per every 1000 
feet PA increase) 
 Vbroc Maintais Vbroc (Vy) 
and 100% NR until 
reaching minimum 
safe altitude, then 
adjust Nr to 107% 
before exceeding 
Vbroc. Select MCP at 
 
 
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MSA or 2min 
whichever first 
Altitude passes 500 
feet 
500 feet After takeoff checks 
/ ECL 
Safe Altitude Emergency checklist 
 
6.13.2 RUNWAY CLASS 2 ENGINE FAILURE 
The Procedure is the same as for the runway class 1 
However, in this case there is no defined TDP. The PF will make a decision 
whether to fly away or not, based on the landing area remaining, by calling 
COMMITTED. There is a common tendency to underestimate the RTOD in 
an OEI condition 
Before the “committed “call the PF will reject in the same manner as class 1 
with the same calls. 
After the “committed” call the PF will continue the takeoff in the same 
manner as class 1 with the same calls. 
 
6.13.3 OFFSHORE HELIDECK ENGINE FAILURE 
Engine failure before rotation at TDP 
 PF call Rejecting 
 Ensure no drift and descend vertically to the deck 
 Apply collective to cushion the touchdown 
 When on deck, centre cyclic and lower collective gently. Perform 
immediate actions 
 Continue with emergency checklist 
 
Engine failure at or after TDP, continued takeoff 
 Set 15° to 20° pitch down (see note below) 
 Adjust collective to maintain 100% NR when clear of the helideck 
 When PM calls 35 knots or 50 feet, whichever comes first, 
smoothly raise pitch up to horizon to achieve Vtoss (V2) 
 At Vtoss (V2) climbing, monitor and select OEI 2min when 
appropriate. PM raises landing gear 
 Perform immediate actions when able 
 
 
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 Continue a climb acceleration to Vbroc (Vy) and continue climb at 
Vbroc (Vy) 
 When arriving at MSA, before exceeding Vbroc, recover Nr 107% 
and set OEI MCP power 
 At 500 feet, call for after takeoff checks or the emergency checklist, 
as appropriate 
 
Note: 
Having committed the helicopter to a continued takeoff , it is important to 
gain the optimum pitch rate and attitude to give the best chance of missing 
the deck edge. The pith attitude detailed here is deemed to be the optimum. 
However, there will inevitably be a compromise between these figures should 
be reduced. The pitch down attitude may be reduced as a function of wind 
speed. Any lowering of the collective during the initial rotation pitch down will 
increases: this is important to minimize height loss during the procedure. 
 
Engine failure at or after TDP (rotation), water landing 
If airspeed and/or available dropdown preclude OEI acceleration to Vtoss, 
or PM calls 35 knots or 50 feet and it becomes obvious that ditching is 
inevitable, initiate a slow flare at 50 feet to decelerate and achieve a water 
landing with minimum forward speed and drift 
 Flare to 10° nose up to reduce forward speed and rate of descent 
PF call “Ditching” and deploy the floats. 
 PM calls Impact Position 
 Ensure no drift and cushion the ditching with collective 
 After touchdown, center cyclic and lower collective gently 
 Perform immediate actions 
 
 
 
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Engine failure before TDP (Rotation): 
FLIGHT EVENT PM PF 
After Takeoff check Takeoff check 
Complete 
 Lift 
Engine failure before 
TDP ( before 
rotation) 
Eng Out # XX 
Torque Split 
Cancels Engine out 
tone 
Rejecting 
Departure Rejecting At 10ft Apply CLTV for 
control the impact 
 
 
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Aircraft on ground Conducts immediate 
action on PF’s 
command 
Lowers collective 
“Immediate actions” 
 
Engine failure after TDP (water landing) 
FLIGHT EVENT PM PF 
TDP arrival 20 feet 20 feet Rotating 
Engine failure at or 
after TDP 
Eng Out # XX 
Torque Split 
Cancels engine out 
tone 
Continuing, lowers 
pitch attitude 15° to 
20° pitch down 
 
Adjust collective to 
droop NR to 100% 
and against OEI 
limiter 
50 feet ASL 50ft, negative climb Ditching (deploys 
floats) 
Adjusts pitch attitude 
for water landing, 
maximum 33 knots 
After touchdown Immediate Actions 
 
Engine failure at or after TDP (continued takeoff): 
FLIGHT EVENT PM PF 
TDP arrival 20 feet 20 feet Rotating 
Rate of Climb on VSI 
and altimeter 
Eng Out #XX 
 
Cancels engine out 
tone 
Adjust attitude for 
Vtoss 
Rate of Climb on VSI 
and altimeter 
Positive rate of climb Gear Up 
Vtoss Vtoss 
 
 
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200 feet 200 feet Maintain appropriate 
OEI limits, accelerate 
to Vbroc 
Airspeed approaches 
Vbroc 
 
(74kts at SL, 
decreasing 1 knot per 
1000 feet PA 
increase) 
Vbroc Maintains Vbroc and 
100% NR until 
reaching MSA, then 
adjust Nr to 107% 
before exceeding 
Vbroc 
Safe Altitude, 500 feet 
or more 
 Emergency checklist 
Or / and 
After takeoff checks 
 
Note: 
I. The ability to reach flyaway an engine failure depends on several 
factors: aircraft position at the time of failure, fross weight, helideck 
height, wind and OAT 
II. The aircraft, may be at a low altitude or in ground effect some 
distance from the ring. The Pm should monitor and call NR, 
airspeed and RADALT height 
III. During an PEI continued takeoff from an elevated helideck, it may 
be advisable to establish a climb at Vtoss(V2) if there are 
obstruction in the takeoff path or if it is considered necessary to 
increase height above water prior to accelerating to Vbroc 
IV. Under normal circumstances, climb straight ahead to at least 500 
feet above the surface and accelerate to at least Vbroc ( Vy) or 
mean wind speed plus 40 knots, if greater before manoeuvring or 
carrying out any ECL checklist 
 
6.13.4 ONSHORE HELIPAD ENGINE FAILURE 
Onshore helipad engine failure (continued takeoff) 
Same procedure is utilised as the offshore helideck failure (continue 
takeoff) 
Onshore helipad engine failure (continued takeoff with obstructions) 
 
 
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Same procedure is utilised as the offshore helideck engine failure(continue 
takeoff), except Vtoss is maintained during climb out until clear of 
obstructions. 
Caution 
During OEI recovery from a high hover the pilot must immediately lower the 
collective in order to prevent NR decay. Difficultly in executing this 
manoeuvre increases with the height at which a vertical recovery is 
required. 
 
 
 
 
 
 
 
 
 
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Engine failure before TDP (rejected takeoff): 
FLIGHT EVENT PM PF 
At hover Takeoff 
Engine Failure 
before TDP 
Eng Out # XX 
Torque split 
Cancels engine ou 
tone 
Rejecting 
Aicraft on ground Conducts immediate 
actions on PF’s 
command 
Lower collective and 
applies brakes as 
required “immediate 
actions “ 
 
Engine failure at or after TDP: 
FLIGHT EVENT PM PFTDP arrival (briefed 
RADALT value) 
TDP Rotating 
Engine failure at or 
after TDP 
Eng out #XX 
Torque split 
 
Continuing 
Pitch attitude 10° to 
15° 
Positive Rate of 
climb 
Positive Rate of 
Climb 
Gear Up 
Vbroc Vbroc Maintains Vbroc and 
100% NR until 
reaching MSA, then 
adjust Nr to 107% 
before exceeding 
Vbroc 
Safe altitude, 500 
feet or above 
 ECL and after takeoff 
checklist 
 
 
 
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6.14 ENGINE FAILURE DURING APPROACH AND LANDING 
6.14.1 RUNWAY ENGINE FAILURE CONTINUED LANDING 
 Call Landing 
 If high LDP profile, maintain 45knots until 50 feet. If low LDP 
profile, maintain 60 knots until 75 feet 
 Start flare at selected LDP 
 Reduce speed, maintaining a constant attitude approach, to a 
suitable groundspeed for the landing surface 
 Conduct a rolling landing above effective translational lift if stop 
distance is sufficent, otherwise if short-field or onshore 
helipad(zero-speed touchdown), mange speed appropriately for 
available stop distance 
 Maintain NR above 100% until cushioning the touchdown 
 Set 10° pitch up attitude below 30 feet 
 When on the ground, centre cyclic, lower collective and apply 
brakes as required. Perform immediate actions 
 Continue with emergency checklist 
 Complete after landing checklist 
 
6.14.2 ENGINE FAILURE BEFORE LDP WITH GO-AROUND 
 Call: Go-Around 
 Adjust pitch attitude to obtain Vtoss 
 Adjust collective if necessary to maintain 100% NR (below Vbroc 
(Vy), (minimum 107% NF if airspeed is above Vbroc, then 
decelerate to Vbroc or Vtoss as appropriate and obtain 100% NR) 
 Positive Rate of Climb, Gear Up 
 When obstacle clearance is assured, accelerate to Vbroc (Vy) 
 Perform immediate actions when able 
 Climb at Vbroc 
 Manage OEI power within time constraints and NR 100%. Continue 
climb to MSA 
 At 500 feet, call for go-around checklist or the emergency checklist 
drill, when appropriate. 
 
 
 
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If a fire occurs late in the landing phase, a safe landing must take 
precedence over fighting the fire. 
 
6.15 OFFSHORE HELIDECK ENGINE FAILURE 
The helideck engine failure procedures are identical to engine failure 
runway procedures except at or after LDP, speed must be reduced for a 
OEI zero speed touchdown. Additionally, if landing to water, the PF will 
announce “Ditching, floats shall be deployed and operational limitations 
with floats deployed shall be observed 
 
6.15.1 ENGINE FAILURE BEFORE LDP, GO-AROUND 
 Call Go-Around 
 
 
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 Maximum 15° pitch down 
 Adjust collective if necessary to maintain 100% NR (below Vbroc 
(Vy), (minimum 107% NF if airspeed is above Vbroc, then 
decelerate to Vbroc or Vtoss as appropriate and obtain 100% NR) 
 When PM calls airspeed alive or 50 feet positive rate of climb, 
whichever comer first smoothly raise pitch up to obtain Vtoss 
 When PM calls Positive rate of climb, floats off and gear up 
 Continue a climbing acceleration to Vbroc (Vy), call for immediate 
actions once established in safe OEI flight 
 Manage OEI power against time contraints. At MSA, adjust NR to 
107% and MCP ( if 2min power has not elapsed) and continue to 
cruise OEI cruise flight 
 At 500 feet, call for go-around checklist or the appropriate 
emergency checklist drill, when appropriate 
 
6.15.2 ENGINE FAILURE BEFORE LDP, WATER LANDING 
If airspeed and/or available dropdown preclude OEI acceleration to Vtoss, it 
becomes obvious that ditching is inevitable, initiate a slow flare at 50 feet to 
decelerate and achieve a water landing with minimum forward speed and 
drift 
 Flare 10° nose up to reduce forward speed and rate of descent. 
Call ditching and deploy the floats 
 Ensure no drift and cushion the ditching with collective 
 After touchdown, center cyclic and lower collective gently 
Continue with emergency checklist 
 
6.15.3 ENGINE FAILURE AT OF AFTER COMMITTAL POINT 
 Committed 
 If the obstacle environment allows, fly a straight-in or slightly offset 
approach 
 Set 10° nose up attitude below 30 feet 
 Aim to cross the deck edge at between 20 to 25 feet above the 
helideck at low speed 
 Do not pause in the houver 
 Ensure on drift and apply all available collective to cushion the 
landing 
 When on the ground, center cyclic and lower collective gently 
 
 
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 Continue with immediate actions and the emergency checklist as 
appropriate 
 
 
6.16 EXPANDED EMERGENCY CHECKLIST 
Only the emergency checklist carried on board is to be used inflight. 
The checklist has been completed taking into account the procedures 
detailed in the flight manual and any additional procedures or restrictive 
practices imposed by the company. 
Each emergency ih the checklist has a number. The title shows the system 
or component affected. They have been complied to take into account 
 
 
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procedures detailed in the flight manual, as well as any additional or more 
restrictive company procedures. 
The checklist are generally broken down into three sections: 
 
6.16.1 INDICATIONS 
The possible indications and symptoms of the malfunction are given 
including any warning lights or captions, where appropriate. Warning lights 
and captions are shown in colour to approximate as closely as possible to 
the format seen in the aircraft, but allow better legibility during reduced 
ambient light conditions. 
 
6.16.2 ACTIONS 
The required actions are numbered and listed in order of priority. Action 
items surrounded by a black box are to be carried out from memory. When 
the checklist is consulted, PM is to read through the boxed items first. He 
then carries out the other items using the emergency checklist as a read 
and do list. 
 
6.16.3 CONSIDERATIONS 
This section will cover any additional considerations that may be applicable 
to a particular malfunction 
 
6.17 ADDITIONAL CONSIDERATIONS FOR SINGLE ENGINE 
FAILURE 
Engine malfunctions can be divided into three types: 
 Partial or total failure of the engine to provide power as demanded 
 Failure of an engine control system 
 Failure of an engine auxiliary system 
In the case of a malfunction, the first responsibility of the crew is to 
ensure continued safe flight until the malfunction can be diagnosed. 
Particular care must be taken to confirm which engine has the 
malfunction. When an engine failure occurs the PM should cancel the 
ENGINE OUT warning tone. 
 
 
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Care should be taken in confirming the failed engine prior to 
commencing engine shutdown as given the Engine SHUTDOWN in 
fight procedure. If the engine is shutdown, consider analyzing the 
cause of the flame out with a view to restarting the engine. To attempt 
restart use the Engine RESTART in flight procedure. 
 
6.17.1 USE OF THE FLIGHT DIRECTOR 
Coupling of the flight director following an engine failure will reduce pilot 
workload significantly. When PF has the aircraft under control, the flight 
director should be coupled in the 2-cue mode and the collective should be 
manually adjusted to set de appropriate power. 
In a climb out, engage HDG(or NAV)and IAS mode. Adjust the airspeed to 
Vbroc. Once fully established in a climb at the required airspeed and 
constant vertical speed, arm the ALTPRE mode and set the required 
altitude in the AL300. 
Ins a descent or approach, engage a lateral FD mode (as required) and 
IAS mode and use collective to set the required rate of descent. If collective 
command limits are not exceed. 
 
6.18 ADDITIONAL CONSIDERATIONS DUAL ENGINE FAILURE 
Varied conditions under which engine failure may occur prevent dictating a 
standard procedure. Altitude and airspeed where the engines fail will 
dictate the action taken to ensure a safe landing. On dual engine failure, 
the helicopter nose will swing to the left due to reduction in torque as the 
engine power decreases. Immediate collective reduction is required to 
maintain NR within safe limits. Full down collective should be maintained 
until NR recovers to the normal operating range. Once NR is within the 
normal operating range, the collective should be applied to maintain NR 
within the desired limits. Yaw pedals should be applied to maintain 
heading. Currently, there is not a standalone low rotos audio / visual 
warning available. NR must be closely monitored. 
 
6.18.1 FAILURE IN THE HOUVER 
Hold the aircraft in a level altitude, correct for lateral or aft drift and increase 
collective to cushion the landing. Use yaw pedals to maintain heading. 
Once on the ground, lower collective and apply the brakes. 
 
 
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6.18.2 FAILURE IN CRUISE 
Warning: 
Rotor RPM will reduce to an unrecoverable state with resultant loss of control 
unless autorotation is entered immediately following a dual engine failure. 
Note: 
Avoid excessive rapid reduction of collective at reduced rotor RPM while the cyclic 
is near the full forward or full aft position. Avoid applying rapid cyclic motions 
towards the forward or aft stop with the collective fully down. 
 
 If power is lost over land at a height / speed combination below the 
normal values for initiation of a flare (for example, just after TDP in 
the climb), maintain the attitude and accept the resulting ground 
speed. Any attempt to dive on speed will merely result in a 
increased rate of descent, which is impossible to arrest 
 Once established in a autorotation, restart of an engine will require 
at least 35 seconds and probably at least 1700 feet to achieve. If 
below 2000 feet do not attempt a restart, it may distract from the 
landing. When the decision has been made not attempt a restart, 
pull both t-handle aft 
 While the target speed for autorotation is 75knots IAS, airspeed 
may need to be varied in order to achieve a suitable landing area. 
Better range, if necessary, is achievable by adjusting airspeed to 
95knots IAS and drooping Nr to 91%; expect an increase in range 
of just under 600 feet per 1000 feet of height by flying at 95knots 
IAS instead of 75knots IAS. A comfortable ROD will be reached if 
NR is adjusted between 100% to 105% 
 If airspeed is reduced significantly below 75knots, at least 500 feet 
may be required to recover airspeed and the recovery will involve 
selecting and holding at least 20° nose down. In every case, the 
aim is to be established at 75 knots IAS, into wind, with the highest 
permissible NR (upt to 115%) by a minimum of 500feet above 
touchdown 
 PM shall make PA announcement stating: Position of impact 
 PM should call out each 1000 feet, every 100 feet at and below 
500 feet, 200 feet, 100 feet an 75 feet. All height calls below 1000 
feet are to be radar altimeter readings 
 At 75 feet flare to approximately 10° nose up. At 10 feet cushion 
landing with collective. Maximum desired gorund contact speed is 
40 knots ground speed. 
 
 
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 Immediately after ground contact decrease collective pitch 
smoothly and slowly neutralize cyclic and apply wheel brakes as 
required. Effectiveness of directional control decreases with 
decreasing NR after touchdown 
 If landing on soft or rough ground, or ditching, flare harder initially, 
aiming to reduce the ground speed to a minimum. This technique 
will result in some loss of forward view and require a more 
significant nose down correction by 10 feet above the surface, but 
will help to reduce the impact forces 
 At night or IMC, without visual contact with the surface, flare at 100 
feet RADALT to 10° nose up. As the speed decays through 
40knots or height passes 40feet, select and hold 10° nose up; 
progressively apply all available collective to cushion the impact 
 For ditching, aim for top of wave with swell from 30° to the left of 
the nose. Maximum pitch attitude is 10° and maximum water 
contact speed is 33knots ground speed. 
 
6.19 ADDITIONAL CONSIDERATIONS FOR MAIN 
GEARBOX FAILURES 
Transmission system failures can be broken into three types: 
1. Lubrication failurs 
2. Component failures 
3. Transmission accessory failures 
The system temperature and pressure gauges, chip detection system, and 
warning and caution lights should provide enough information to make an 
informed decision if a mechanical transmission problem arises. 
An impeding system failure may exhibit one or more of the following 
symptoms: 
1. Chip cautions from any of the transmission modules 
2. Low MGB oil pressure with associated warning light 
3. High transmission oil temperature with associated warning or 
caution light 
4. Increased power required at constant collective and airspeed 
5. Aircraft yaw kicks 
6. Howling, grinding or unusual noise from the main transmission 
7. Increased medium or high frequency vibration levels 
8. The odour of hot metal 
 
 
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In general a single failure indication dictates to land as soon as practicable 
while a double failure dictates to land as soon as possible. 
If multiple failures indications, including abnormal noise and/or vibration are 
present, land immediately. Descend to an altitude from which a landing con 
be quickly made with minimal power changes and fly at minimum power 
speed. Descend at a reduced power setting, but with enough torque to 
drive the transmission. Avoid rapid or frequent power changes. A running 
landing if preferred since it requires lower power and smaller power 
changes. A no-hover landing should be performed if a running landing area 
is not available. 
 
6.20 ADDITIONAL CONSIDERATIONS FOR TAIL ROTOR 
MALFUNCTIONS 
Tail rotor malfunctions may be caused by a wide variety of mechanical 
failures with an equally broad range of resultant severity. It is imperative 
that flight crew recognizes the differences in the symptoms associated with 
each mode and to also recognize an impending failure. 
 
6.20.1 LOSS OF TAIL ROTOR THRUST 
Impending tail rotor drive failure may be preceded by excessive noise or 
vibration from the tail rotor section. 
With loss of tail rotor thrust, it is impossible to remain in level flight. This 
failure is associated with a loss in drive and characterized by a sharp, right 
yaw of the aircraft that requires immediate entry into autorotation (if in 
forward flight) or landing (if in a hover). The severity of the initial yaw rate 
will be determined by the airspeed, altitude, aircraft mass, centre of gravity 
and power at the time of failure. 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. 
Severe yaw rates will result in large yaw angles within a very short periodof 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 make the aircraft pitch and roll making retention of 
control difficult without the use of large cyclics inputs, which are 
undesirable. Finally, very high yaw rates will produce disorienting effects on 
the pilots. Therefore, it is vital that corrective action be taken quickly to 
prevent post-failure yaw rates from reaching unacceptably high levels. 
 
 
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Once established in autorotation the aircraft can be flown to a stable pitch 
and roll attitude with an acceptable level of sideslip 
 
6.20.2 LOSS OF TAIL ROTOR CONTROL 
Loss of tail rotor control in the inability to change tail rotor blade pitch 
because of a mechanical failure in the yaw flight path, either due to a 
mechanical restriction or damage to bellcranks, control rods or cables. The 
tail rotor is still producing thrust however, and therefore this malfunction is 
less critical than a loss of drive. In the event of mechanical failure of the tail 
rotor cables, the self-centering tail rotor quadrant will return to a 
predetermined position. This position maintains a tail rotor blade angle that 
is the optimum for the anticipated flight conditions, thereby allowing level 
flight to be maintained with an acceptable sideslip. 
 
6.20.3 TAIL ROTOR CONTROL BINDING 
With a bind or restriction, the pilot must deal with a tail rotor stuck at “fixed 
pitch, the amount of which is dependent upon the yaw pedal position when 
the failure takes place. 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. 
 
6.21 ADDITIONAL CONSIDERATIONS FOR TAIL ROTOR 
DRIVE FAILURE IN CRUISE 
 A sharp increase in tail rotor noise and/or vibration may be 
indicative of damage to the tail rotor. Reduce speed towards 100 
knots IAS and land as soon as possible 
 Tail rotor drive system failure is always accompanied by a sharp 
yaw to the right. Reduce collective as necessary to control the yaw. 
Autorotation if necessary to control the yaw rate. 
 Aim to land into wind. Try to recude lateral and forwards velocity to 
minimum in the flare; ground contact speed should be held to a 
minimum to reduce the tendency to roll over due to yaw 
 On land use wheel brakes to try and maintain heading 
 
 
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6.22 ADDITIONAL CONSIDERATIONS FOR ELECTRICAL 
FAILURES 
The landing gear emergency down system requires power from the DC 
essential system to operate. During a total electrical failure the first 
consideration is to restore electrical power from one of the generators. 
When electrical power cannot be restored select the landing gear lever 
down and continue the procedure being aware that the fuel consumption 
will be increased due to the lowered landing gear. 
 
6.23 ADDITIONAL CONSIDERATIONS FOR DAFCS FAILURES 
In the event of an uncommanded aircraft disturbance or oscillation during 
coupled flight, initiate the applicable immediate action steps. Once the 
aircraft under control, consult the ECL. 
Note: 
When operating with both autopilots engaged and with FD modes coupled, failure or 
disengagement of either AP will automatically cancel the FD modes. Re-engaging the FD 
modes is allowed, however coupling the FD to a single AP is inhibited. Manually control the 
aircraft to satisfy the FD command cues. 
 
6.23.1 LANDING WITH BOTH AUTOPILOTS INOPERATIVE 
With both autopilots inoperative a running landing to a hard surface runway 
is recommended, use the LDP ( 200 feet, 45knots and maximum 
500feet/min) to minimise pitch attitude changes during the approach and 
lading. 
Landing at a helipad / helideck should be avoided when possible. To 
prevent overcontrol minimise cyclic inputs as much as possible. 
 
6.24 ADDITONAL GUINDANCE FOR DITCHING 
 The flotation system is designed only for emergency landing on 
water and is expected to keep the helicopter upright long enough to 
permit passengers and crew to exit to life-rafts or rescue boats. A 
subsequent takeoff or long term towing should not be attempted. 
 
 
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 When it appears that ditching is likely, consideration must be given 
to such factors as wind velocity, sea state conditions and helicopter 
power available for ditching. The maximum permissible water entry 
conditions are 33 knots ground speed at 300 feet/min ROD in a 
calm sea. Optimum ditching conditions would occur in a calm sea 
state with near zero forward and lateral helicopter speed. Minimum 
touchdown forces will a minimum rate of descent. Greatly 
increased touchdown forces will be experienced if the landing is 
made on the front or rising face of a wave. 
 Every effort should be made to land the helicopter with as little 
sideward drift as possible as the roll rate after touchdown increases 
sharply with any increases in lateral motion. Ditching with power 
available (such as when fuel starvation is imminent, or a loss of 
transmission oil pressure dictates such action) will greatly increase 
controllability, reduce touchdown forces, and assist in preventing 
the helicopter from rolling after impact. Power-off ditching 
(autorotation) should be avoided if possible. 
 With sufficient power available to fully control the helicopter 
descent rate, sideward drift and forward speed to near zero 
values, successful ditching may be accomplished in sea states up 
to and including sea state 4, depending on wind conditions. 
 All possible control available from the rotor system should be used 
to prevent rolling after impact. Consideration should be given to 
extended power-on water taxi, if wave conditions makes rotor to 
water contact improbable. Power-on water taxi will greatly increase 
the roll stability of the helicopter and will allow yaw and heading 
control. If the helicopter is unstable or taking on water shut down 
both engines. When shutting down, the rotor brakes should only be 
used if a sudden helicopter evacuation is required. When using the 
rotor brake, application should be gentle, since the application may 
cause the helicopter to roll and turn to the left. 
 The floats may be inflated at any time during the ditching 
procedure, below 75knots IAS and 500 feet. Allow sufficient time 
for full inflation before water contact. Float inflation time is within 10 
seconds. 
 The following general ditching techniques are recommended as the 
best for a successful controlled emergency landing on water; 
o Land in the proximity of ships or offshore installations if 
possible 
o Activate the floats in a hover if sufficient power is available 
o Reduce forward speed to as near zero as possible 
o Reduce lateral drift component to a minimum 
o Reduce rate of descent to minimum at touchdown 
 
 
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o Avoid rising faces of larges waves 
o Attempt to touchdown, into the wind, as near the crest or 
back of a wave as possible to minimise impact vertical 
velocity 
o Fuselage angle at impact should be between 0° to 10° 
nose upo Use all control available from the rotor system to prevent 
the helicopter from pitching and rolling after touchdown 
 
Warning: 
Do not evacuate the helicopter until the rotor blades have stopped turning. Do not inflate life-
jackets until clear of the helicopter. 
 
Caution: 
Operation of the landing gear during or after float inflation may result in damage to the floats 
and partial loss of flotation capability 
 
Note: 
1. Should the floats fail to inflate, the same procedures should be followed, but brief 
passengers to evacuate the helicopter as soon as the rotor blades have stopped 
2. When ditching, the landing gear should be extended before deploying the floats. 
However, if landing gear cannot be extended for any reason, the floats can be 
deployed with the gear rtracted. 
 
 
 
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SECTION 7. 
PBN OPERATIONS 
7.1 PURPOSE 
This Section provides the operating procedures for the SIKORSKY S 
76C’s PBN operations. 
7.2 PBN EQUIPMENT AND SYSTEM 
Equipment / 
Nomenclature 
Quant Manufacturer 
Model / 
Part Number 
TSO Class 
GPS 1 Garmin GPS 500W TSO-C146a C1 
VOR 2 Rockwell Collins VIR 32 
76202-04015-020 
TSO-C34d 
TSO-C35d 
TSO-C36d 
TSO-C40b 
N/A 
DME 1 Rockwell Collins DME-42 
622-6524-003 
TSO-C66b N/A 
7.3 GPS GARMIN 500W 
The GPS 500W System is a fully integrated, panel-mounted 
instrument, which contains a Global Positioning System (GPS) 
Navigation computer. The system consists of a GPS antenna and GPS 
Receiver. The primary function of the GPS portion of the system is to 
acquire signals from the GPS system satellites, recover orbital data, 
make range and Doppler measurements, and process this information 
in real-time to obtain the user's position, velocity, and time. 
Provided the GARMIN GPS 500W's GPS receiver is receiving 
adequate usable signals, it has been demonstrated capable of and has 
been shown to meet the accuracy specifications for: 
 VFR/IFR en-route, terminal, and non-precision instrument approach 
(GPS, VOR, VOR-DME, TACAW, NDB, NDB-DME, RNAV) and 
approach procedures with vertical guidance operation in accordance 
with AC 20-138A. 
 
 
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 The system meets RNP5 airspace (BRNAV) requirements of AC 90-96 
and in accordance with AC 20-138A, and JAA AM J 20X2 Leaflet 2 
Revision 1, provided it is receiving usable navigation information from 
the GPS receiver. 
Navigation is accomplished using the WGS-84 (NAD-83) coordinate 
reference datum- Navigation data is based upon use of only the Global 
Positioning System (GPS) operated by the United States of America. 
The Garmin display screen lighting is controlled by an internal 
photocell and the adjacent Garmin switch back lighting is controlled by 
the non-flight instrument rheostat. 
7.4 OPERATING PROCEDURES 
7.4.1 GENERAL 
OMNI’s pilots should not request PBN operations unless they satisfy 
all the criteria for the type of operation. If an aircraft not meeting these 
criteria receives a clearance from ATC to conduct an RNAV/RNP 
procedure, the pilot must advise ATC that he/she is unable to accept 
the clearance and must request alternate instructions. 
During the flight, where feasible, the pilot should use available data 
from ground-based NAVAIDs to confirm navigational reasonableness. 
For normal operations, cross-track error/deviation (the difference 
between the RNAV system-computed path and the aircraft position 
relative to the path) should be limited to ±½ the navigation accuracy 
associated with the procedure or route (i.e. RNAV 5: 2.5 NM / RNAV 
1: 0.5NM). Brief deviations from this standard (e.g. overshoots or 
undershoots) during and immediately after procedure/route turns, up 
to a maximum of one times the navigation accuracy (i.e. RNAV 5: 5 
NM / RNAV 1: 1 NM), are allowable. 
If ATS issues a heading assignment taking the aircraft off a route, the 
pilot should not modify the flight plan in the RNAV/RNP system until a 
clearance is received to rejoin the route or the controller confirms a 
new clearance. When the aircraft is not on the published route, the 
specified accuracy requirement does not apply. 
a - SID SPECIFIC REQUIREMENTS 
Prior to commencing take-off, pilots must verify the aircraft navigation 
system is operating correctly and the correct runway and departure 
procedure (including any applicable en-route transition) are entered 
 
 
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and properly depicted. Pilots who are assigned an RNAV/RNP 
departure procedure and subsequently receive a change of runway, 
procedure or transition must verify the appropriate changes are 
entered and available for navigation prior to take-off. 
Note: Pilots must not fly an RNP 1 SID unless it is retrievable by 
procedure name from the on-board navigation database and 
conforms to the charted procedure. 
Note: When using GNSS, the signal must be acquired before the take-
off roll commences. If the departure begins at a runway waypoint, 
then the departure airport does not need to be in the flight plan 
to obtain appropriate monitoring and sensitivity. 
b - STAR SPECIFIC REQUIREMENTS 
Prior to the arrival phase, the pilot should verify that the correct 
terminal route has been loaded. The active flight plan should be 
checked by comparing the charts with the map display. This includes 
confirmation of the waypoint sequence, reasonableness of track 
angles and distances, any altitude or speed constraints, and, where 
possible, which waypoints are fly-by and which are fly-over. If required 
by a route, a check will need to be made to confirm that updating will 
exclude a particular NAVAID. A route must not be used if doubt exists 
as to the validity of the route in the navigation database. 
Pilots must not fly an RNP 1 STAR unless it is retrievable by procedure 
name from the on-board navigation database and conforms to the 
charted procedure. 
Note: As a minimum, the arrival checks could be a simple inspection of 
a suitable map display that achieves the objectives of this 
paragraph. 
The creation of new waypoints by manual entry into the RNAV system 
by the pilot would invalidate the route and is not permitted. 
Where the contingency procedure requires reversion to a conventional 
arrival route, necessary preparations must be completed before 
commencing the RNAV route. 
 
 
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Route modifications in the terminal area may take the form of radar 
headings or “direct to” clearances and the pilot must be capable of 
reacting in a timely fashion. This may include the insertion of tactical 
waypoints loaded from the database. Manual entry or modification by 
the pilot of the loaded route, using temporary waypoints or fixes not 
provided in the database, is not permitted. 
Pilots must verify their aircraft navigation system is operating correctly 
and the correct arrival procedure and runway (including any applicable 
transition) are entered and properly depicted. 
Although a particular method is not mandated, any published altitude 
and speed constraints must be observed. 
 
7.4.2 PRE-FLIGHT PLANNING 
Flight Plan: ...................................................................... FILLED, LETTER R 
Pilots should use the appropriate ICAO flight plan designation 
specified for the RNAV/RNP route flown. The letter “R” should be 
placed in block 10 of the ICAO flight plan to indicate the pilot has 
reviewed the planned route of flight to determine RNAV/RNP 
requirements andthe aircraft and operator have been approved on 
routes where RNAV/RNP is a requirement for operation. Additional 
information needs to be displayed in the remarks section that indicates 
the accuracy capability (See MGO Section 16). 
Navigation database: ......................................................................... CHECK 
The on-board navigation database must be current and must contain 
the appropriate procedures, routes, waypoints and NAVAIDs. 
Pilots should ensure that approaches that are to be used for the 
intended flight (including those at alternate aerodromes) are not 
prohibited by a company instruction or NOTAM and are selectable 
from a valid aeronautical navigation database (current AIRAC cycle) 
that has been verified by the appropriate process of the supplier. 
RAIM Prediction: ................................................................................ CHECK 
A check must be carried out on the availability of appropriate 
NAVAIDs, including, where appropriate, RAIM prediction (for the 
period of intended operations). Any relevant NOTAMS must be 
addressed. 
During the pre-flight planning phase, the availability of RAIM (or 
equivalent monitor) at the destination should be verified as closely as 
possible before takeoff, and in any event, not more than 24 hours 
 
 
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before take-off (RAIM should be available from 15 minutes before the 
Estimated Time of Arrival (ETA) until 15 minutes after ETA). This may 
be established either by an internal function of the receiver or an Air 
Navigation Service Provider (ANSP) may offer an approved RAIM 
availability service to users (for example: 
http://augur.ecacnav.com/npa.html). 
NOTE: Receiver-based RAIM prediction programs are not able to 
predict short notice 'outages' and failures, and will not take 
account of scheduled disruptions to the satellite signals. 
Consequently, a receiver-based RAIM prediction may appear 
sound when the actual availability proves insufficient to provide 
the RAIM function. RAIM predictions do not normally take 
account of terrain above the horizon. Where terrain interrupts 
the 'view' of a satellite from the receiver as the aircraft descends 
on approach, availability may be affected. 
NOTE: Research has shown that such independently available RAIM 
prediction tools may not have the latest accurate availability 
data and are also unable to predict short notice outages and 
failures. A RAIM prediction from these service providers is also 
not guaranteed. 
In the event of a predicted, continuous loss of appropriate level of fault 
detection of more than five minutes for any part of the RNAV operation, 
the flight plan should be revised (e.g. delaying the departure or 
planning a different departure procedure). 
Alternate approach: ....................................................................IDENTIFIED 
Pilots must identify alternate approaches in the event of a loss of 
RNAV capability. The appropriate installed equipment must be 
serviceable. 
 
7.4.3 AFTER START 
GPS ................................................................................................ ON / SET 
Pilots should confirm the status of the system and correct operation 
before flight. 
 
 
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On power up, Pilots should confirm the navigation database is current 
and verify self-test properly performed. Check aircraft position, date 
and time. 
Once the database has been acknowledged, the Instrument Panel 
Self-Test Page appears. To ensure that GPS unit and any connected 
instruments are working properly, check for the following indications 
on your CDI/HSI, RMI, external annunciators and other connected 
instruments: 
 Course deviation 
 Glideslope 
 TO/FROM flag 
 Time to destination 
 Bearing to destination 
 Desired track 
 Distance to destination 
 Ground speed 
 All external annunciators 
Pilots should create and active a Flight Plan and insert a SID and 
waypoints, verifying proper entry of their ATC assigned route upon 
initial clearance and any subsequent change of route; 
Pilots should ensure the waypoints sequence, depicted by their 
navigation system, matches the route depicted on the appropriate 
chart(s) and their assigned route. If required, the exclusion of specific 
NAVAIDs should be confirmed. 
Pilots should define the CDI scale. The default setting is “Auto”. At this 
setting, when leaving your departure airport the CDI scale is set to 1.0 
NM and gradually ramps up to 2 NM beyond 30 NM (from the 
departure airport). En-route phase of flight the CDI scale is set to 2.0 
NM. 
 
Pilots should perform RAIM Prediction. 
 
 
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Procedures are detail in Section 2 – GPS Normal Procedures, item 2.2 
Power ON, 2.3 Flight Plan, 2.4 Select Departure, 2.9 To Activated an 
Existing Flight Plan, 2.14 RAIM Prediction and 2.17 CDI Scale Setting 
of this SOP or for further information refer to GPS 500W Pilot’s Guide. 
 
7.4.4 PRE TAKEOFF 
NAV AIDs .............................................................................. SET / XCHECK 
Pilots must verify the aircraft navigation system is operating correctly 
and the correct runway and departure procedure (including any 
applicable en-route transition) are entered and properly depicted. 
Pilots who are assigned an RNAV/RNP departure procedure and 
subsequently receive a change of runway, procedure or transition 
must verify the appropriate changes are entered and available for 
navigation prior to take-off. 
 
7.4.5 APPROACH / DESCENT 
NAV AIDs .............................................................................. SET / XCHECK 
Before reaching the IAF, Pilots should verify that the correct terminal 
route has been loaded. The active flight plan should be checked by 
comparing the charts with the map display. This includes confirmation 
of the waypoint sequence, reasonableness of track angles and 
distances of the approach legs, accuracy of the inbound course and 
mileage of the final approach segment, any altitude or speed 
constraints, and, where possible, which waypoints are fly-by and which 
are fly-over. 
Pilots should verify CDI / Alarms and define the scale. The default 
setting is “Auto”. At this setting, the CDI scale is set to 2.0 NM during 
the “en route” phase of flight. Within 31 NM of your destination airport, 
the CDI scale gradually ramps down to 1.0 NM (terminal area). 
 
 
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Pilots confirm revised ETA (within RAIM Prediction Window). 
Procedures are detail in Section 8 – GPS Normal Procedures, 8.5 
Select Arrival (STAR), 8.6 Select an Approach, 8.7 Select Departure, 
Arrival and Approach by PROC key, 8.14 RAIM Prediction, 8.15 Basic 
Approach Operation and 8.17 CDI Scale Setting of this SOP or for 
further information refer to GPS 500W Pilot’s Guide. 
Approach Mode.......................................................................... ACTIVATED 
By the time the aircraft reaches the IAF the pilots should have 
completed the above and been cleared for the approach. Pilot should 
verify if the Approach was activating. 
During approach operations the CDI scale gradually transitions down 
to an angular CDI scale. At 2.0 NM of the final approach fix (FAF), CDI 
scaling is tightened from 1.0 to the angular full scale deflection (0.3 
NM). 
Procedures are detail in Section 8 – GPS Normal Procedures, 8.6 
Select an Approach, 8.7 Select Departure, Arrival and Approach by 
PROC key, 8.15 BasicApproach Operation and 8.17 CDI Scale 
Setting of this SOP or for further information refer to GPS 500W Pilot’s 
Guide. 
Crosstrack Error ............................................................................... XCHECK 
Before making any RNAV approach, pilots should perform a gross 
error crosscheck fix with a terrestrial navigation aid (such as a 
VOR/DME) and check that the GPS position correlates with this 
crosscheck fix. This crosscheck should be completed at or before the 
IAF. When working correctly, the accuracy of GPS will often expose 
the operational error of the terrestrial navigation aid. Errors of up to 5º 
may be normal in a VOR display, and DME may only be accurate to 
 
 
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about half a mile. DME indicates slant range but GPS displays 
horizontal range, giving rise to a further small discrepancy, which 
increases as you approach the DME station overhead. 
 
7.4.6 CONTINGENCY PROCEDURES 
The pilot must notify ATC of any loss of the RNAV/RNP capability, 
together with the proposed course of action. If unable to comply with 
the requirements of an RNAV/RNP route, pilots must advise ATS as 
soon as possible. The loss of RNAV/RNP capability includes any 
failure or event causing the aircraft to no longer satisfy the RNAV/RNP 
requirements of the route. 
For GPS-based approaches, receiver autonomous integrity monitoring 
(RAIM) will monitor satellite conditions and alert you using an “INTEG” 
annunciation at the bottom left corner of the display if protection limits 
cannot be maintained. 
 
If this occurs, the GPS receiver should not be used for primary 
navigation guidance. Revert to an alternate navigation source. LPV, 
LNAV+V, and L/VNAV approaches will downgrade to LNAV if GPS 
integrity cannot be met. There is no need to switch to guidance by 
other navigation equipment unless GPS LNAV is insufficient or 
integrity degrades further. 
In the event of communications failure, the pilot should continue with 
the RNAV/RNP route in accordance with established lost 
communications procedures. 
7.5 EXTENDED PBN OPERATING CHECKLIST 
NORMAL CHECK LIST 
Extended PBN operating procedures are inside the green box. 
PRE-FLIGHT PLANNING 
FLIGHT PLAN ...................................FILLED, LETTER R 
NAVIGATION DATABASE .................................. CHECK 
RAIM PREDICTION ............................................. CHECK 
 
 
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ALTERNATE APPROACH .......................... IDENTIFIED 
BEFORE START 
STARTING ENGINES 
AFTER START 
GPS .................................................................... ON/SET 
TAXING CHECK 
PRE TAKEOFF 
NAV AIDs .................................................. SET/XCHECK 
TAKEOFF 
AFTER TAKEOFF 
CRUISE 
APPROACH / DESCENT 
NAV AIDs .................................................. SET/XCHECK 
APPROACH MODE .......................................... ACTIVED 
CROSSTRACK ERROR ................................... XCHECK 
PRE LANDING 
AFTER LANDING 
SHUT DOWN 
 
 
 
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SECTION 8. 
GPS NORMAL PROCEDURES 
8.1 INTRODUCTION 
This section describes the operational procedures of the GPS Garmin 
500W. 
The GPS 500W is TSO C146a certified for primary domestic, oceanic, 
and remote navigation including en route, terminal, and non-precision 
approaches, and approaches with vertical guidance, such as LPV and 
LNAV/VNAV. The GPS 500W can simultaneously give approach 
information and weather and traffic data in relation to their position on 
a large, color moving map display. 
8.2 POWER ON 
1. Turn the COM power/volume knob clockwise to turn the unit on and 
set the desired radio volume. 
2. The Main and GPS software version page appears briefly, followed 
by land and terrain database pages, as the unit conducts self-tests to 
ensure proper operation. 
3. Once the self-test concludes, database confirmation pages are 
displayed, showing the effective and expiration dates of the databases 
on the NavData® card. Press the ENT key to acknowledge the last 
database page and proceed to the instrument panel self-test page. 
4. The instrument panel self-test page allows to verify that the unit is 
communicating properly with in-panel instruments. Compare on-
screen indications with the information depicted on connected 
instruments, such as the CDI, HSI, RMI and/or external annunciators. 
Once you have verified proper operation, turn the large right knob to 
select "Set Full Fuel?", "Go To Checklist", or "OK?" (to display the 
Satellite Status Page), and then press the ENT key. 
5. When the GPS receiver has acquired a sufficient number of 
satellites to determine a position, the Map Page is automatically 
displayed showing your present position. 
8.3 FLIGHT PLAN 
 
 
 
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8.3.1 CREATE A NEW FLIGHT PLAN 
1. Press FPL and turn the small right knob to display the Flight Plan 
Catalog. 
2. Press MENU to display the Flight Plan Catalog Options. 
3. Turn the large right knob to highlight “Create New Flight Plan?” and 
press ENT. 
4. A blank flight plan page will appear for the first empty storage 
location. Use the small and large right knobs to enter the identifier of 
the departure waypoint and press ENT. 
5. Repeat step #4 above to enter the identifier for each additional flight 
plan waypoint. 
6. Once all waypoints have been entered, press the small right knob 
to return to the Flight Plan Catalog. 
NOTE: Any time you activate a flight plan, a copy of the flight plan is 
automatically transferred to “flight plan 0” and overwrites any 
previously active flight plan 
8.3.2 FLIGHT PLAN EDITING 
To add a waypoint to an existing flight plan: 
1. Press FPL and turn the small right knob to display the Flight Plan 
Catalog. 
2. Press the small right knob to activate the cursor. 
3. Turn the large right knob to highlight the desired flight plan and press 
ENT. 
4. Turn the large right knob to select the point where you wish to add 
the new waypoint. If an existing waypoint is highlighted, the new 
waypoint is placed directly in front of this waypoint. 
8.4 SELECT DEPARTURE (SID) 
To select a published standard instrument departure (SID) for the 
departure airport, or replace the current departure with a new 
selection, proceed as follow: 
1. From the Active Flight Plan Page, press MENU to display the Active 
Flight Plan Page Options. 
2. Highlight the “Select Departure?” option from the Active Flight Plan 
Page Options and press ENT. 
 
 
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3. A window appears listing the available departures for your departure 
airport. Turn the small right knob to select the desired departure and 
press ENT. 
4. A second window appears listing available transitions for the 
departure. Turn the small right knob to highlight the desired transition 
waypoint and press ENT. 
5. A third window appears listing available runways for the departure. 
Turn the small right knob to highlight the desired runway and press 
ENT. 
6. With “Load?” highlighted, press ENT. The departure is now inserted 
into your flight plan. 
8.5 SELECT ARRIVAL (STAR) 
To select a published standard terminal arrival route (STAR) for the 
destination airport, or replace the current arrival with a new selection, 
proceed as follow: 
1. From the Active Flight Plan Page, press MENU to display the Active 
Flight Plan Page Options. 
2. Highlightthe “Select Arrival?” option and press ENT. 
3. A window appears listing the available arrivals for your destination 
airport. Turn the small right knob to select the desired arrival and press 
ENT. 
4. A second window appears listing available transitions for the arrival. 
Turn the small right knob to highlight the desired transition waypoint 
and press ENT. 
5. A third window appears listing available runways for the arrival. Turn 
the small right knob to highlight the desired runway and press ENT. 
6. With “Load?” highlighted, press ENT. The arrival is now inserted into 
your flight plan. 
8.6 SELECT AN APPROACH 
1. From the Active Flight Plan Page, press MENU to display the Active 
Flight Plan Page Options. 
2. Highlight the “Select Approach?” option and press ENT. 
3. A window appears listing the available approaches for your 
destination airport. Turn the small right knob to highlight the desired 
approach and press ENT. 
 
 
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4. A second window appears listing available transitions for the 
approach. Turn the small right knob to highlight the desired transition 
waypoint and press ENT. 
5. Turn the large right knob to highlight “Load?” or “Activate?” and 
press ENT. 
 “Load?” adds the approach to the flight plan without immediately using 
the approach for navigation guidance. This allows you to continue 
navigating the original flight plan until cleared for the approach, but keeps 
the approach available for quick activation when needed. 
 “Activate?” adds the approach to the flight plan and begins navigating 
the approach course. 
6. For precision approaches, and non-precision approaches not 
approved for GPS, a reminder window appears indicating that GPS 
guidance on such approaches is strictly for monitoring only. To confirm 
this reminder, highlight “Yes?” and press ENT. 
8.7 TO SELECT DEPARTURE, ARRIVAL OR AN 
APPROACH BY PROC KEY: 
1. Press the PROC key to display the Procedures Page. 
2. Turn the large right knob to highlight “Select Approach?”, “Select 
Departure?” or “Select Arrival?” and press ENT. 
3. A window appears listing the available procedures. Turn the large 
right knob to highlight the desired procedure and press ENT. (When a 
direct-to destination is selected, departures are offered for the nearest 
airport.) 
4. A second window appears listing the available transitions. Turn the 
large right knob to highlight the desired transition waypoint and press 
ENT. (The approach “Vectors” option assumes you will receive vectors 
to the final course segment of the approach and will provide navigation 
guidance relative to the final approach course.) 
5. Turn the large right knob to highlight “Load?” or “Activate?” 
(approaches only) and press ENT. “Load?” adds the procedure to the 
flight plan without immediately using it for navigation guidance. This 
allows to continue navigating the original flight plan, but keeps the 
procedure available on the Active Flight Plan Page for quick activation 
when needed to later activate a departure orarrival. 
 
 
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6. For VLOC-based precision approaches and some non-precision 
approaches, a reminder window appears indicating that GPS guidance 
on such approaches is strictly for monitoring only — use the VLOC 
receiver and external CDI (or HSI) for primary navigation. To confirm 
this reminder, highlight “Yes?” and press ENT. 
8.8 TO REMOVE AN APPROACH, ARRIVAL OR 
DEPARTURE FROM THE ACTIVE FLIGHT PLAN: 
1. From the Active Flight Plan Page, press MENU to display the Active 
Flight Plan Page Options. 
2. Select the “Remove Approach?”, “Remove Arrival?” or “Remove 
Departure?” option and press ENT. 
3. A confirmation window appears listing the procedure you are about 
to remove. With “Yes?” highlighted, press ENT. 
8.9 TO ACTIVATE AN EXISTING FLIGHT PLAN 
1. From the Flight Plan Catalog, press the small right knob to activate 
the cursor. 
2. Turn the large right knob to highlight the desired flight plan and press 
MENU to display the Flight Plan Catalog Options. 
3. Turn the large right knob to highlight “Activate Flight Plan?” and 
press ENT. 
8.10 TO NAVIGATE A FLIGHT PLAN 
1. Press FPL and turn the small right knob to display the Flight Plan 
Catalog. 
2. Press the small right knob to activate the cursor. 
3. Turn the large right knob to highlight the desired flight plan and press 
MENU to display the Flight Plan Catalog Options. 
4. Turn the large right knob to highlight “Activate Flight Plan?” and 
press ENT. 
8.11 INVERTING FLIGHT PLAN 
To activate an existing flight plan in reverse order: 
1. From the Flight Plan Catalog, press the small right knob to activate 
the cursor. 
 
 
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2. Turn the large right knob to highlight the desired flight plan and press 
MENU to display the Flight Plan Catalog Options. 
3. Turn the large right knob to highlight “Invert & Activate FPL?” and 
press ENT. The original flight plan remains intact in its Flight Plan 
Catalog storage location. 
8.12 TO DELETE A FLIGHT PLAN: 
1a. From the Active Flight Plan Page: Press MENU to display the 
Active Flight Plan Options window. 
OR 
1b. From the Flight Plan Catalog: Press the small right knob to activate 
the cursor, turn the large right knob to highlight the flight plan you wish 
to delete, then press MENU to display the Flight Plan Catalog Options. 
2. Turn the large right knob to highlight “Delete Flight Plan?” and press 
ENT. 
3. With “Yes?” highlighted, press ENT to delete the flight plan. 
8.13 TO PERFORM TRIP PLANNING OPERATIONS: 
1. Select “Trip Planning” from the Flight Planning Page. 
2. The current trip planning “leg mode” is displayed at the top of the 
page: “POINT TO POINT” or “FPL LEG” (for a flight plan leg). To 
change the leg mode, press MENU to display an options window for 
the other leg mode, then press ENT to accept the other leg mode. 
3a. For direct-to planning, verify that the “from” waypoint field indicates 
“P.POS” (present position). If necessary, press CLR to display 
“P.POS”. Press ENT and the flashing cursor moves to the “to” 
waypoint field. Turn the small and large right knobs to enter the 
identifier of the “to” waypoint and press ENT to accept the waypoint. 
OR, 
3b. For point-to-point trip planning, turn the small and large right knobs 
to enter the identifier of the “from” waypoint. Once the waypoint’s 
identifier is entered, press ENT to accept the waypoint. The flashing 
cursor moves to the “to” waypoint. Again, turn the small and large right 
knobs to enter the identifier of the “to” waypoint and press ENT to 
accept the waypoint. 
OR, 
3c. For “flight plan leg” trip planning, turn the small right knob to select 
the desired flight plan (already stored in memory), by number. Turn the 
 
 
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large right knob to highlight the “LEG” field and turn the small right 
knob to select the desired leg of the flight plan, or select “Cum” to apply 
trip planning calculations to the entire flight plan. 
4. Turn the large right knob to highlight the departure time (DEP TIME) 
field. 
5. Use the small and large right knobs to enter the departure time. 
Press ENT when finished. (Departure time may be entered in local or 
UTC time, depending upon unit settings). 
6. If necessary, use the small and large right knobs to enter the 
departure date. Press ENT when finished. 
7. The flashing cursor moves to the ground speed (GS) field. Use the 
small and large right knobs to override the current ground speed (and 
enter a planningfigure). Press ENT when finished. (To return ground 
speed reading to current conditions, highlight the ground speed [GS] 
field, press CLR, then press ENT.) 
8. With all variables entered, the following information is provided: 
 DTK: Desired track, or desired course 
 DIS: Distance to waypoint 
 ETE: Estimated time en route 
 ESA: En route safe altitude 
 ETA: Estimated time of arrival 
 Sunrise/Sunset times at the destination 
8.14 RAIM PREDICTION 
To predict RAIM availability: 
1. Select “RAIM Prediction” from the utility page. 
2. The flashing cursor highlights the waypoint field. Use the small and 
large right knobs to enter the identifier of the waypoint at which you 
wish to determine RAIM availability. Press ENT when finished. (To 
determine RAIM availability for your present position, press CLR, 
followed by ENT.). 
3. The flashing cursor moves to the arrival date field. Use the small 
and large right knobs to enter the date for which you wish to determine 
RAIM availability. Press ENT when finished. 
 
 
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4. The flashing cursor moves to the arrival time field. Use the small 
and large right knobs to enter the time you wish to use reference for 
determine RAIM availability. Press ENT when finished. 
5. The flashing cursor moves to “Compute RAIM?”. Press ENT to 
begin RAIM prediction. 
Once calculations are complete, the unit displays one of the following 
in the RAIM status field: 
 RAIM Not Available - Satellite coverage is predicted to NOT be sufficient 
for reliable operation during non-precision approaches; 
 RAIM Available - Satellite coverage is predicted to be suficiente for 
reliable operation during all flight phases, including non-precision 
approaches; 
8.15 BASIC APPROACH OPERATION 
1. Select the destination airport using the direct to key, or as the last 
waypoint in the active flight plan. 
2. Choose the “Select Approach?” option from the Procedures Page 
or from the Active Flight Plan Options. 
3. “Load” the approach (often while en route) in anticipation of its future 
use. This places the approach in the active flight plan, but retains 
course guidance in the en route section until the approach is 
“Activated”. 
4. “Activate” the full approach or vectors-to-final, as appropriate. In 
some scenarios, you may find it more convenient to immediately 
activate the approach and skip the “Load” process outlined above in 
step #3. 
 
8.15.1 ACTIVATING AN APPROACH 
1. With an approach loaded in the active flight plan, press the PROC 
key to display the Procedures Page. 
2. Turn the large right knob to highlight “Activate Approach?”. 
3. Press ENT. 
 
 
 
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8.15.2 ACTIVATING AN APPROACH WITH VECTORS-TO-
FINAL 
The “Activate Vectors-To-Final?” option allows to activate the final 
course segment of the approach. This option assumes you will receive 
vectors to the final approach course and guides you to intercept the 
final course, before reaching the FAF. 
1. With an approach loaded in the active flight plan, press the PROC 
key to display the Procedures Page. 
2. Turn the large right knob to highlight “Activate Vectors-To-Final?”. 
3. Press ENT. 
8.16 MISSED APPROACH PROCEDURE 
After you pass the MAP, if the runway isn’t in sight you must execute 
a missed approach. 
1. Press the OBS key to sequence to the first waypoint in the missed 
approach procedure. This will simultaneously result in several 
changes: 
a. SUSP annunciation will extinguish. 
b. The first waypoint in the missed approach procedure will be 
sequenced. 
c. The current approach annunciation (LPV, L/NAV, LNAV+V or LNAV) 
will be replaced with either MAPR or TERM, depending on the design 
of the approach. Normally, MAPR will be annunciated for missed 
approach procedures in which the first leg is a climb straight ahead to 
a waypoint, whereas TERM will be annunciated for missed approach 
procedures requiring a turn. 
d. CDI scaling will change to ±0.3 NM full scale deflection if MAPR is 
annunciated, or ±1.0 NM if TERM is annunciated. 
e. The “FROM” indicator will change to a “TO” indication. 
2. Follow the missed approach procedures, as published on your 
approach plate, for proper climb and heading instructions. 
3. An alert message in the lower right hand corner of the screen 
recommends entry procedures for the holding pattern. As you fly the 
holding pattern, the timer in the lower right corner of the Default NAV 
Page automatically resets on the outbound side of the hold when you 
are abeam the hold waypoint. The timer again resets as you turn 
inbound (within approximately 30° of the inbound course). This allows 
 
 
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you to use standard timing (typically one minute) to fly the inbound and 
outbound legs of the hold 
4. The unit provides course guidance only on the inbound side of the 
holding pattern. Roll steering is provided to aircraft with compatible 
autopilots. When leaving the holding pattern to re-fly the approach (or 
another approach) press the PROC key to “Select Approach?” or 
“Activate Approach?” as previously described. (Or, use the direct-to 
key to select another destination.) 
8.17 CDI SCALE SETTING: 
1. Select “CDI / Alarms” from the Setup Page. 
2. The flashing cursor highlights the “Selected CDI” field. Turn the 
small right knob to select the desired CDI scale. The selected scale 
and any lower scale settings are used during the various phases of 
flight. 
3. Press ENT to accept the selected scale. The “System CDI” field 
displays the CDI scale currently in use. The “System CDI” setting may 
differ from the “Selected CDI” depending upon the current phase of 
flight. 
 
 
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