helicopterindia.comhelicopterindia.com/yahoo_site_admin/assets/docs/fm-ec...helicopterindia.com ......
TRANSCRIPT
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – iEASA APPROVED Rev. 13
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Page
2.1 GENERAL 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 KINDS OF OPERATION 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 BASIS OF CERTIFICATION 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 MINIMUM FLIGHT CREW 2 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5 MASS AND LOAD LIMITS 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.1 Maximum gross mass 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.2 Minimum gross mass 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.3 Loading limits 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.4 Tie-down ring limits 2 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 CENTER OF GRAVITY LIMITATIONS 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.1 Longitudinal center of gravity limits 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.2 Lateral center of gravity limits 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7 AIRSPEED LIMITATIONS 2 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.7.1 Forward flight 2 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.8 ALTITUDE LIMITATIONS 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.9 ENVIRONMENTAL OPERATING CONDITIONS 2 – 5 . . . . . . . . . . . . . . . . . . . . . .
2.9.1 Ambient air temperature limitations 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.9.2 Battery temperature limitations 2 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10 ROTOR RPM LIMITATIONS 2 – 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS 2 – 7 . . . . . . . . . . . . . . .
2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS 2 – 8 . . . . . . . . . . . . . . .
2.12.1 Engine oil pressure 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12.2 Engine oil temperature 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12.3 Engine starter / generator 2 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12.4 Generator 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12.5 Main transmission oil pressure 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12.6 Main transmission oil temperature 2 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – iiEASA APPROVED
Rev. 13
2.13 FUEL LIMITATIONS 2 –10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.13.1 Fuel specification 2 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.13.2 Fuel temperature limits 2 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.13.3 Fuel additives 2 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.13.4 Fuel quantities 2 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.14 OIL LIMITATIONS 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.14.1 Oil specifications 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.14.2 Oil quantities 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15 HYDRAULIC SYSTEM LIMITATIONS 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.1 Hydraulic pressures 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.2 Hydraulic system quantities 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.3 Hydraulic fluid 2 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16 OPERATIONAL LIMITATIONS 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16.1 Prohibited flight maneuvers 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16.2 Rotor starting and stopping in high wind 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16.3 Hover turns 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16.4 Main rotor mast moment limits 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16.5 Slope operations 2 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17 INSTRUMENT MARKINGS 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1 Analogue instruments 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1.1 Airspeed indicator 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1.2 Triple tachometer 2 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.2 VEMD-displayed instruments 2 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.2.1 First limit indicator (FLI) 2 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators 2 – 20 . . .
2.17.2.3 Engine / transmission oil temperature / pressure bar graph markings 2 – 21 . . . .
2.18 PLACARDS AND DECALS 2 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – iii/(2 – iv blank)EASA APPROVED Rev. 13
LIST OF FIGURES
Page
Fig. 2-1 Allowable C.G. envelope (longitudinal) 2 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-2 Temperature limits for approved primary fuels 2 – 11 . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-3 Mast moment indicator on the FLI page 2 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-4 FLI marking symbology on analogue display 2 – 18 . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-5 Digital data display 2 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-6 Typical bar graph display 2 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings 2 – 21 . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 1EASA APPROVED Rev. 14
S E C T I O N 2
LIMITATIONS
WARNING IF ANY LIMITATION HAS BEEN EXCEEDED, MAINTENANCE ACTIONMAY BE REQUIRED AND NECESSARY BEFORE NEXT FLIGHT. ENTERDURATION AND AMOUNT OF EXCESS IN LOGBOOK AND APPROPRI-
ATE SYSTEM LOGBOOK (FOR EXAMPLE ENGINE LOGBOOK).
2.1 GENERAL
This helicopter shall be operated in compliance with the limitations of this section.
For definitions of terms, abbreviations and symbols used in this section refer to section 1.
2.2 KINDS OF OPERATION
The helicopter in its basic configuration is certified for land operation under day and night VisualFlight Rules (VFR) provided that the equipment required by operational regulations is installedand serviceable.
With special equipment installed and operative and under observance of the proceduresand limitations, described in FMS 9.2-8, the helicopter is also certified for land operationunder Instrument Flight Rules (IFR).
With the emergency flotation system (optional equipment FMS 9.2-9) the helicopter canbe operated over water in accordance to the national operating regulations.
2.3 BASIS OF CERTIFICATION
This helicopter is certified under FAR 29 requirements.
2.4 MINIMUM FLIGHT CREW / MAXIMUM NUMBER OF OCCUPANTS
The minimum flight crew consists of one pilot operating the helicopter from the right crew seat.
The maximum number of occupants comprises up to 11 persons (including flight crew).
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 2EASA APPROVED
Rev. 15
2.5 MASS AND LOAD LIMITS
2.5.1 Maximum gross mass
The maximum permissible takeoff and landing gross mass, as a function of the given atmo-spheric conditions (Pa, OAT), is to be derived from the relevant HOVER CEILING INGROUND EFFECT (TAKEOFF POWER) performance chart in section 5 of this manual.
Maximum approved gross mass for flight is 3585 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.2 Minimum gross mass
Minimum approved gross mass for flight is 1750 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.3 Loading limits
Maximum allowable floor loading is 600 kg/m2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAUTION CARGO, BAGGAGE AND LOOSE ITEMS MUST BE PROPERLY STOWEDAND TIED DOWN IN ORDER TO MAKE IN-FLIGHT SHIFTING IMPOSSI-
BLE (SEE ALSO REMARKS IN SECTION 6).
2.5.4 Tie-down ring limits
Maximum allowable load per tie-down ring is 70 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 3EASA APPROVED Rev. 3
2.6 CENTER OF GRAVITY LIMITATIONS
2.6.1 Longitudinal center of gravity limits
Station zero (datum) is an imaginary vertical plane, perpendicular to the aircraft centerlineand located 3950 mm forward of the leveling point (see section 6).
Fig. 2-1 Allowable CG envelope (longitudinal)
A
X–STA [mm]
1.500
GR
OS
S W
EIG
HT
[kg
]
C
4.8004.7004.6004.5004.4004.3004.200
1.750
2.000
2.250
2.500
2.750
3.000
3.250
3.500
3.750
X–STA [mm] GW [kg]A 4377 3585B 4544 3585C 4667 1750D 4337 2000
D
B
2.6.2 Lateral center of gravity limits
Lateral center of gravity limits left and right of the fuselage centerline are:
for a gross mass up to 3000 kg 100 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
for a gross mass above 3000 kg 80 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 4EASA APPROVED
Rev. 6
2.7 AIRSPEED LIMITATIONS
NOTE All airspeed values given in this manual are indicated airspeed (IAS) unlessotherwise indicated.
2.7.1 Forward flight
The following tables (Table 2-1 and 2-2) show the airspeed limits under various atmosphericconditions (Pa, OAT). Table 2-1 applies when the helicopter’s gross mass is up to 3000 kg,Table 2-2 applies when the helicopter’s gross mass is greater than 3000 kg.
PressureAltitude
OAT - °C -Altitude
- ft - –45 –35 –30 –20 –10 0 +10 +20 +30 +40 +50
0 150 150 150 150 150 150 150 150 150 150 1502000 150 150 150 150 150 150 150 150 145 145 1404000 145 145 145 145 145 145 145 145 140 140 1306000 140 140 145 145 145 145 145 140 135 1308000 135 135 140 145 145 145 140 135 130 120
10000 125 130 130 135 135 135 130 125 12012000 115 120 125 130 130 125 120 115 11014000 110 115 120 125 120 115 110 105 10016000 105 110 115 115 110 105 100 9518000 100 105 110 105 100 95 90 85 BK117 C–2
VNE -KIAS- for any takeoff gross mass up to 3000 kg
Table 2-1 Never-exceed speed for any takeoff gross mass up to 3000 kg (VNE – kts IAS)
PressureAltitude
OAT - °C -Altitude
- ft - –45 –35 –30 –20 –10 0 +10 +20 +30 +40 +50
0 145 145 145 145 145 145 145 145 145 140 1402000 140 140 140 140 140 140 140 140 140 135 1304000 135 135 135 140 140 140 140 135 135 130 1206000 130 130 130 135 135 135 135 130 125 1208000 130 130 130 130 130 130 125 120 115 110
10000 125 125 125 125 125 120 115 110 10512000 115 120 120 120 115 110 105 100 9514000 110 115 115 110 105 100 95 90 8516000 105 105 105 100 95 90 85 8018000 100 95 90 85 85 80 80 75 BK117 C–2
VNE -KIAS- for any takeoff gross mass above 3000 kg
Table 2-2 Never-exceed speed for any takeoff gross mass above 3000 kg (VNE – kts IAS)
VNE for OEI operation under all conditions is 110 kts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . or as shown in the VNE- tables (Table 2-1 or 2-2), whichever is less.
VNE for steady autorotation under all conditions is 90 kts. . . . . . . . . . . . . . . . . . . . . . . . . . . or as shown in the VNE- tables (Table 2-1 or 2-2), whichever is less.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 5EASA APPROVED Rev. 13
2.8 ALTITUDE LIMITATIONS
Maximum operating altitude is 18 000 ft PA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum operating altitude for hoverin ground effect / takeoff and landing is 18 000 ft DA or 18 000 ft PA,. . . . . . . . . . . . . . . . .
whichever is less.
2.9 ENVIRONMENTAL OPERATING CONDITIONS
Flights with closed NACA inlets (PUSH FOR AIR knob – pulled) (e.g. under extreme smoke,smog conditions) are restricted to 30 minutes to prevent avionics overheating. If the CPDSOVHT caution indication comes on during this 30 minutes, proceed according to CPDSOVHT caution indication,
2.9.1 Ambient air temperature limitations
bMinimum air temperature (If cold weather kit P/N B854M2001051and Bleedair heating and CAD P/N C19243EA04...B04 and VEMD P/N B19030NA04...B04 are approved and installed): – 45 _C. . . . . . . . . . . . . . . . . .
Minimum air temperature (without cold weather kit P/N B854M2001051and/or Bleedair heating (Keith)) – 30 _C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum air temperature (with Bleed air heating defective or not installed) +10 _C. . . . .
Maximum air temperature is ISA + 35_C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (max. + 50_C)
If OAT w +35_C, the oil cooler block plate LH/RH (P/N B854K2101/–202) must be re-moved.
If OAT w +35_C, try to lower cockpit temperature by means of ventilation. The max. op-erating time on ground is 30 minutes.
NOTE See also the chart for fuel temperature limits (Fig. 2-2) in this section.
2.9.2 Battery temperature limitations
For engine start–up at outside air temperatures below –20_C using the aircraft battery, theaircraft battery shall be preheated to at least –20_C.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 6EASA APPROVED
Rev. 13
2.10 ROTOR RPM LIMITATIONS
CONDITION Power ON Power OFF
Minimum transient (max. 20 s) 85 % –
Minimum continuous
GM v 2000 kgGM u 2000 kg
96 %96 %
80 %85 %
Maximum continuous 104 % 104 %
Partial power (max. 5 min)Torquev2 x 30%
106 % –
Maximum transient (max. 12 s) 106 % 110 %
NOTE During normal (“Power ON”) operations, the rotor speed is governed automati-cally as a function of density altitude and airspeed (see section 7, para. 7.13)
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 7EASA APPROVED Rev. 15
2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS
Engine: Turbomeca ARRIEL 1E2
Transmission: Kawasaki B632K1001–051
CAUTION THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER ACTUALFAILURE OF AN ENGINE OR FOR MAINTENANCE CHECKFLIGHTS (ACC.TO THE MAINTENANCE MANUAL), EXCEPT FOR THE MCP VALUES,WHICH MAY ALSO BE USED FOR TRAINING (ONLY IF TRAINING DEVICE,FMS 9.1–3 IS NOT INSTALLED) OR DEMONSTRATION PURPOSES.
FLI marking Transmission(helicopter)
Engine operating limits(helicopter)
limits
max.torque
max.N1-SPEED 2)
max.
TOT
CONDITION % % _C
Starting transient(max. 5 sec)
11.0 865
Starting 8.5 785
All engines operating
Takeoff power (5 min)VvVy
10.0 2 x 83 100.2–101.9 845
Max. continuous power 9.0 2 x 71 98.8–100.0 845
One engine inoperative
2.5 min. power 12.0 125 101.8–103.31) 885 1)
Max. continuous power 11.0 91.5 100.2–101.9 845
1)Record the duration, maximum N1 and maximum TOT in the helicopter and enginelogbooks. After a maximum total of 15 minutes, maintenance action is required (refer to the engine maintenance manual). Only times of application greater than 10 s for a single event are to be accumulated.
2)N1 speed (true value) as shown on the N1 digital display. Since the true N1 speed limits arefunctions of PA and OAT, the table shows the ranges of variability for the upper limits.The engine is protected against a continuous N1 overspeed/over TOT by a limiting device in the fuel flow system. This stop is set above the 2.5min power limits at approx. 104.4% N1.However, inadvertant dynamical overshoot in N1 and TOT may occur when this stop is reached.The engine is not protected against over–TOT by a limiting device in the fuel flow system during engine start.
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 8EASA APPROVED
Rev. 15
NOTE D The N2–speed limitations are the same as the rotor rpm limitations (see para2.10)
D The N1–speed limitations change according to PA and OAT
D FLI limitations may be torque limits (low altitude) or compressor rating limits(N1), depending on the flight conditions (PA, OAT)
D A transient AEO torque limit of 2 x 90% (10.8 FLI) and a transient OEI torquelimit of 140% torque (14.0 FLI) have been established for VvVy and unin-tended use of max. 12 seconds duration only.
D A transient AEO N1 limit of 103,3% (10.5 FLI) and a transient OEI N1 limit of107% for inadvertent use of max. 12 seconds duration only, have been estab-lished. Exceeding of any one of those limits requires maintenance action (re-fer to the maintenance manual).
2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS
2.12.1 Engine oil pressure
Minimum 1.3 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution range 1.3 bar to 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Continuous operation 1.5 bar to 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum continuous 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTE Exceeding 5.0 bar oil pressure is allowed for transient operation during the startcycle and warm up at ground idle only.
2.12.2 Engine oil temperature
Minimum for starting:
Oil viscosity 3 cSt and 3.9 cSt -45°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil viscosity 5 cSt -40°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum for power application:
Oil viscosity 3 cSt and 3.9 cSt -10°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil viscosity 5 cSt 0°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum operating temperature 115°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 7EASA APPROVED Rev. 15
2.11 ENGINE AND TRANSMISSION POWER LIMITATIONS
Engine: Turbomeca ARRIEL 1E2
Transmission: Kawasaki B632K1001–051
CAUTION THE OEI POWER RATINGS ARE LIMITED TO USE ONLY AFTER ACTUALFAILURE OF AN ENGINE OR FOR MAINTENANCE CHECKFLIGHTS (ACC.TO THE MAINTENANCE MANUAL), EXCEPT FOR THE MCP VALUES,WHICH MAY ALSO BE USED FOR TRAINING (ONLY IF TRAINING DEVICE,FMS 9.1–3 IS NOT INSTALLED) OR DEMONSTRATION PURPOSES.
FLI marking Transmission(helicopter)
Engine operating limits(helicopter)
limits
max.torque
max.N1-SPEED 2)
max.
TOT
CONDITION % % _C
Starting transient(max. 5 sec)
11.0 865
Starting 8.5 785
All engines operating
Takeoff power (5 min)VvVy
10.0 2 x 88 100.2–101.9 845
Max. continuous power 9.0 2 x 71 98.8–100.0 845
One engine inoperative
2.5 min. power 12.0 125 101.8–103.31) 885 1)
Max. continuous power 11.0 91.5 100.2–101.9 845
1)Record the duration, maximum N1 and maximum TOT in the helicopter and enginelogbooks. After a maximum total of 15 minutes, maintenance action is required (refer to the engine maintenance manual). Only times of application greater than 10 s for a single event are to be accumulated.
2)N1 speed (true value) as shown on the N1 digital display. Since the true N1 speed limits arefunctions of PA and OAT, the table shows the ranges of variability for the upper limits.The engine is protected against a continuous N1 overspeed/over TOT by a limiting device in the fuel flow system. This stop is set above the 2.5min power limits at approx. 104.4% N1.However, inadvertant dynamical overshoot in N1 and TOT may occur when this stop is reached.The engine is not protected against over–TOT by a limiting device in the fuel flow system during engine start.
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 8EASA APPROVED
Rev. 15
NOTE D The N2–speed limitations are the same as the rotor rpm limitations (see para2.10)
D The N1–speed limitations change according to PA and OAT
D FLI limitations may be torque limits (low altitude) or compressor rating limits(N1), depending on the flight conditions (PA, OAT)
D A transient AEO torque limit of 2 x 97% (10.5 FLI) and a transient OEI torquelimit of 140% torque (14.0 FLI) have been established for VvVy and unint-ented use of max. 12 seconds duration only.
D A transient AEO N1 limit of 103.3% (10.5 FLI) and a transient OEI N1 limit of107,5% for inadvertent use of max. 12 seconds duration only, have been es-tablished. Exceeding of any one of those limits requires maintenance action(refer to the maintenance manual)
2.12 OTHER ENGINE AND TRANSMISSION LIMITATIONS
2.12.1 Engine oil pressure
Minimum 1.3 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution range 1.3 bar to 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Continuous operation 1.5 bar to 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum continuous 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTE Exceeding 5.0 bar oil pressure is allowed for transient operation during the startcycle and warm up at ground idle only.
2.12.2 Engine oil temperature
Minimum for starting:
Oil viscosity 3 cSt and 3.9 cSt -45°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil viscosity 5 cSt -40°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum for power application:
Oil viscosity 3 cSt and 3.9 cSt -10°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil viscosity 5 cSt 0°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum operating temperature 115°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 9EASA APPROVED Rev. 15
2.12.3 Engine starter/generator
To prevent starter overheat damage, the starter energize time is limited as follows:
External power 1) Onboard battery 2)
20 seconds - ON 30 seconds - ON60 seconds - OFF 60 seconds - OFF20 seconds - ON 30 seconds - ON60 seconds - OFF 60 seconds - OFF20 seconds - ON 30 seconds - ON
30 minutes - OFF 30 minutes - OFF
The 30 minute cooling period is required before beginning another starting cycle.
The starter energize time is the time which elapses between initiation of the starter and igni-tion in the turbine.
For engine ventilation the starter energize time is limited as follows:(see section 4, para. 4.12)
External power 1) Onboard battery 2)
15 seconds - ON 20 seconds - ON60 seconds - OFF 60 seconds - OFF15 seconds - ON 20 seconds - ON
23 minutes - OFF 23 minutes - OFF
1) 28 Volt ground power unit limited to 800 A (occasional starts using a 1000 A power supply can be tolerated).
2) Min. battery capacity: 27 Ah
2.12.4 Generator
Maximum continuous load per generator 200 A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total maximum continuous load (power supply through both generators) 360 A. . . . . . . .
2.12.5 Main transmission oil pressure
Minimum 1.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution range 1.0 bar - 1.5 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Continuous operation 1.5 bar - 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum 5.0 bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTE XMSN OIL PRESS warning light illumination is acceptable in the range from 1.0to 1.4 bar during the pressure build-up phase.
2.12.6 Main transmission oil temperature
Continuous operation –10 °C - 105 °C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum 105 °C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 10EASA APPROVED
Rev. 15
2.13 FUEL LIMITATIONS
2.13.1 Fuel specification
NOTE Specifications apply to the latest index, latest amendment in force.
Fuel conforming to the following specification is authorised for use:
TYPE OFFUEL
NATOSYM-BOL
S P E C I F I C A T I O NNormal Unrestricted Fuels
BOLUSA UK CAN RF CIS
Kerosene-50(AVTUR-FS
II)JP-8
F 34MIL-T-83133 JP-8
D.ENG.RD2453 –
AIR3405-F-34 –
Kerosene-50(AVTUR)JET A-1
F 35ASTM-D-1655JET A-1
D.ENG.RD2494 2.3.23
AIR3405-F-35
–
JP-8+100 F 37 MIL-DTL-83
133 JP-8
– – – –
Kerosene–
ASTM-D-1655JET A
– – – –
Wide-cut–
ASTM-D-1655JET B
– – – –
Wide-cut JP-4(AVTAG-FS
II)F 40
MIL-T-5624JP-4
D.ENG.RD24542 2.3.24 AIR 3407 –
High flashpoint
Kerosene (AVCAT)
F 43 –D.ENG.RD
2493 –AIR
3404-F-43
–
High flashpoint
KeroseneJP-5
(AVCAT-FS II)
F 44MIL-T-5624JP-5
D.ENG.RD2452 –
AIR3404-F-44
–
KeroseneÒÑ-1, ÐÒ – – – – –
ÃÎÑÒ10227/86
Normally JP–4/JP–5/JP–8/JP–8+100 fuels are preblended with anti–icing additives. It is theoperator‘s responsibility to make certain that the fuel used contains an anti–icing addtivewhen necessary. Additional anti–icing additives shall not be added to pre–blended fuels.(see 2.13.3)
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 11EASA APPROVED Rev. 15
In case of contingency, the following fuels may be used as substitutes for normal fuels (add2% of mineral oil if possible). However, their use is restricted and limited to a certain amountof time so as not to affect the engine TBO.
Maximum time of use between overhaul: 25 hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum pressure altitude: 1500 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum fuel temperature: 30°C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TYPE OF FUEL NATOSYM-BOL
S P E C I F I C A T I O NReplacement fuels
BOL
USA UK FRANCE
AviationF 12 MIL-G-5572
Grade 80/87– AIR 3401 80/87
fuel
(AVGAS)
F 18 MIL-G-5572Grade 100/130
D.ENG RD 2485 AIR 3401 100/130
(AVGAS)F 22 MIL-G-5572
Grade 115/145– AIR 3401 115/145
Motor car petrolPetrol for tanks
F 46 MIL-G-3056 DEF. 2401 DCEA/2DMT80
2.13.2 Fuel temperature limits
FUEL TEMPERATURE – _C
PR
ES
SU
RE
ALT
ITU
DE
– F
EE
T
BK
-33,
16
0–10–20–30 10 40 5020 30
5000
10000
15000
18000Jet A, Jet A–1, Jet B, JP-8,
JP 8, JP-8+100, JP 5
14000
54
Jet A, Jet A–1, Jet B,
Jet A,Jet A–1
44_C–35_C
54_C
PA=6000ft
20_C
–40–50
Jet A–1,Jet B,ÐÒ,ÒÑ-1
–50_C 15_C
Jet A,Jet A–1,JP-8,JP-8+100,ÐÒ,ÒÑ-1
Jet A,Jet A–1,JP-8,JP-8+100,JP-5,ÐÒ,ÒÑ-1
JP-4, JP-5, JP-8,Jet A, Jet A–1, Jet B,
Jet A–1,Jet B,JP-4,ÐÒ,ÒÑ-1 JP-8+100, ÐÒ, ÒÑ-1
ÐÒ, ÒÑ-1
JP-8+100, ÐÒ, ÒÑ-1
Fig. 2-2 Temperature limits for approved primary fuels
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 12EASA APPROVED
Rev. 13
2.13.3 Fuel additives
Anti-icing fuel additives
When operating at fuel temperatures below -10°C (14°F) with not pre-blended fuels (see2.13.1), icing protection is to be provided with anti-icing fuel additives:
Fuel System Anti-Icing Additives/ Icing Inhibitors (FSII)
T NATO Joint
ServiceSpecifications
Type NATO symbol
ServiceDesignat USA UK FRANCE CIS
EGME S–748 AL–31 MIL-I-27686
DERD2451
AIR3652
–
DiEGME S–1745 AL–41 MIL-I-85470
DEF STAN68-252
AIR3652
–
When using fuels with anti-icing additives (pre-blended or added) it has to be assuredthat the following requirement is fulfilled:
Concentration by volume: Max 0.15%, Min 0.10%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other fuel additives
Anti-static additive: SHELL ASA 3, STADIS 450. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Concentration by volume: Max 0.00001%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti-oxidizing, de-activator of metals, anti-corrosion in conformity with approved specifica-tions in force.Fungicide (Biobor) limited to one treatment every 500 operating hours or every 3 months.
2.13.4 Fuel quantities
TANKUSABLE FUEL UNUSABLE FUEL
TANKliters kilograms liters kilograms
Main 741.5 593.2 4.1 3.3
Supply (left) 59.0 47.2 3.75 3.0
Supply (right) 67.0 53.6 3.75 3.0
Totals 867.5 694.0 11.6 9.3
Fuel mass values are based on a fuel density of 0.8 kg/liter.The usable fuel quantity is empty when zero is indicated on the relevant fuel quantity gauge.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 13EASA APPROVED Rev. 13
2.14 OIL LIMITATIONS
2.14.1 Oil specifications
Oil type OAT limit
Engine MIL-L-23699
MIL-L-7808
–40 °C–45 to +15 °C
Main transmission MIL-L-23699 –45 °C
Intermediate gearbox MIL-L-23699 –45 °C
Tail rotor gearbox MIL-L-23699 –45 °C
Main rotor hub MIL-L-23699 –45 °C
2.14.2 Oil quantities
Liters Kilograms
Engines (each tank)
UsableUnusableTotal
3.930.404.33
3.970.404.37
Main transmission 12.50 12.60
Intermediate gearbox 0.75 0.76
Tail rotor gearbox 0.65 0.66
Main rotor hub 1.90 1.92
Oil mass values are based on an oil density of 1.01 kg/liter
2.15 HYDRAULIC SYSTEM LIMITATIONS
2.15.1 Hydraulic pressures
Minimum 6900 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range 6900 kPa to 9000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous operation 9000 kPa to 12000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range(high pressure relief valve starts to open) 12000 kPa to 12200 kPa. . . . . . . Maximum (max. fluid flow at high pressure relief valve) 15000 kPa. . . . . . . . . . . . . . . . . . . .
2.15.2 Hydraulic system quantities
Liters
Hydraulic system 1Hydraulic system 2
1.01.2
2.15.3 Hydraulic fluid
Hydraulic fluid type MIL-H-5606 is authorized for use at all ambient temperatures.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 14EASA APPROVED
Rev. 13
2.16 OPERATIONAL LIMITATIONS
2.16.1 Prohibited flight maneuvers
The following are prohibited:
– aerobatic maneuvers
– intentional full autorotation landings
– flight into icing conditions. In case that icing conditions are entered unexpectedly, theicing zone shall be left in the quickest possible way.
2.16.2 Rotor starting and stopping in high wind
Starting and stopping the rotor is authorized in up to max. 50 kts wind from all horizontal di-rections.
2.16.3 Hover turns
For gross mass up to 3200 kg maximum 45°/s (8 seconds for a 360° turn). . . . . . . . . . . For gross mass above 3200 kg maximum 30°/s (12 seconds for a 360° turn). . . . . . . . . .
2.16.4 Main rotor mast moment limits
Fig. 2-3 Mast moment indicator on the FLI page
The mast moment indicator, displayed on the FLI page, indicates the bending moment ofthe main rotor mast. The limit (marked with a red bar) shall not be reached.
Maximum red bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution range yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal range left side of yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTE D Upon reaching the red bar a warning gong comes on, a red box appearsaround the word LIMIT, and MM becomes underlined red. All these signalsdisappear upon leaving the red bar. In case that mast moment is higher than77% the MM EXCEED caution comes on and will not disappear until poweroff.
D On CPDS Flight Report page the message OVERLIMIT DETECTED will comeon upon reaching 64% mast moment. A logbook entry and maintenance ac-tion are required whenever the limit (marked with a red bar) has been exceed-ed.
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 13EASA APPROVED Rev. 13
2.14 OIL LIMITATIONS
2.14.1 Oil specifications
Oil type OAT limit
Engine MIL-L-23699
MIL-L-7808
–40 °C–45 to +15 °C
Main transmission MIL-L-23699 –45 °C
Intermediate gearbox MIL-L-23699 –45 °C
Tail rotor gearbox MIL-L-23699 –45 °C
Main rotor hub MIL-L-23699 –45 °C
2.14.2 Oil quantities
Liters Kilograms
Engines (each tank)
UsableUnusableTotal
3.930.404.33
3.970.404.37
Main transmission 12.50 12.60
Intermediate gearbox 0.75 0.76
Tail rotor gearbox 0.65 0.66
Main rotor hub 1.90 1.92
Oil mass values are based on an oil density of 1.01 kg/liter
2.15 HYDRAULIC SYSTEM LIMITATIONS
2.15.1 Hydraulic pressures
Minimum 6900 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range 6900 kPa to 9000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous operation 9000 kPa to 12000 kPa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Caution range(high pressure relief valve starts to open) 12000 kPa to 12200 kPa. . . . . . . Maximum (max. fluid flow at high pressure relief valve) 15000 kPa. . . . . . . . . . . . . . . . . . . .
2.15.2 Hydraulic system quantities
Liters
Hydraulic system 1Hydraulic system 2
1.01.2
2.15.3 Hydraulic fluid
Hydraulic fluid type MIL-H-5606 is authorized for use at all ambient temperatures.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 14EASA APPROVED
Rev. 13
2.16 OPERATIONAL LIMITATIONS
2.16.1 Prohibited flight maneuvers
The following are prohibited:
– aerobatic maneuvers
– intentional full autorotation landings
– flight into icing conditions. In case that icing conditions are entered unexpectedly, theicing zone shall be left in the quickest possible way.
2.16.2 Rotor starting and stopping in high wind
Starting and stopping the rotor is authorized in up to max. 50 kts wind from all horizontal di-rections.
2.16.3 Hover turns
For gross mass up to 3200 kg maximum 45°/s (8 seconds for a 360° turn). . . . . . . . . . . For gross mass above 3200 kg maximum 30°/s (12 seconds for a 360° turn). . . . . . . . . .
2.16.4 Main rotor mast moment limits
Fig. 2-3 Mast moment indicator on the FLI page
64% 77% 90% zone markings
The mast moment indicator, displayed on the FLI page, indicates the bending moment ofthe main rotor mast. The limit (marked with a red bar) shall not be reached.
Maximum red bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution range yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal range left side of yellow region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NOTE D Upon reaching the red bar a warning gong comes on, a red box appearsaround the word LIMIT, and MM becomes underlined red. All these signalsdisappear upon leaving the red bar. In case that mast moment is higher than77% the MM EXCEED caution comes on and will not disappear until poweroff.
D On CPDS Flight Report page the accumulated time which has been spent ineach zone (see fig 2-3) during flight and the max. MM will be displayed. Alogbook entry and maintenance action are required whenever the limit (redbar) has been exceeded.
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 15EASA APPROVED Rev. 13
2.16.5 Slope operations
CAUTION DO NOT EXCEED THE ALLOWABLE MAST MOMENT LIMITS.
Slope operations (takeoff/landing) are limited in the degree of sloping terrain upon whichthe maneuver may be performed.
Ground sloping down to the left max. 11_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground sloping down to the right max. 6_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground sloping nose up max. 8_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground sloping nose down (if terrain allows) max. 8_. . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 16EASA APPROVED
Rev. 13
2.17 INSTRUMENT MARKINGS
The pointers and scales of the instruments are marked as follows:
Left systems (engine, fuel,...) 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Right systems (engine, fuel,...) 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main rotor R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Minimum and maximum limits red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum continuous power OEI dashed yellow radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 min power OEI dashed red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transient limits red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting transient limits red triangle (filled). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal starting limits red triangle (unfilled). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal/continuous range green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start, HOGE and caution range yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Never exceed speed - power off red cross-hatched radial. . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1 Analogue instruments
2.17.1.1 Airspeed indicator
0 kt to 30 kt yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30 kt to 150 kt green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
150 kt red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
90 kt red cross-hatched radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1.2 Triple tachometer
Engine RPM (N2, power on):
96% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
96% to 104% green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
106% red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rotor RPM (power off):
80% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
80% to 85% yellow arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
85% to 104% green arc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104% red radial. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
110% red dot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 17EASA APPROVED Rev. 13
2.17.2 VEMD-displayed instruments
2.17.2.1 First limit indicator (FLI)
The first limit indicator (FLI) (Fig. 2-4) gives an analogue indication of the limiting parameter as-sociated with the helicopter engine primary limitations for: N1, TOT or torque. This indication iscompleted by the display of digital data for the three parameters. The dial scale of the analoguedisplay is arbitrary and does not represent a percent value.
NOTE Even though the rotor is stopped it is possible that due to torque calibration tol-erance, a digital torque value of up to 3% is indicated and the needle of first limitindicator is in “0” position. In that case no corrective action is necessary.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 18EASA APPROVED
Rev. 15
Max. TOT starting (appears only during starting)
TOT starting transient (appears only during starting)
AEO max. takeoff power;
OEI 2.5 min. power
OEI max. continuous power
OEI transient; max. 12 sec.
AEO transient; max. 12 sec.
EC
145_
FLH
_001
2_R
AEO takeoff power range; max. 5 min
Fig. 2-4 FLI marking symbology on analogue display
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 17EASA APPROVED Rev. 13
2.17.2 VEMD-displayed instruments
2.17.2.1 First limit indicator (FLI)
The first limit indicator (FLI) (Fig. 2-4) gives an analogue indication of the limiting parameter as-sociated with the helicopter engine primary limitations for: N1, TOT or torque. This indication iscompleted by the display of digital data for the three parameters. The dial scale of the analoguedisplay is arbitrary and does not represent a percent value.
NOTE Even though the rotor is stopped it is possible that due to torque calibration tol-erance, a digital torque value of up to 3% is indicated and the needle of first limitindicator is in “0” position. In that case no corrective action is necessary.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 18EASA APPROVED
Rev. 15
Max. TOT starting (appears only during starting)
TOT starting transient (appears only during starting)
AEO max. takeoff power;
OEI 2.5 min. power
OEI max. continuous power
OEI transient; max. 12 sec.
AEO transient; max. 12 sec.
AEO takeoff power range; max. 5 min
EC
145_
FLH
_001
2_R
Fig. 2-4 FLI marking symbology on analogue display
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 19EASA APPROVED Rev. 13
a) b) c) d)
Fig. 2-5 Digital data display
A value that is within the normal operating range is displayed as shown in Fig. 2-5 a). A solidwhite rectangle associated with a parameter indicates which is the limiting parameter (Fig.2-5 b)). If operation in a yellow range is detected, a countdown timer is automaticallyswitched on and the digital data is yellow underlined (Fig. 2-5 c)). For the 5 min. limit thecounter is invisible. For the 2.5 min. limit the counter is visible. Five seconds before the timerreaches zero a flashing red box appears around the word “LIMIT” (Fig. 2-4). When the count-down has expired or if the limit has been exceeded, the red box is fixed and the red underlin-ing of the digits flashes (Fig. 2-5 d)).
If one of the parameters is invalid, a yellow failure symbology replaces the information con-cerning the faulty parameter.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 20EASA APPROVED
Rev. 13
2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators
The symbology and animation logic of the bar graphs which indicate the values for en-gine/transmission oil temperature/pressure is as follows:
EC
145_
FLH
_001
3_R
EC
145_
FLH
_001
4_R
a) b) c) d)
Fig. 2-6 Typical bar graph display
– If the value is in the normal operation range, the limitation display is as shown in Fig.2-6 a). The digital value is only shown when permanent displaying is selected.
– If the value reaches the yellow region, the numeric value appears and is yellow under-lined (Fig. 2-6 b)).
– The yellow and red limitation markings grow when the value gets close to the red re-gion (Fig. 2-6 c)).
– If the value enters the red region, the numeric value is red underlined and flashes(Fig. 2-6 d)).
NOTE A transmission oil temperature indication down to –10_C is permissible for conti-nous power application, even if the indication is yellow underlined (see also para2.12.6).
For further bar graph markings refer to Fig 2–7.
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 19EASA APPROVED Rev. 13
a) b) c) d)
Fig. 2-5 Digital data display
A value that is within the normal operating range is displayed as shown in Fig. 2-5 a). A solidwhite rectangle associated with a parameter indicates which is the limiting parameter (Fig.2-5 b)). If operation in a yellow range is detected, a countdown timer is automaticallyswitched on and the digital data is yellow underlined (Fig. 2-5 c)). For the 5 min. limit thecounter is invisible. For the 2.5 min. limit the counter is visible. Five seconds before the timerreaches zero a flashing red box appears around the word “LIMIT” (Fig. 2-4). When the count-down has expired or if the limit has been exceeded, the red box is fixed and the red underlin-ing of the digits flashes (Fig. 2-5 d)).
If one of the parameters is invalid, a yellow failure symbology replaces the information con-cerning the faulty parameter.
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 20EASA APPROVED
Rev. 13
2.17.2.2 Engine / transmission oil temperature / pressure bar graph indicators
The symbology and animation logic of the bar graphs which indicate the values for en-gine/transmission oil temperature/pressure is as follows:
EC
145_
FLH
_001
3_R
EC
145_
FLH
_001
4_R
a) b) c) d)
Fig. 2-6 Typical bar graph display
– If the value is in the normal operation range, the limitation display is as shown in Fig.2-6 a). The digital value is only shown when permanent displaying is selected.
– If the value reaches the yellow region, the numeric value appears and is yellow under-lined (Fig. 2-6 b)).
– The yellow and red limitation markings grow when the value gets close to the red re-gion (Fig. 2-6 c)).
– If the value enters the red region, the numeric value is red underlined and flashes(Fig. 2-6 d)).
For further bar graph markings refer to Fig 2–7.
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 21EASA APPROVED Rev. 9
2.17.2.3 Engine/transmission oil temperature/pressure bar graph markings
17.5
10
EC
135_
FLH
_012
1_R
1.3
145
115
0
–45
5
1
140
105
0
–45
Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings
ENGINE
TRANSMISSION
5
0
0
1.5
1.5
EFFECTIVITY H/C up to S/N 9033 and before SB MBBBK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 22EASA APPROVED
Rev. 13
2.18 PLACARDS AND DECALS
All placards shown below are usually presented in English. However, for non LBA-registeredhelicopters, markings and placards intended for emergency passenger information and instruc-tion, and instruction for operation of passenger doors may be provided in local language.
The following illustrations of placards and decals are typical presentations. Slight formal dif-ferences from the real placards and decals do not affect the information presented therein.
Placard:
THIS HELICOPTER ISAPPROVED FOR
VFR DAY AND NIGHT OPERATION
Location: Upper RH frame
Placard:
THIS HELICOPTER MUST BE OPERATEDIN COMPLIANCE WITH THE OPERATING
LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL
Location: Central spar
Placard:
MAX. PERMISS. GROSS MASS 3585 kg
Location: Below forward RH cabin door
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 21EASA APPROVED Rev. 13
2.17.2.3 Engine/transmission oil temperature/pressure bar graph markings
17.5
10
EC
135_
FLH
_012
1_R
1.3
145
115
0
–45
5
1
140
105
–10
–45
Fig. 2-7 Engine/transmission oil temperature/pressure bar graph markings
ENGINE
TRANSMISSION
5
0
0
1.5
1.5
EFFECTIVITY H/C with S/N 9034 and subsequent or after SBMBB BK117 C-2–31–001
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 22EASA APPROVED
Rev. 13
2.18 PLACARDS AND DECALS
All placards shown below are usually presented in English. However, for non LBA-registeredhelicopters, markings and placards intended for emergency passenger information and instruc-tion, and instruction for operation of passenger doors may be provided in local language.
The following illustrations of placards and decals are typical presentations. Slight formal dif-ferences from the real placards and decals do not affect the information presented therein.
Placard:
THIS HELICOPTER ISAPPROVED FOR
VFR DAY AND NIGHT OPERATION
Location: Upper RH frame
Placard:
THIS HELICOPTER MUST BE OPERATEDIN COMPLIANCE WITH THE OPERATING
LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL
Location: Central spar
Placard:
MAX. PERMISS. GROSS MASS 3585 kg
Location: Below forward RH cabin door
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 23EASA APPROVED Rev. 13
Placard:
VNE OEI = 110 KIAS OR TABLE VALUE,WHICHEVER IS LESS
VNE POWER OFF = 90 KIAS OR TABLE VALUE,WHICHEVER IS LESS
Location: Central spar
Placard:
Location: Cabin roof, sliding doors and windows at the rear part of the cabin (inside, LH and RH)
Placard:
DURING GROUND OPERATIONONLY SMALL CYCLIC STICK
DISPLACEMENTS FORFUNCTIONAL TESTS
Location: Upper RH windshield frame
Placard: (optional)
SAFETY CABLE – USE TO SECURE CREW MEMBERS (200 KG MAX.)
Location: Inside, near safety harness fitting
Placard: (optional)
USE ONLY TO SECURE PERSONS (200 KG MAX.)
Location: Inside, near safety harness fitting
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 24EASA APPROVED
Rev. 13
Placard:
MAX. FLOOR LOAD 600 kg/m2
CARGO TO BE SECUREDMAX. LOAD PER EYE 70 kg
Location: Cabin panelling, RH
Placard:
INTERCOM
Location: Below external power connection
Placard:
SERVICINGSTARTING
28 VDC
Location: Below external power connection
Placard:
OPEN
CLOSED
OPEN
SLIDING DOOR
Location: Sliding doors, inside (LH) and outside (RH)
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 25EASA APPROVED Rev. 15
Placard:
OPEN
CLOSED
OPEN
SLIDING DOOR
Location: Sliding doors, inside (RH) and outside (LH)
Placard:
DO NOT OPERATE DOORHANDLE DURING FLIGHT
Location: Sliding door, inside, LH and RH and cockpit door LH
Placard:(colour of the symbol: RAL 3000)
CLOSEDPOSITION
Location: Sliding doors, inside, and cockpit doors, inside
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 26EASA APPROVED
Rev. 15
Placard:
EMERGENCY EXITREMOVE CAPPULL HANDLE
PUSH WINDOW INSIDE
Location: Outside, upper part LH and RH sliding door
Placard:
EMERGENCY EXITREMOVE CAPPULL HANDLE
PUSH WINDOW OUTSIDE
Location: Inside, upper part LH and RH sliding door
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 27EASA APPROVED Rev. 15
EFFECTIVITY H/C with S/N 9051 and subsequent or after ASB MBB BK117 C-2-56A-001 “Im-provement of jettisoning function of sliding door window pane”, except jettison-able sliding doors
Placard:
EMERGENCY EXITREMOVE CAPPULL HANDLE
PUSH WINDOW AT ONE MARKING ( ) INSIDE
Location: Outside, upper part LH and RH sliding door
Placard:
EMERGENCY EXITREMOVE CAPPULL HANDLE
PUSH WINDOW AT ONE MARKING ( ) OUTSIDE
Location: Inside, upper part LH and RH sliding door
Placard:
Location: Inside, upper part LH corner and RH corner of the sliding door window
Placard:
Location: Outside, lower part LH corner and RH corner of the sliding door window
EFFECTIVITY All
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 28EASA APPROVED
Rev. 15
Placard:
JET FUEL 229 US. GALLONS
MIL - T - 5624 JP5ASTM - D - 1655 JET A JET A1
FOR ADDITIONAL FUEL TYPES SEE FLIGHT MANUAL
Location: Near fuel tank filler neck
Placard:
FOR BARREL OR GAS CAN REFUELING USE SCREEN
FOR OPERATION BELOW –10 _C (14 _F)ADD ANTI-ICING-ADDITIVE ACC. TO FLIGHT MANUAL
ONLY TO NOT PREBLENDED FUELS
Location: Near fuel tank filler neck
Placard:
DO NOT STOW ANYTHINGUNDER THE SEATS
Location: Beneath the seats
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 29EASA APPROVED Rev. 15
Placard:
CAUTIONHOT
Location: Beside RH and LH pitot tubes support
Placard:
GROUND (EARTH) HERE
Location: Grounding socket
Placard:
NO STEP
Location: Horizontal stabilizer, upper side, LH and RH
Placard:
NO HANDLING
Location: Antenna cover on lower side of tailboom and horizontal stabilizer lower side
Placard:
HANDLE HERE
Location: Tail skid
Placard:
NO PUSH
Location: Vertical fin, lower center position
aaaaaaaaaaaa
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 30EASA APPROVED
Rev. 15
Placard:
DANGER KEEP AWAY
Location: Vertical fin, lower end, LH and RH
Placard:
DIRECTION OF ROTOR ROTATION
Location: Vertical fin, upper end, LH
Placard:
OIL 12.5 LOIL 3.3 US GALMIL-L-23699
Location: Main transmission filler neck
Placard:
OIL 0.75 LOIL 0.2 US GALMIL-L-23699
Location: Intermediate gearbox
Placard:
OIL 0.65 LOIL 0.17 US GALMIL-L-23699
Location: Tail rotor gearbox
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 31EASA APPROVED Rev. 15
Placard: (colour: RAL 2005 or 9005)
Location: LH cockpit door, RH and LH sliding cabin door, outer door handle
Placard:
NO
N
T
M
O
I
EG
R
LOAD
FOR
R
PW
GH
IH
C
R
ME
USNO
eg
RETLIFDNAS
Location: Instrument panel
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 32EASA APPROVED
Rev. 15
Placard:
PRESSURE-TEMPERATURE CORRECTION TABLE
°C TEMP –45
–29 –18 –7 +4
°F TEMP –49 –20 0 +20 +40
IND PRESS135 167 196 232 276
IND PRESS
154 187 217 254 300
°C TEMP +16 +21 +27 +38 +49
°F TEMP +60 +70 +80 +100 +120
IND PRESS330 360 393 468 555
IND PRESS
354 385 419 494 584
Location: RH fairing below exhaust pipe
EFFECTIVITY If bleed air heating is installed:
Placard:
ATTENTION HOT AIRKEEP NOZZLE FREE
Location: Air outlet beside RH/LH sliding door
FLIGHT MANUAL BK 117 C-2
LIMITATIONS
2 – 33/(2 – 34 blank)EASA APPROVED Rev. 15
EFFECTIVITY After SB MBB BK117 C2-11-001 “Affixing of ‘28 VDC’ placards to EMS receptacles”
Placard:
28V DC
Location: Beside power sockets, rear cabin
EFFECTIVITY All
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – iEASA APPROVED Rev. 11
SECTION 3
EMERGENCY AND MALFUNCTION PROCEDURES
TABLE OF CONTENTS
Page
3.1 GENERAL 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1 Basic rules 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2 Memory items 3 – 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.3 Operating condition 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.4 Urgency of landing 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.5 Definition of terms 3 – 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 WARNINGS AND CAUTIONS 3 – 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.1 Warning light indications 3 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BAT TEMP 3 – 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG 1/2 FAIL 3 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE 1/2 3 – 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW FUEL 1/2 3 – 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTOR RPM 3 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OIL PRESS 3 – 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.2 MASTER caution light indication 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MASTER 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.3 Caution indications 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIO OVHT 3 – 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT DISCON 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAT DISCH 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED AIR 3 – 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUSTIE OPN 1/2 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAD FAN 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAU DEGR 3 – 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPDS OVHT 3 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOORS 3 – 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG CHIP 1/2 3 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG O FILT 1/2 3 – 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG OIL P 1/2 3 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG PA DIS 1/2 3 – 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG SPLIT 1/2 3 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPU DOOR 3 – 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXT POWER 3 – 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE E TST 1/2 3 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE EXT 1/2 3 – 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLI DEGR 1/2 3 – 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLI FAIL 1/2 3 – 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F PUMP FWD/AFT 3 – 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – iiEASA APPROVED
Rev. 15
F PUMP JET 3 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F QTY DEGR 3 – 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F QTY FAIL 3 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL FILT 1/2 3 – 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PRESS 1/2 3 – 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL VALVE 1/2 3 – 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F VALVE CL 1/2 3 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN DISCON 1 or 2 3 – 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN DISCON 1 and 2 3 – 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN OVHT 1/2 3 – 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HTG OVTEMP 3 – 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOR BAT 3 – 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYD PRESS 1/2 3 – 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INPUT FAIL 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INVERTER 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MM EXCEED 3 – 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVSP FAIL 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PITOT HTR 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRIME PUMP 1/2 3 – 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P0 DIS 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHED EMER 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER 1/2 3 – 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TWIST GRIP 1/2 3 – 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T0 DIS 3 – 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VEMD FAN 3 – 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VAR NR 3 – 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN CHIP 3 – 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OIL T 3 – 33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.4 CPDS external test caution indications 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG CHP CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENG OF CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F FLT CT 1/2 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN CHP CT 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XMSN OT CT 3 – 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3 CPDS MALFUNCTIONS 3 –35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.1 Failure of VEMD lane 1 (upper display) 3 – 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.2 Failure of VEMD lane 2 (lower display) 3 – 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.3 Failure of CAD lane 3 – 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.4 Failure of both VEMD lanes 3 – 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – iii/(3 – iv blank)EASA APPROVED Rev. 15
3.4 ENGINE EMERGENCY CONDITIONS 3 – 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.1 Single engine failure - hover IGE 3 – 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.2 Single engine failure - hover OGE 3 – 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.3 Single engine failure - takeoff 3 – 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.4 Single engine failure - flight 3 – 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.5 Single engine failure - approach 3 – 44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.6 Single engine landing 3 – 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.7 Single engine emergency shutdown 3 – 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.8 Inflight restart 3 – 47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.9 Engine overspeed – driveshaft failure 3 – 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.10 Engine overspeed – governor failure 3 – 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.11 Engine underspeed – governor failure 3 – 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.12 Compressor stall 3 – 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.13 Droop compensation failure 3 – 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.14 Engine oil temperature high 3 – 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.15 Double engine failure - hover IGE 3 – 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.16 Double engine failure - flight 3 – 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.17 Double engine emergency shutdown 3 – 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.18 Autorotation 3 – 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5 FIRE EMERGENCY CONDITIONS 3 – 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.1 Cabin fire 3 – 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.2 Electrical fire/short circuit 3 – 56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6 TAIL ROTOR FAILURE CONDITIONS 3 – 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6.1 Tail rotor drive failure - hover 3 – 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6.2 Tail rotor drive failure/fixed pitch Tail rotor control failure – forward flight 3 – 58 . .
3.6.3 Pedal vibrations 3 – 59 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7 SYSTEM EMERGENCY/MALFUNCTION CONDITIONS 3 – 60 . . . . . . . . . . . . . . .
3.7.1 Electrical short circuit - generator system 1 or 2 cutoff 3 – 60 . . . . . . . . . . . . . . . . .
3.7.2 Generator overvoltage procedure 3 – 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7.3 Electrical short circuit - battery bus/feeder line 3 – 61 . . . . . . . . . . . . . . . . . . . . . . . .
3.7.4 Cyclic beep trim actuator failure/runaway 3 – 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7.5 Cyclic force trim release failure 3 – 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7.6 Mast moment indication failure 3 – 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7.7 Static system failure 3 – 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 1EASA APPROVED Rev. 0
S E C T I O N 3
EMERGENCY AND MALFUNCTION PROCEDURES
3.1 GENERAL
This section contains the recommended procedures for managing various types of emer-gencies, malfunctions and critical situations.
WARNING AFTER AN ACTUAL EMERGENCY OR MALFUNCTION MAKE AN ENTRYIN THE HELICOPTER LOGBOOK AND, WHEN NECESSARY, THE AF-FECTED SYSTEM LOGBOOK (E.G. ENGINE LOGBOOK). MAINTE-NANCE ACTION MAY BE REQUIRED AND NECESSARY BEFORE NEXTFLIGHT.
For definitions of terms, abbreviations and symbols used in this section, refer to section 1.
3.1.1 Basic rules
These procedures deal with common emergencies. However, they do not prevent the pilotfrom taking additional action necessary to recover the emergency situation.
Although the procedures contained in this section are considered the best available, the pi-lot’s sound judgement is of paramount importance when confronted with an emergency.
To assist the pilot during an inflight emergency, three basic rules have been established:
1. Maintain aircraft control
2. Analyse the situation
3. Take proper action
NOTE It is impossible to establish a predetermined set of instructions which would pro-vide a ready-made decision applicable to all situations.
3.1.2 Memory items
Emergency procedure steps which shall be performed immediately without refer-ence to either this manual or the pilot’s checklist are written in boldface letters ona gray background (as shown here) and shall be committed to memory.
Therefore, those emergency procedures appearing without boldface letters on a gray back-ground may be accomplished referring to this manual and when time and situation permit.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 2EASA APPROVED
Rev. 0
3.1.3 Operating condition
The following terms are used in emergency procedures to describe the operating conditionof a system, subsystem, assembly or component:
Affected Fails to operate in the normal or usual manner
Normal Operates in the normal or usual manner
3.1.4 Urgency of landing
NOTE The type of emergency and the emergency conditions combined with the pilot’sanalysis of the condition of the helicopter and his proficiency are of prime impor-tance in determining the urgency of a landing.
The following terms are used to reflect the degree of urgency of an emergency landing:
LAND IMMEDIATELY
The urgency of landing is paramount. Primary consideration is to assure survival of the occu-pants. Landing in water, trees or other unsafe areas should be considered only as a last resort.
LAND AS SOON AS POSSIBLE
Land without delay at the nearest adequate site (i.e. open field) at which a safe approach andlanding can be made.
LAND AS SOON AS PRACTICABLE
The landing site and duration of flight are at the discretion of the pilot. Extended flight beyondthe nearest approved landing area where appropriate assistance can be expected is not rec-ommended.
3.1.5 Definition of terms
The term
“OEI flight condition ....– Establish”
is used as a leading step in some engine emergency procedures to express the follow-ing:
1. In case that power of affected engine tends to zero:
– Maintain the normal engine within OEI limits.
– Attempt to obtain a safe single engine flight condition. If a climb is necessary toreach a safe flight condition, attempt to obtain Vy.
– Continue with the remaining steps of the relevant procedure.
2. In case that affected engine still delivers power:
– If deemed necessary, try to escape from immediate danger with both enginesoperating.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 3EASA APPROVED Rev. 1
– Establish steady level flight and determine if the situation will allow for OEI flight.As a rule of thumb, this can be done by checking that the sum of the individualengine torques is lower than the OEI torque limit. If this is fulfilled, re-check OEIpower available by setting the affected engine to IDLE while maintaining the nor-mal engine within appropriate OEI limit.
D If engine power is sufficient for OEI flight and if a safe OEI landing can beassumed, continue with the remaining steps of the relevant procedure.
D If engine power is not sufficient for OEI flight or if a safe OEI landing is notassured, LAND AS SOON AS POSSIBLE. If necessary, re-establish power ofaffected engine before landing. After landing perform single engine emergen-cy shutdown of affected engine.
3.2 WARNINGS AND CAUTIONS
Emergency situations will be indicated either by a red warning light on the WARNING PAN-EL coming on together with a gong signal or dedicated audio signal, or a caution indicationon the CAD and two yellow master caution lights on the instrument panel.
A red warning light indicates a hazard which may require immediate corrective action.
A yellow caution indicates the possible need for future corrective action.
The cautions, indicated at the CAD, are divided into three sections, SYSTEM 1, MISC andSYSTEM 2. SYSTEM 1 indicates the operating conditions of the left power plant or the sys-tem 1 of a redundant system. SYSTEM 2 provides the same features for the right powerplant or the system 2 of a redundant system. MISC indicates the operating conditions of thenon-redundant systems.
The yellow master caution lights in the pilot’s field of view leads the pilot’s attention to theindication(s) on the CAD whenever a caution has been activated there.
Each caution (CAD-indication and master caution light) must be acknowledged by the pilot(copilot) by pushing the RESET button on the cyclic stick grip or the SELECT key on theCAD. Acknowledged cautions are indicated in sequence of importance. In case of lack ofspace on the screen, further confirmed cautions will be stored on additional pages, which willbe indicated by the “1 of 2” message on top of the middle column. They can be called up viathe SCROLL key. Any new unconfirmed caution overlies the previous caution and is bor-dered by two flashing lines to draw the pilot’s attention to the new caution.
It is always possible that a warning light or caution indication will come on unnecessarily.Whenever possible, check the light or indication against its associated instrument to verifythat an emergency condition has actually occurred.
Following is an alphabetical listing of the warning lights (WARNING PANEL) and caution indi-cations (CAD) with the relevant conditions, any further indications and the emergency proce-dures.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 4EASA APPROVED
Rev. 7
3.2.1 Warning light indications
WARNING LIGHT INDICATIONS
BATTEMP
Conditions/Indications
Battery overtemperature (above 70 _C)
– Warning gong will be activated
Procedure
F ON GROUND
1. BAT MSTR sw – OFF
– BAT DISCON caution indica-tion comes on
2. Engines – Shut down
CAUTION BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXTFLIGHT.
F IN FLIGHT
1. BAT MSTR sw – OFF
– BAT DISCON caution indica-tion comes on
2. LAND AS SOON AS POSSIBLE
After landing:
3. Engines – Leave running in IDLE
4. Collective lever and cyclic stick – Lock
If visual inspection reveals no indication of battery overheating:
5. Continue flight with BAT MSTR sw OFF or disconnected battery
6. LAND AS SOON AS PRACTICABLE
CAUTION BATTERY MUST BE INSPECTED OR REPLACED PRIOR TO NEXTFLIGHT.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 5EASA APPROVED Rev. 15
WARNING LIGHT INDICATIONS
ENG 1FAIL
ENG 2FAILor
Conditions/Indications
– Respective N1-RPM below threshold value.
Procedure
1. OEI flight condition – Establish
2. Affected engine – Identify
3. Single engine emergency shutdown – Perform
4. LAND AS SOON AS PRACTICABLE
WARNING LIGHT INDICATIONS
FIRE FIREor
(ENGINE 1) (ENGINE 2)
Conditions/Indications
Overtemperature in engine compartment
– Warning bell will be activated
Procedure
F ON GROUND
1. FIRE sw (affected engine) – Raise guard, press
NOTE Affected engine will shut down automatically, ACTIVE indicatior light, BOT 1 leg-end (both EMER OFF SW pnl), and F VALVE CL caution indication (CAD) comeon. FIRE legend remains on as long as overheat condition exists.
2. Both FUEL PRIME PUMPS – Check OFF
3. BOT 1/BOT 2 pb – Press; bottle 1 activated;
– EXT indicator light comes on(EMER OFF SW pnl)
NOTE Extinguisher bottle will begin discharging when N1t 50%. After discharge ofbottle contens , BOT 1 legend and EXT indicatior light go off; BOT 2pb legendcomes on.
4. Clock stop watch – Start
5. Double engine emergency shutdown – Perform
6. Passengers – Alert/Evacuate
(continued):
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 6EASA APPROVED
Rev. 15
If situation permits and FIRE warning is still on after 1 minute:
7. BOT 1/BOT 2 pb – Press; bottle 2 activated;
– EXT indicator light comes on(EMER OFF SW pnl)
8. BAT MSTR sw – OFF
F IN FLIGHT
1. OEI flight condition – Establish
2. Airspeed – Reduce if IAS is exceeding100 kts
3. FIRE sw (affected engine) – Raise guard, press
NOTE Affected engine will shut down automatically, ACTIVE indicatior light, BOT 1 leg-end (both EMER OFF SW pnl), and F VALVE CL caution indication (CAD) comeon. FIRE legend remains on as long as overheat condition exists.
4. BOT 1/BOT 2 pb – Press; bottle 1 activated;
– EXT indicator light comes on(EMER OFF SW pnl)
NOTE Extinguisher bottle will begin discharging when N1t 50%. After discharge ofbottle contens , BOT 1 legend and EXT indicatior light go off; BOT 2pb legendcomes on.
5. Clock stop watch – Start
6. Affected engine – Identify
7. Single engine emergency shutdown – Perform
8. Passengers – Alert
9. LAND AS SOON AS POSSIBLE
If FIRE warning is still on after 1 minute:
10. BOT 1/BOT 2 pb – Press; bottle 2 activated;
– EXT indicator light comes on(EMER OFF SW pnl)
If FIRE warning remains on:
11. LAND IMMEDIATELY
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 7EASA APPROVED Rev. 0
WARNING LIGHT INDICATIONS
LOWFUEL 1
LOWFUEL 2and/or
Conditions/Indications
– Respective supply tank fuel quantity below 24 kg
– Warning gong will be activated
Procedure
1. Fuel quantity indication – Check
If positive fuel indication in the main tank:
2. Both fuel pump XFER sw (Fwd + Aft) – Check ON
3. Both fuel pump XFER circuit breakers(Fwd + Aft)
– Check in
If both FUEL LOW warning lights remain on:
4. LAND WITHIN 10 MINUTES
If one FUEL LOW warning light remains on:
4. Expect single engine failure
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 8EASA APPROVED
Rev. 5
WARNING LIGHT INDICATIONS
ROTORRPM
Conditions/Indications
NRO low
– NRO 95% or less - steady light
– Audio signal - low–pitch beeping tone
NRO high
– NRO 106% or above - flashing light and warning gong
– Audio signal at 110% or above - flashing light and steady high–pitch tone
Procedure
NRO low/NRO high
1. Rotor RPM indicator – Check
2. Collective lever – Adjust as necessary to main-tain NRO within normal range
WARNING LIGHT INDICATIONS
XMSN OILPRESS
Conditions/Indications
XMSN oil pressure is below minimum
– Transmission oil pressure indication 1 bar or less
– Warning gong will be activated
NOTE XMSN OIL PRESS warning light may come on momentarily during extreme sideslip, sidewards flight, crosswind hover or slope operations.
Procedure
If one XMSN oil pressure indication is below 1.0 bar:
1. Power – Reduce
2. LAND AS SOON AS PRACTICABLE
If both indications are below 1.0 bar:
3. LAND IMMEDIATELY
NOTE Descend with minimum power
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 9EASA APPROVED Rev. 10
3.2.2 MASTER caution light
NOTE The MASTER caution light always comes on in conjunction with any caution in-dication on the CAD.
CAUTION LIGHT INDICATION
MASTER
MASTER
(flashing)
Conditions/Indications
Caution indication comes on (CAD)
Procedure
1. Caution indication (CAD) – Check and perform correspond-ing procedure(s)
2. RESET switch (cyclic stick) – Press
3.2.3 Caution indications
CAUTION INDICATIONS
AVIO OVHT
(MISC)Conditions/Indications
Normal operating temperature of COM/NAV, FCDS or AFCS exceeded.
CAUTION THE MAX. REMAINING OPERATING TIME IS APPROX. 30 MIN.
Procedure
1. INST COOL cb – Check in
If AVIO OVHT caution indication remains on:
2. LAND AS SOON AS PRACTICABLE
3. Airspeed – Maintain as high as possible forbest cooling effect
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 10EASA APPROVED
Rev. 11
CAUTION INDICATIONS
BAT DISCH
(MISC)
Conditions/Indications
DC power is supplied by battery.
NOTE Normal during engine start
Procedure
1. DC VOLTS, GEN AMPS and BAT AMPS – Check
2. Electrical consumption – Reduce as much as possible tosave battery power
3. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
BAT DISCON
(MISC)
Conditions/Indications
Battery is off-line (normal during EPU start or when the BAT MSTR switch is in OFF position).
Procedure
1. BAT MSTR sw – Check in ON position
If BAT DISCON caution indication remains on:
2. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
BLEED AIR
(MISC)
Conditions/Indications
Bleed air shut off valve and mixing valve remain open after shutting off bleed air heating
Procedure
1. BLD HTG rheostat – Turn on and lower again to OFF
If BLEED AIR caution indication disappears:
2. Continue flight
If BLEED AIR caution indication comes on again:
2. Engine performance may be degraded. Use caution, especially during takeoff and landing.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 11EASA APPROVED Rev. 11
CAUTION INDICATIONS
BUSTIE OPN BUSTIE OPN(SYSTEM 1) (SYSTEM 2)
and/or
Conditions/Indications
Electrical systems are separated (load sharing impossible).
If both BUSTIE OPN caution indications come on, the battery will not be charged.
Procedure
1. Respective BUSTIE sw – Reset
If BUSTIE OPN caution indication comes on again:
2. LAND AS SOON AS PRACTICABLE
NOTE Automatic reconfiguration of the BUS connection occurs.Respective ENG starting with open BUS TIE is not possible.
CAUTION INDICATIONS
CAD FAN(MISC)
Conditions/Indications
Failure of CAD fan has been detected during CPDS external test.
Procedure
Do not start engines.
CAUTION INDICATIONS
CAU DEGR
(On VEMD if CAD is inoperative or on CAD if both VEMD lanes are inoperative)
(MISC)
Conditions/Indications
Degraded caution indications due to loss of CAD lane or both VEMD lanes.
Procedure
see para 3.3.3 and 3.3.4
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 12EASA APPROVED
Rev. 5
CAUTION INDICATIONS
CPDSOVHT(MISC)
Conditions/Indications
Normal operating temperature of instrument panel exceeded
CAUTION THE MAX. REMAINING OPERATING TIME IN THIS ENVIRONMENTALCONDITION IS APPROX. 30 MIN.
Procedure
1. INST COOL cb – Check in
2. PUSH FOR AIR knob – Push
3. VENTILATION COCKPIT rheostat – HI
4. VENTILATION CABIN switch – ON
If caution indication remains on:
5. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
DOORS
(MISC)
Conditions/Indications
Anyone of the following doors is not properly locked
– Cockpit doors
– Cabin sliding doors
– Cabin clamshell doors
Procedure
1. Doors – Check latched
If caution indication remains on:
2. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 13EASA APPROVED Rev. 14
CAUTION INDICATIONS
ENG CHIP ENG CHIP(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Metal particles detected in engine oil.
Procedure
F ON GROUND
1. Affected engine – Identify
2. Single engine emergency shutdown – Perform
F IN FLIGHT
1. OEI flight condition – Establish
2. Affected engine – Identify
1. Alternative:
3. Single engine emergency shutdown – Perform
2. Alternative:
3. Twist grip (affected engine) – Rotate slowly to IDLE, checkindications
CAUTION THE SECOND ALTERNATIVE ENABLES THE CREW TO USE THE AF-FECTED ENGINE FOR LANDING IF NECESSARY. BE PREPARED FORENGINE FAILURE. MONITOR N1, TOT, TORQUE, OIL PRESSURE ANDTEMPERATURE OF AFFECTED ENGINE CLOSELY. IF THE PARAME-TERS FLUCTUATE OR THEIR LIMITS ARE EXCEEDED PERFORMSINGLE ENGINE EMERGENCY SHUTDOWN IMMEDIATELY.
4. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
ENG O FILT ENG O FILT(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Engine oil filter contaminated.
NOTE During engine start the ENG O FILT caution indication may come on for up totwo minutes.
Procedure
1. Engine oil pressure and engine oiltemperature
– Monitor
2. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 14EASA APPROVED
Rev. 7
CAUTION INDICATIONS
ENG OIL P ENG OIL P(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Affected engine oil pressure below minimum.
Procedure
1. Engine oil pressure – Check
2. OEI flight condition – Establish
3. Affected engine – Identify
4. Single engine emergency shutdown – Perform
5. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
ENG PA DIS ENG PA DIS(SYSTEM 1) (SYSTEM 2)
and
Conditions/Indications
Respective parameter discrepancy between ENG 1 and ENG 2. Affected parameters indi-cated in yellow on FLI page.
Procedure
CAUTION D DO NOT TRY TO MATCH NEEDLES
D AVOID USING MAXIMUM POWER.
1. Engine digital values – Compare to verify the lost pa-rameter
2. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 15EASA APPROVED Rev. 0
CAUTION INDICATIONS
ENG SPLIT ENG SPLIT(SYSTEM 1) (SYSTEM 2)
and
Conditions/Indications
N1 indicators show difference of 10% or more.
NOTE ENG SPLIT caution indication may come on during beep trim operation in VARNR system MAN mode. Try to match N1 until ENG SPLIT caution indicationgoes off.
Procedure
1. Collective lever – Adjust to OEI limits or below
2. Bleed air consumers – Off
3. Engines condition – Analyse
4. Continue in accordance with procedures for ENGINE UNDERSPEED - GOVER-NOR FAILURE (para 3.4.11), or ENGINE OVERSPEED - GOVERNOR FAILURE(para 3.4.10), or VAR NR caution indication, whichever is applicable.
CAUTION INDICATIONS
EPU DOOR
(MISC)
Conditions/Indications
External power receptable access door is open.
Procedure
F ON GROUND
After EPU starts:
EPU access door – Close
F IN FLIGHT
LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 16EASA APPROVED
Rev. 5
CAUTION INDICATIONS
EXT POWER
(MISC)
Conditions/Indications
External power is applied to the electrical distribution system.
NOTE EXT POWER caution indication going off does not indicate that the EPU cableis disconnected.
Procedure
After EPU starts:
1. EPU cable – Disconnect
2. EPU access door – CloseCheck that EPU DOOR cautionindication goes off
CAUTION INDICATIONS
FIRE E TST FIRE E TST(SYSTEM 1) (SYSTEM 2)
and/or
Conditions/Indications
Indicates that the fire extinguishing system has been tested
Procedure
No action necessary.
CAUTION INDICATIONS
FIRE EXT FIRE EXT(SYSTEM 1) (SYSTEM 2)
and/or
Conditions/Indications
The respective extinguishing bottle is not available.
Procedure
LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 17EASA APPROVED Rev. 5
CAUTION INDICATIONS (CAD & FLI)
FLI DEGR FLI DEGRor
(System 1) (System 2)
Conditions/Indications
Loss of one engine parameter.
– the numerical value of the failed parameter disappeared
– the parameter designation is yellow
Procedure
CAUTION D IF THE LOST PARAMETER WAS DESIGNATED AS “FIRST LIMIT” BE-FORE THE FAILURE, THE FIRST LIMIT STATUS WILL CHANGE AUTO-MATICALLY TO THE NEXT LIMITING PARAMETER ON THE AFFECTEDSYSTEM. THUS, A NEEDLE SPLIT MAY BE ENCOUNTERED ON THEFLI.
D DO NOT TRY TO MATCH NEEDLES
D AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE NOR-MAL ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGI-TAL PARAMETER VALUES.
LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 18EASA APPROVED
Rev. 5
CAUTION INDICATIONS (CAD & FLI)
FLI FAIL FLI FAILor
(System 1) (System 2)
Conditions/Indications
Loss of two out of three signals (torque, analogue N1, TOT) of the same engine.– the numerical values of the failed parameters disappeared– the parameter designation is yellow (nN1 symbol will be displayed above the N1 digital
value, N1 will be underlined according to fixed values)– the needle of the respective engine disappeared
Procedure
CAUTION D DO NOT TRY TO TRIM ENGINES
D AVOID USING MAXIMUM POWER. USE THE NEEDLE OF THE NOR-MAL ENGINE FOR LIMIT INDICATION. COMPARE REMAINING DIGI-TAL PARAMETER VALUES.
LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
F PUMP AFT
(MISC)
orF PUMP FWD
Conditions/Indications
Failure of forward or aft fuel transfer pump, or dry run.
Procedure
1. Fuel level in the main tank – Check
If there is fuel in the main tank:
2. FUEL PUMP XFER– sw(–F (forward) or –A (aft), resp.)
– Check ON
3. XFER- PUMP circuit breaker(–F (forward) or –A (aft), resp.)
– Check in
If F PUMP FWD/AFT caution indication remains on:
4. Affected FUEL PUMP XFER- sw – OFF
If there is no fuel in the main tank:
2. Affected FUEL PUMP XFER- sw – OFF
NOTE D Each fuel transfer pump is capable of feeding more fuel than both engines willconsume.
D In the event of a fuel transfer pump failure the main tank unusable fuel in-creases:
FWD pump failure: maximum 11.1 kg (13.9 l)AFT pump failure: maximum 45.04 kg (56.3 l)
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 19EASA APPROVED Rev. 5
CAUTION INDICATIONS
F PUMP JET(MISC)
Conditions/Indications
Aft main tank jet pump is not capable of delivering fuel to fwd main tank.
Procedure
F PUMP AFT sw – Check ON
NOTE D If F PUMP JET caution indication remains on, the main tank unusable fuelincreases to 24.7 ltr. in hover flight. This quantity can be reduced to 4.1 ltrusing 0_ pitch attitude. Monitor supply tank indication closely.
D During hover flight conditions with a main tank fuel quantity indication ofapprox. 30 kg, the F PUMP JET caution indication may come on for a shortperiod.
CAUTION INDICATIONS
F QTY DEGR
(MISC)
Conditions/Indications
Failure of one main tank sensor.
Procedure
Set pitch attitude between –3° and +8° before reading the approx. available fuel quanti-ty, then calculate remaining flight endurance.
CAUTION THE DEGRADED FUEL QUANTITY INDICATION REPRESENTS THEMINIMUM FUEL LEVEL WITHIN PITCH ATTITUDE RANGES OF –3°TO +8°.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 20EASA APPROVED
Rev. 5
CAUTION INDICATIONS
F QTY FAIL
(MISC)
Conditions/Indications
Failure of the fuel quantity indication system.
CAUTION D THE FUEL QUANTITY INDICATION SYSTEM HAS FAILED. DO NOTCALCULATE FLIGHT ENDURANCE USING THE FUEL QUANTITY INDI-CATION.
D ACCURATE FUEL QUANTITY INFORMATION IS ONLY PROVIDED BYTHE LOW FUEL WARNING LIGHT ACCOMPANIED BY WARNINGGONG.
Procedure
LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
FUEL FILT FUEL FILT(SYSTEM 1) (SYSTEM 2)
and/or
Conditions/Indications
Engine fuel filter(s) contaminated.
Procedure
One caution indication:
LAND AS SOON AS PRACTICABLE
CAUTION BE PREPARED FOR SINGLE ENGINE FAILURE.
Both caution indications:
LAND AS SOON AS POSSIBLE
CAUTION BE PREPARED FOR DOUBLE ENGINE FAILURE.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 21EASA APPROVED Rev. 15
CAUTION INDICATIONS
FUEL PRESS FUEL PRESS(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Engine fuel pump inlet pressure low.
Procedure
1. FUEL PRIME PUMP sw(affected engine)
– ON; PRIME PUMP cautionindication will come on.
If FUEL PRESS caution indication goes off:
2. LAND AS SOON AS PRACTICABLE
If FUEL PRESS caution indication remains on:
2. FUEL PRIME PUMP sw – OFF
3. LAND AS SOON AS PRACTICABLE
CAUTION BE PREPARED FOR SINGLE ENGINE FAILURE.
CAUTION INDICATIONS
FUEL VALVE FUEL VALVE(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Fuel valve is in a position other than commanded.
NOTE A FUEL VALVE caution indication coming on for a short time while valve is intransition from open to closed position, or vice versa, indicates normal operation.
Procedure
LAND AS SOON AS PRACTICABLE
CAUTION BE PREPARED FOR SINGLE ENGINE FAILURE.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 22EASA APPROVED
Rev. 15
CAUTION INDICATIONS
F VALVE CL F VALVE CL(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Fuel valve is in closed position.
The respective ACTIVE light (EMER OFF SW panel) will come on.
NOTE The F VALVE CL caution indication will come on after pressing and releasing therespective EMER OFF switch labelled “FIRE”.
Procedure
No action necessary.
NOTE Before starting the engines, check that respective EMER OFF switch labelled“FIRE” is pressed and the ACTIVE light is off.
CAUTION INDICATIONS
GEN DISCON GEN DISCON(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Respective generator has failed or is disconnected from the power distribution system.
Both non–essential buses are disconnected.
Procedure
If BUS TIE caution indication is also on:
1. Electrical fire/short circuit procedure – Perform (refer to para 3.7.1)
If voltmeter indication is > 30.5 V:
1. Generator overvoltage procedure – Perform (refer to para 3.7.2)
If BUS TIE caution indication is off and voltmeter indication is normal:
1. Affected GEN sw – RESET then NORM
If GEN DISCON caution indication remains on:
2. Affected GEN sw – OFF
3. DC VOLTS, GEN AMPS and BAT AMPS – Monitor
4. Electrical consumers – Reduce as much as possible
5. LAND AS SOON AS PRACTICABLE
NOTE One generator alone will provide sufficient power for normal services.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 23EASA APPROVED Rev. 15
CAUTION INDICATIONS
GEN DISCON GEN DISCON(SYSTEM 1) (SYSTEM 2)
and
Conditions/Indications
Both generators have failed or are disconnected from the power distribution system.
– Only ESS BUS 1 + 2 are available
Procedure
1. GEN 1 sw – RESET, then NORM
2. DC VOLTS and GEN AMPS – Check
3. GEN 1 sw – OFF
4. GEN 2 sw – RESET, then NORM
5. DC VOLTS and GEN AMPS – Check
6. GEN 2 sw – OFF
If voltmeter indication is > 30.5 V:
7. Generator overvoltage procedure – Perform (refer to para 3.7.2)
If voltmeter indication is normal
8. Both GEN sw – RESET, then NORM
If one or both GEN DISCON caution indications remain on:
9. Respective GEN sw – OFF
NOTE In case of double generator failure the battery will supply the ESS BUS 1 and 2.
10. Electrical consumers – Reduce as much as possible
– Switch off all consumers on co-pilot’s instrument panel
CAUTION SINCE ONE FUEL TRANSFER PUMP IS POWERED BY THE SHEDBUS, THE AMOUNT OF UNUSABLE FUEL INCREASES ABOVETHAT STATED IN SECTION 2 WHEN THE EMER SHED BUS SW ISNOT SWITCHED ON.
11. EMER SHED BUS sw – ON if necessary
12. DC VOLTS and BAT AMPS – Monitor
13. LAND AS SOON AS PRACTICABLE
NOTE Flight endurance depends on battery type and loading.
Continued:
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 24EASA APPROVED
Rev. 15
Residual Battery Endurance
Continuous load [A] 15 20 25 30 40
Time [min] 60 45 35 30 22
NOTE Calculations are based on an assumed minimum battery ca-pacity of 15 Ah. Times include 10 minutes landing light op-eration and 10 minutes radio transmission.
WARNING TOTAL ELECTRICAL FAILURE WILL LIMIT FUELAVAILABLE TO QUANTITY CONTAINED IN SUPPLYTANKS AT TIME OF FAILURE AND THUS RESIDU-AL FLIGHT TIME.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 25EASA APPROVED Rev. 15
CAUTION INDICATIONS
GEN OVHT GEN OVHT(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Temperature of generator high.
Procedure
1. Affected GEN sw – OFF
CAUTION IF GEN OVHT CAUTION INDICATION REMAINS ON AND IF THERE AREINDICATIONS OF A FIRE SUCH AS BURNING ODOR OR SMOKE, SHUTDOWN THE AFFECTED ENGINE.
If GEN OVHT caution indication remains on for more than 1 minute:
2. OEI flight condition – Establish
3. Affected engine – Identify
4. Single engine emergency shutdown – Perform
5. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
HTG OVTEMP
(MISC)
Conditions/Indications
Overtemperature in the bleed air duct system or leakage of heating air
NOTE Bleed air shut off valve will be closed automatically.
Procedure
1. BLD HTG rheostat – OFF
If caution indication goes off:
2. BLD HTG rheostat – Turn on again slowly
If HTG OVTEMP caution indication comes on again:
3. BLD HTG rheostat – OFF
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 26EASA APPROVED
Rev. 15
CAUTION INDICATIONS
HOR BAT(MISC)
Conditions/Indications
Standby horizon is supplied by the emergency battery pack.
Procedure
No action necessary
NOTE Emergency power supply for standby horizon is ensured for minimum 30 min.
CAUTION INDICATIONS
HYD PRESS HYD PRESS(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Pressure loss in the affected system, the normal system retains power.
WARNING DO NOT OPERATE HYD TEST SWITCH IN FLIGHT.
CAUTION D AVOID HOVERING IN HIGH GROSS MASS/CALM WIND CONDITIONS,AS HYDRAULIC POWER MAY NOT BE SUFFICIENT FOR BOOSTINGUPWARD COLLECTIVE INPUTS.
D IN CASE OF HYD PRESS (SYS 2) SERVO BOOST OF YAW COMMANDWILL BE LOST. ADDITIONAL INDICATION OF YAW SAS CAUTION (IFYAW SAS INSTALLED) OR ACTUATOR CAUTION (IF AFCSINSTALLED) WILL BE DISPLAYED TO INDICATE LOSS OF ELEC-TRICAL YAW ACTUATOR.PEDAL FORCES WILL INCREASE BUT YAW CONTROLLABILITY ISUNAFFECTED.
Procedure
LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 27EASA APPROVED Rev. 15
CAUTION INDICATIONS
INPUT FAIL
(MISC)(white)
Conditions/Indications
– CPDS test has detected one or more failed caution indications (CAD) during pre–startcheck
– Failed caution indication(s) are flashing
– “External test” indicated (VEMD)
WARNING THE FLASHING CAUTION INDICATION(S) HAS FAILED AND WILL NOTBE INDICATED IN REAL FAILURE CASE.
NOTE After pressing the RESET pushbutton, the yellow INPUT FAIL caution appears.
Procedure
Do not start engines
CAUTION INDICATIONS
INVERTER(MISC)
Conditions/Indications
All AC power consumers lose power
Procedure
INVERTER sw – OFF
CAUTION INDICATIONS
MM EXCEED(MISC)
Conditions/Indications
Mast moment u 77%. MM EXCEED caution indication remains on until power off.
Procedure
LAND AS SOON AS PRACTICABLE
Avoid maneuvers causing high mast moments.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 28EASA APPROVED
Rev. 15
CAUTION INDICATIONS
OVSP FAIL OVSP FAIL(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
Loss of at least one N2 or the N1 sensor signal in the affected engine overspeed protectionsystem.
CAUTION THE AFFECTED ENGINE IS NO LONGER PROTECTED AGAINST POWERTURBINE OVERSPEED.
NOTE Normal indication prior to engine start.
Procedure
LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
PITOT HTR PITOT HTR(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
– Pitot tube and/or static port heater have failed or are not switched on.
– Corresponding airspeed, altitude and vertical speed indicators may give false indica-tions in sub-freezing temperatures (v4.5_C).
Procedure
1. Respective cb and sw – Check
2. Indications – Compare with normal system
CAUTION INDICATIONS
PRIME PUMP PRIME PUMP(SYSTEM 1) (SYSTEM 2)
and/or
Conditions/Indications
Prime pump(s) in operation
Procedure
No action necessary (normal indication during engine start)
NOTE Prime pumps must be OFF during normal flight operations.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 29EASA APPROVED Rev. 15
CAUTION INDICATIONS
P0 DIS(MISC)
Conditions/Indications
Discrepancy between both P0 sensors detected.
Calculations for compensated N1 indication of both engines are affected.
VNE indication is invalid.
Procedure
LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
SHED EMER
(MISC)
Conditions/Indications
SHED BUS switch is switched to EMER ON.
NOTE See also double GEN DISCON caution indication.
Procedure
1. Electrical consumers – Reduce as much as possible
2. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
STARTER STARTER(SYSTEM 1) (SYSTEM 2)
or
Conditions/Indications
If STARTER caution indication remains on after reaching IDLE speed a relay or electromag-netic switch blockage is evident.
NOTE The STARTER caution indication is normal during engine starting or ventilationand needs no corrective action.
Procedure
F ON GROUND
1. Respective ENG START sw – Check off
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 30EASA APPROVED
Rev. 15
If ENG START sw is off:
2. Affected engine – Identify
3. Single engine emergency shutdown – Perform
F IN FLIGHT
1. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
TWIST GRIP TWIST GRIPor(SYSTEM 1) (SYSTEM 2)
Conditions/Indications
Affected engine TWIST GRIP is not in FLIGHT position.
Procedure
1. Affected engine TWIST GRIP – Check FLIGHT position
If TWIST GRIP caution indication is still on:
2. LAND AS SOON AS PRACTICABLE
CAUTION INDICATIONS
T0 DIS(MISC)
Conditions/Indications
FLI DEGR caution indication appears
Discrepancy between both T0 sensors detected.
Calculations for compensated N1 indication of both engines are affected.
OAT indication is invalid.
NOTE On ground it may be possible that the T0 DIS caution indication comes on if oneside of the H/C is heated more than the other side due to influence of direct/indirect intensive sunlight radiation.
Procedure
F ON GROUNDIf caution indication remains on more than 2 min after start up:
Normal engine shutdown – Perform
F IN FLIGHT
LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 31EASA APPROVED Rev. 15
CAUTION INDICATIONS
VEMD FAN
(MISC)
Conditions/Indications
Failure of VEMD fan has been detected during external CPDS test.
Procedure
Do not start engines.
CAUTION INDICATIONS
VAR NR(MISC)
Conditions/Indications
– Selftest of VAR NR monitor box failed
– Rotorspeed is not within expected limits
– Torque split u15% or
– Power supply for VAR NR system interrupted
– Failure of FCDM or ADC
– Failure of N2 trim motor system
– Failure of VEMD Lane 1
NOTE D Indication is normal on ground.
D VAR NR caution indication could also be induced by any engine overspeed orunderspeed condition. Cross-check the relevant instruments, warning lightsand caution indications to determine if such acondition is evident (refer topara 3.4, Engine Emergency Conditions).
D VAR NR caution may come on momentarily during engagement of CAT A orduring rapid power or airspeed changes.
D If torque split exceeds 15%, the VAR NR caution indication appears and theMAN pushbutton is yellow illuminated. Torque can be synchronized with the4–way beep switch on the collective. Once torque split is less than 15%, VAR-TOMS should return automatically to normal operation.
Procedure
1. VAR NR system NORM/MAN sw – Push to select MAN mode
EFFECTIVITY If under CAT B operation
2. Rotorspeed – Trim manually to 101% using the4-way beep switch on the collec-tive. Below 55 KIAS at densityaltitudes above 6500 ft, trimmanually to 104%.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 32EASA APPROVED
Rev. 15
EFFECTIVITY If under CAT A operation
2. Rotorspeed – Trim manually to 101% using the4-way beep switch on the collec-tive. Below 55 KIAS trim manu-ally to 104%.
EFFECTIVITY All
If rotorspeed trimming was successful:
3. Torque – Synchronize
4. Continue flight
If rotorspeed trimming was not successful:
3. Airspeed – Reduce IAS to VNE – 25 kt orbelow
4. Torque – Synchronize if possible
5. Continue flight
NOTE D With lower rotorspeed, collective lever inputs should be performed carefully inorder to stay within N2/NRO limits.
D With lower rotorspeed, the HOGE performance is reduced by 120 kg up to10000 ft DA.
D With lower rotorspeed, avoid landings with crosswind from the right.
CAUTION INDICATIONS
XMSN CHIP
(MISC)
Conditions/Indications
Metal particles detected in the main transmission.
Procedure
1. XMSN oil pressure – Check in normal range
2. LAND AS SOON AS PRACTICABLE
NOTE Reduce power as much as possible.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 33EASA APPROVED Rev. 15
CAUTION INDICATIONS
XMSN OIL T
(MISC)
Conditions/Indications
Transmission oil temperature above maximum.
Procedure
1. XMSN oil temperature and oil pressure in-dication
– Check
If indications are within limits:
2. LAND AS SOON AS PRACTICABLE
If indications are above limit:
2. Power – Reduce, as much as possible
If oil temperature indication remains above limit:
3. LAND AS SOON AS POSSIBLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 34EASA APPROVED
Rev. 15
3.2.4 CPDS external test caution indications
NOTE The CPDS external test is performed only once after CPDS start up.
CAUTION INDICATIONS
ENG OF CT ENG OF CTor
F FLT CT F FLT CT(SYSTEM 1) (SYSTEM 2)
or
XMSN CHP CT(MISC)
XMSN OT CT(MISC)
(SYSTEM 1) (SYSTEM 2)
ENG CHP CT ENG CHP CT(SYSTEM 1) (SYSTEM 2)
or
or
or
or
or
Conditions/Indications
During CPDS external test, continuity check of cables and connectors to the respective de-tector failed.
NOTE A further indication of the respective CPDS caution (ENG CHIP; ENG O FILT;FUEL FILT; XMSN CHIP; XMSN OIL T) is impossible.
Procedure
Do not start engines
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 35EASA APPROVED Rev. 15
3.3 CPDS MALFUNCTIONS
CPDS MALFUNCTIONS
3.3.1 Failure of VEMD lane 1 (upper display)
Conditions/Indications
– Upper VEMD screen blank or abnormal data appearance
– “LANE 1 FAILED” and “PRESS OFF1” appear on the lower VEMD screen
– Increase of NR and VAR NR caution indication comes on
NOTE Detected overlimits or cautions that are not visible in the current display statuswill be indicated in the message zone of the FLI.
List of possible messages:
– CAUTION DETECTED – VEH PARAM OVER LIMIT
– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED
– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1
– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2
– CAD BRIGHTNESS CONTROL FAILED
Procedure
1. Procedure for VAR NR caution indication – Perform
2. OFF 1 button on the VEMD – Press
NOTE Pressing the OFF 1 button removes power from the faulty lane 1. The FLI appearsautomatically on the lower VEMD screen and replaces the ELEC/VEH page. TheELEC/VEH page may be displayed on the CAD screen by pressing the SCROLLbutton on the VEMD. Pressing the SCROLL button again causes the CAD screento return to the standard CAU/FUEL page display. In case of loss of SCROLL but-ton function, press RESET button on VEMD to return to default page.
3. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 36EASA APPROVED
Rev. 15
CPDS MALFUNCTIONS
3.3.2 Failure of VEMD lane 2 (lower display)
Conditions/Indications
– Lower VEMD screen blank or abnormal data appearance
– No audio warning in case of overlimit
– “LANE 2 FAILED” and “PRESS OFF2” appear on the upper VEMD screen
– Degraded master caution indication (only one lamp)
NOTE Detected overlimits or cautions that are not visible in the current display statuswill be indicated in the message zone of the FLI.
List of possible messages:
– CAUTION DETECTED – VEH PARAM OVER LIMIT
– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED
– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1
– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2
– CAD BRIGHTNESS CONTROL FAILED
Procedure
1. OFF 2 button on the VEMD – Press
NOTE Pressing the OFF 2 button removes power from the faulty lane 2. The ELEC/VEH page may be displayed on the CAD screen by pressing the SCROLL but-ton on the VEMD. Pressing the SCROLL button again causes the CAD screento return to the standard CAU/FUEL page display. In case of loss of SCROLLbutton function, press RESET button on VEMD to return to default page.
2. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 37EASA APPROVED Rev. 15
CPDS MALFUNCTIONS
3.3.3 Failure of CAD lane
Conditions/Indications
– CAD screen blank or abnormal data appearance
– “CAD FAILED” and “PRESS OFF” appear on the FLI (message zone)
– No fuel indication available
– Degraded master caution indication (only one lamp)
NOTE Detected overlimits or cautions that are not visible in the current display statuswill be indicated in the message zone of the FLI.
List of possible messages:
– CAUTION DETECTED – VEH PARAM OVER LIMIT– GEN PARAM OVER LIMIT – VEMD BRIGHTNESS CONTROL FAILED– DC VOLT PARAM OVER LIMIT – CROSS TALK FAILED PRESS OFF 1– LOCALIZED FAILURE – CROSS TALK FAILED PRESS OFF 2– CAD BRIGHTNESS CONTROL FAILED
CAUTION AFTER CAD LANE FAILURE THE CAUTION INDICATIONS ON THEVEMD SCREEN ARE DEGRADED TO THE FOLLOWING:
SYSTEM 1 MISC SYSTEM 2
ENG CHIP XMSN CHIP ENG CHIP
GEN DISCON ROTOR BRAKE GEN DISCON
FLI FAIL P0 DIS FLI FAIL
FLI DEGR T0 DIS FLI DEGR
ENG SPLIT VAR NR ENG SPLIT
ENG O FILT VEMD FAN ENG O FILT
ENG PA DIS CAU DEGR ENG PA DIS
TRAINING MM EXCEED TRAINING
CPDS OVHT
TR CHIP
Procedure
1. Procedure for VAR NR caution indication – Perform
2. OFF button on the CAD – Press
NOTE Pressing the OFF button removes power from the faulty lane. The CAU/FUELpage takes priority over the ELEC/VEH page and appears automatically on thelower VEMD screen. The ELEC/VEH page may be reselected on the lowerVEMD screen by pressing the SCROLL button on the VEMD. Pressing twicecauses SYSTEM STATUS page to appear. To return to the CAU/FUEL page,press the SCROLL button again. In case of loss of SCROLL button function,press RESET button on VEMD to return to default page.
3. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 38EASA APPROVED
Rev. 15
CPDS MALFUNCTIONS
3.3.4 Failure of both VEMD lanes
Conditions/Indications
– Abnormal FLI indication
– Degraded master caution indication (only one lamp)
CAUTION AFTER DOUBLE VEMD LANE FAILURE THE AVAILABLE CAUTION INDI-CATION ON THE CAD SCREEN IS DEGRADED TO THE FOLLOWING:
SYSTEM 1 MISC SYSTEM 2
ENG OIL P AVION OVHT ENG OIL P
FUEL PRESS XMSN OIL T FUEL PRESS
FUEL FILT YAW SAS* FUEL FILT
ENG O FILT AP1* ENG O FILT
FUEL VALVE AP2* FUEL VALVE
F VALVE CL F PUMP JET F VALVE CL
PRIME PUMP TRIM* PRIME PUMP
HYD PRESS F PUMP AFT HYD PRESS
OVSP FAIL F PUMP FWD OVSP FAIL
GEN OVHT F QTY DEGR GEN OVHT
INVERTER F QTY FAIL INVERTER
FIRE EXT AUX F XFER FIRE EXT
FIRE E TST HTG OVTEMP FIRE E TST
BUSTIE OPN EPU DOOR BUSTIE OPN
STARTER BAT DISCON STARTER
PITOT HTR BAT DISCH PITOT HTR
F FILT CT EXT POWER F FILT CT
TWIST GRIP SHED EMER TWIST GRIP
AHRS DISC*
HOR BAT
ACTUATOR*
BACKUP SAS*Failure of both VEMD lanes continued:
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 39EASA APPROVED Rev. 15
SYSTEM 1 MISC SYSTEM 2
NMS* (or NMS1/2 ifAFCS installed)
NMS2*
NMS1*
CABLE CUT*
ICE D FAIL*
ICE DETECT*
CAU DEGR
CAD FAN
SAND FILT*
XMSN OT CT
DOORS
* only if the respective optional equipment is installed
Procedure
1. Procedure for VAR NR caution indication – Perform
2. OFF 1 and OFF 2 button on the VEMD – Press; refer to CAD/BACKUPpage
CAUTION WHEN FLYING IN HIGH ALTITUDE N1 COULD BE THE LIMITING PARAM-ETER. OBSERVE THE FOLLOWING POWER LIMITATIONS:
Pressure Altitude(ft) Torque (%)
0 71
2000 70
4000 68
6000 66
8000 64
10000 61
12000 59
14000 56
16000 53
18000 50
3. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 40EASA APPROVED
Rev. 15
3.4 ENGINE EMERGENCY CONDITIONS
In case of a single engine failure, bleed air heating will be switched off automatically. Dependingon the power margin of the remaining engine, bleed air heating may be re-engaged by selectingBLD HTG EMER/NORM sw to EMER position and switching BLD HTG rheostat ON.
NOTE If CAD message BLEED AIR remains on after single engine failure, the systemmust be switched off manually. Depending on the power margin of the remainingengine, the bleed air heating may be re-engaged.
ENGINE EMERGENCY CONDITIONS
3.4.1 Single engine failure - hover IGE
Conditions/Indications
– Slight jerk in the yaw axis, nose left
– Possible change in noise level
Affected engine:
– ENG FAIL warning light and warning gong on
– ENG SPLIT caution indication
– ENG OIL P caution indication
– FUEL PRESS caution indication
– GEN DISCON caution indication
– OVSP FAIL caution indication
– VAR NR caution indication
– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)
– Instruments indicate power loss
NOTE The VAR NR system will revert to the manual mode automatically.
Procedure
1. Collective lever – Adjust to OEI limits or below
2. Landing attitude – Establish
3. Collective lever – Raise as necessary to stopdescent and cushion landing
After landing:
4. Affected engine – Identify
5. Single engine emergency shutdown – Perform
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 41EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.2 Single engine failure - hover OGE
Conditions/Indications
– Slight jerk in the yaw axis, nose left
– Possible change in noise level
Affected engine:
– ENG FAIL warning light and warning gong on
– ENG SPLIT caution indication
– ENG OIL P caution indication
– FUEL PRESS caution indication
– GEN DISCON caution indication
– OVSP FAIL caution indication
– VAR NR caution indication
– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)
– Instruments indicate power loss
NOTE The VAR NR system will revert to the manual mode automatically.
Procedure
1. Collective lever – Adjust to maintain rotor RPM
2. Airspeed – Increase if possible
F FORCED LANDING
3. Landing attitude – Establish
4. Collective lever – Raise as necessary to stopdescent and cushion landing
After landing:
5. Affected engine – Identify
6. Single engine emergency shutdown – Perform
F TRANSITION TO OEI - FLIGHT
3. Collective lever – Adjust to OEI-limits or below
4. Rotor speed – Trim to maximum
5. Airspeed – Gain, 65 KIAS (VY)
After reaching safe altitude:
6. Collective lever – Reduce to OEI MCP or below
7. Affected engine – Identify
8. Single engine emergency shutdown – Perform
9. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 42EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.3 Single engine failure - takeoff
Conditions/Indications
– Slight jerk in the yaw axis, nose left
– Possible change in noise level
Affected engine:
– ENG FAIL warning light and audio gong on
– ENG SPLIT caution indication
– ENG OIL P caution indication
– FUEL PRESS caution indication
– GEN DISCON caution indication
– OVSP FAIL caution indication
– VAR NR caution indication
– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)
– Instruments indicate power loss
NOTE The VAR NR system will revert to the manual mode automatically.
Procedure
1. Collective lever – Adjust to maintain rotor RPM
F REJECTED TAKEOFF
2. Landing attitude – Establish
3. Collective lever – Raise as necessary to stopdescent and cushion landing
After landing:
4. Affected engine – Identify
5. Single engine emergency shutdown – Perform
F TRANSITION TO OEI - FLIGHT
2. Collective lever – Adjust to OEI-limits or below
3. Rotor speed – Trim to maximum
4. Airspeed – Gain, 65 KIAS (VY)
After reaching safe altitude:
5. Collective lever – Reduce to OEI MCP or below
6. Affected engine – Identify
7. Single engine emergency shutdown – Perform
8. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 43EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.4 Single engine failure - flight
Conditions/Indications
– Slight jerk in the yaw axis, nose left
– Possible change in noise level
Affected engine:
– ENG FAIL warning light and warning gong on
– ENG SPLIT caution indication
– ENG OIL P caution indication
– FUEL PRESS caution indication
– GEN DISCON caution indication
– OVSP FAIL caution indication
– VAR NR caution indication
– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)
– Instruments indicate power loss
NOTE The VAR NR system will revert to the manual mode automatically.
Procedure
1. OEI flight condition – Establish
2. Rotor speed – Trim to maximum
3. Affected engine – Identify
4. Single engine emergency shutdown – Perform
5. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 44EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.5 Single engine failure - approach
Conditions/Indications
– Slight jerk in the yaw axis, nose left
– Possible change in noise level
Affected engine:
– ENG FAIL warning light and warning gong on
– ENG SPLIT caution indication
– ENG OIL P caution indication
– FUEL PRESS caution indication
– GEN DISCON caution indication
– OVSP FAIL caution indication
– VAR NR caution indication
– NORM/MAN pb (main switch panel) MAN legend comes on (yellow)
– Instruments indicate power loss
NOTE The VAR NR system will revert to the manual mode automatically.
Procedure
1. Rotor speed – Trim to maximum
2. Affected engine – Identify
3. Single engine emergency shutdown – Perform
4. Single engine landing procedure – Perform
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 45EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.6 Single engine landing
Conditions/Indications
One engine inoperative (OEI)
Procedure
LANDING APPROACH:
1. Rotor speed – Check maximum
2. Bleed air heating (if installed) – Check OFF
3. Airspeed – 65 KIAS (VY)
4. Shallow approach – Establish
ON FINAL, AT 50 FT AGL:
5. Airspeed – 40 KIAS
6. Rate of descent – Max. 500 ft/min
TOUCHDOWN:
7. Airspeed – Reduce to minimum dependingon power available
8. Landing attitude – Establish
9. Collective lever – Raise as necessary to stopdescent and cushion landing
CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURINGRUNNING LANDING OR HARDER VERTICAL LANDINGS.IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLEC-TIVE LEVER, WHICHEVER THE SITUATION ALLOWS, UNTIL OSCILLA-TION HAS STOPPED.
AFTER LANDING:
10. Collective lever – Lower slowly
11. Cyclic stick – Maintain neutral position
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 46EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.7 Single engine emergency shutdown
NOTE D The VAR NR system will revert to the manual mode automatically.
D Before performing an inflight single engine emergency shutdown, determine ifthe situation will allow for OEI flight.
D Make certain that:
– the controls of the affected engine are selected, and
– the collective lever is adjusted to maintain the normal engine within theOEI limits
Procedure
1. Twist grip (affected engine) – Rotate slowly to IDLE, checkindications, then to OFF
Bleed air heating (if installed) will be shut down automatically, however, depending onpower margin of the remaining engine, may be re–engaged as follows:
2. BLD HTG EMER/NORM sw – EMER
3. BLD HTG rheostat – ON
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 47EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.8 Inflight restart
NOTE D An inflight restart may be attempted after a flameout or shutdown subject tothe pilot‘s evaluation of the cause of flameout.
D If OVSP FAIL caution indication of the affected engine is not on, the enginewas shut down by the overspeed protection system. In this case, a restart isnot possible.
D Before attempting an inflight restart, wait for N1 = 0 %
CAUTION DO NOT ATTEMPT INFLIGHT RESTART IF CAUSE OF ENGINE FAILUREIS OBVIOUSLY MECHANICAL.
Procedure
1. Collective lever – Adjust to OEI MCP or below
2. Collective lever friction – Adjust to maintain position of le-ver
3. Electrical consumption – Reduce
4. FUEL PRIME PUMP sw (affected engine) – ON
After 10 seconds:
5. Twist grip (affected engine) – Preselect 20_ (hot engine 18_)
6. Normal engine starting procedure – Perform
7. Twist grip (affected engine) – Increase to FLIGHT position
8. Electrical consumers – As required
9. FUEL PRIME PUMP sw (affected engine) – OFF
If restart is not successful:
10. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 48EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.9 Engine overspeed – driveshaft failure
Conditions/Indications
– VAR NR caution indication
– NRO decrease
Affected engine:
– ENG SPLIT caution indication
– Torque decreases to zero
– N1 decreases
– N2 increases above NRO and either:
– drops back to 100% or below, or
– increases to 123.1%, causing the overspeed protection system to shutdown the engine automatically.
Normal engine:
– Torque, N1 and TOT increase
– N2 decreases
CAUTION WHEN AN ENGINE HAS BEEN SHUT DOWN BY ITS OVERSPEEDPROTECTION SYSTEM, THE OTHER ENGINE’S SYSTEM IS INTER-LOCKED TO AN INACTIVE STATUS. THUS, THE NORMAL ENGINE ISNO LONGER PROTECTED AGAINST POWER TURBINE OVERSPEED.
Procedure
1. OEI flight condition – Establish
2. Affected engine – Identify
3. Single engine emergency shutdown – Perform
4. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 49EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.10 Engine overspeed – governor failure
Conditions/Indications
– ROTOR RPM warning light may come on
– VAR NR caution indication may come on
– ENG SPLIT caution indications may come on
– NRO and both N2 increase
Affected engine:
– Torque, N1 and TOT increase
Normal engine:
– Torque and TOT may decrease
Procedure
1. Collective lever – Raise as necessary to main-tain N2 and NRO within limits
2. VAR NR system NORM/MAN sw – Check MAN
3. N2 TRIM sw – Try to trim NRO to 101% withmatched torque
If step 3. is not possible:
4. Affected engine – Identify
5. Twist grip (affected engine) – Rotate towards IDLE until N2and NRO stabilize in normalrange and FLI needles match
6. LAND AS SOON AS PRACTICABLE
Approach and landing recommendations
Make normal power changes to allow the normal engine to operate within limits. If more collec-tive input is needed, adjust power of the affected engine using twist grip..
After landing: Rotate twist grip (affected engine) towards IDLE before lowering the collec-tive lever to full-down position (maintain NRO and N2 within limits).
CAUTION N2 RPM OVER 123.1% MAY RESULT IN AN ENGINE OVERSPEED TRIP(AUTOMATIC SHUTDOWN).
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 50EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.11 Engine underspeed – governor failure
Conditions/Indications
– ROTOR RPM warning light may come on
– VAR NR caution indication may come on
– ENG SPLIT caution indications may come on
Affected engine:
– Torque, N1 and TOT decrease
– N2 may decrease
Normal engine:
– NRO and N2 may decrease
Procedure
1. OEI flight condition – Establish
2. Bleed air consumers – Off
3. VAR NR system NORM/MAN pb – Check MAN
4. Affected engine – Identify
5. N2 TRIM sw – Compensate N2/NRO drop andtry to match torque
If torque match is not possible:
6. Twist grip (affected engine) – Release stop plate and rotatetowards FLIGHT until N2 andNRO stabilize in normal rangeand FLI needles match
7. LAND AS SOON AS PRACTICABLE
If no residual torque (affected engine) is available
8. Single engine emergency shutdown – Perform
Approach and landing recommendations
Make normal power changes to allow the normal engine to operate within limits. If more collec-tive input is needed, adjust power of the affected engine using twist grip..
After landing: Rotate twist grip (affected engine) towards IDLE before lowering the collec-tive lever to full-down position (maintain NRO and N2 within limits).
CAUTION N2 RPM OVER 123.1% MAY RESULT IN AN ENGINE OVERSPEED TRIP(AUTOMATIC SHUTDOWN).
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 51EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.12 Compressor stall
Conditions/Indications
– Popping sounds
– Torque and N1 indications may decrease
– TOT may increase
– Slight yaw jerk
Procedure
1. Collective lever – Lower
2. Engine instruments – Monitor
3. Collective lever – Raise slowly
If compressor stall returns:
4. Affected engine – Identify (TOT)
5. Single engine emergency shutdown – Perform
6. LAND AS SOON AS PRACTICABLE
ENGINE EMERGENCY CONDITIONS
3.4.13 Droop compensation failure
Conditions/Indications
– NRO and both N2 decrease when collective lever is raised
– NRO and both N2 increase when collective lever is lowered
Procedure
NOTE Avoid large collective lever changes.
1. Collective lever – Maintain NRO within limits
2. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 52EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.14 Engine oil temperature high
Conditions/Indications
Affected engine:
– Oil temperature indication above limits
Procedure
1. OEI flight condition – Establish
2. Affected engine – Identify
3. Twist grip (affected engine) – Adjust to 20–30% torque(TWIST GRIP caution indica-tion comes on)
4. Oil temperature indicator (affectedengine)
– Monitor
If engine oil temperature decreases below limit:
5. LAND AS SOON AS PRACTICABLE
If engine oil temperature still remains above limit:
6. Single engine emergency shutdown – Perform
7. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 53EASA APPROVED Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.15 Double engine failure - hover IGE
Conditions/Indications
– Yawing motion nose left
– NRO and both N2 decrease
– ROTOR RPM warning light (NRO low) on
– Both ENG FAIL warning lights on
– Both ENG OIL P caution indications
– Both FUEL PRESS caution indications
– Both GEN DISCON caution indications
– Engine Instruments (both engines) indicate power loss
Procedure
1. Right pedal – Apply as necessary to stopyaw
2. Landing attitude – Establish
3. Collective lever – Raise as necessary tocushion landing
ENGINE EMERGENCY CONDITIONS
3.4.16 Double engine failure - flight
Conditions/Indications
– Yawing motion nose left
– NRO and both N2 decrease
– ROTOR RPM warning light (NRO low) on
– Both ENG FAIL warnings lights on
– Both ENG OIL P caution indications
– Both FUEL PRESS caution indications
– Both GEN DISCON caution indications
– Engine Instruments (both engines) indicate power loss
Procedure
Autorotation – Perform
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 54EASA APPROVED
Rev. 15
ENGINE EMERGENCY CONDITIONS
3.4.17 Double engine emergency shutdown
Procedure
F ON GROUND
1. Both Twist grips – OFF
2. Both FUEL PRIME PUMP sw – OFF
3. BAT MSTR sw – OFF
F IN FLIGHT
1. Both Twist grips – OFF
If there is an indication that the engines are still running:
2. Both EMER OFF sw – Press
ENGINE EMERGENCY CONDITIONS
3.4.18 Autorotation
Procedure
1. Collective lever – Reduce to maintain NROwithin limits
2. Airspeed – 75 KIAS recommended
NOTE Maximum range airspeed 90 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum rate-of-descent airspeed 60 KIAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. Double engine emergency shutdown – Perform
AT APPROXIMATELY 100 FT AGL:
4. Flare attitude – Establish (approx. 15_ to 20_) toreduce forward speed and rateof descent; control NRO
AT APPROXIMATELY 8 – 12 FT AGL:
5. Flare attitude – Reduce to approx 7_
6. Heading – Maintain
7. Collective lever – Raise to stop descent andcushion landing
8. BAT MSTR sw – OFF
NOTE The appropriate values must be adjusted according to prevailing conditions ofgross mass, wind and terrain.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 55EASA APPROVED Rev. 15
3.5 FIRE EMERGENCY CONDITIONS
FIRE EMERGENCY CONDITIONS
3.5.1 Cabin fire
Conditions/Indications
– Smoke, burning odor, flames
Procedure
F ON GROUND
1. Double engine emergency shutdown – Perform
2. Passengers – Alert/Evacuate
3. Fire – Extinguish if possible
F IN FLIGHT
1. Airspeed – 65 KIAS recommended
2. Passengers – Alert
3. Heating/air conditioning (if installed) – OFF
4. Fire – Extinguish if possible
5. Fumes, smoke – Eliminate, open sliding doors,windows and vents (fresh air)
6. LAND AS SOON AS POSSIBLE
After landing:
7. Double engine emergency shutdown – Perform
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 56EASA APPROVED
Rev. 15
FIRE EMERGENCY CONDITIONS
3.5.2 Electrical fire/short circuit
Conditions/Indications
– Odor of burning insulation and/or acrid smoke
Procedure
F ON GROUND
1. Double engine emergency shutdown – Perform
2. Passengers – Alert/evacuate
3. EPU, if connected – Disconnect
4. Fire – Extinguish if possible
F IN FLIGHT
1. Airspeed – 65 KIAS recommended
2. Passengers – Alert
3. Heating/air conditioning (if installed) – OFF
4. Both BUS TIE switches – OFF
5. Electrical load – Reduce as much as possible
Try to isolate the cause of fire by switching off each PRIMARY BUS in turn:
6. GEN 1 / GEN 2 sw‘s in turn – OFF; if fire continues - NORM
7. BAT MSTR sw – OFF; if fire continues - ON
If fire has stopped:
8. LAND AS SOON AS PRACTICABLE
If indication of electrical fire continues:
8. Fire – Extinguish if possible
9. LAND AS SOON AS POSSIBLE
Residual Battery Endurance
Continous load [A] 15 20 25 30 40
Time [min] 60 45 35 30 22
NOTE Calculations are based on an assumed minimum batterycapacity of 15 Ah. Times include 10 minutes landing lightoperation and 10 minutes radio transmission.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 57EASA APPROVED Rev. 15
3.6 TAIL ROTOR FAILURE CONDITIONS
3.6.1 Tail rotor drive failure - hover
Conditions/Indications
Complete loss of tail rotor thrust
– Tail rotor failure in power-on flight is indicated by a yawing motion nose right; the yawrate depends on the aircraft power at the time of failure.
Procedure
F HOVER IN GROUND EFFECT
1. Both Twist grips – Rotate to IDLE
and simultaneously:
2. Landing attitude – Establish
3. Collective lever – Apply as necessary
After landing:
4. Double engine emergency shutdown – Perform
F HOVER OUT OF GROUND EFFECT
1. Collective lever – Reduce as required to stoprotation
If height permits:
2. Airspeed – Gain, then proceed accordingto para 3.6.2 (Tail Rotor Drive Fail-
ure/Fixed-pitch Tail Rotor Control Failure
- Forward Flight)
If height does not permits:
2. Both Twist grips – Rotate to IDLE
3. Collective lever – Raise to stop descent andcushion landing
After landing:
4. Double engine emergency shutdown – Perform
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 58EASA APPROVED
Rev. 15
TAIL ROTOR FAILURE CONDITIONS
3.6.2 Tail Rotor Drive Failure/Fixed-pitch Tail Rotor Control Failure - Forward Flight
Conditions/Indications
– No directional response after pedal inputs and/or
– Complete loss of tail rotor thrust and/or
– Locked pedals
NOTE The procedure will vary depending on flight conditions, power setting and massof the helicopter.
Procedure
1. Collective lever – Reduce to obtain minimumsideslip angle
2. Airspeed – Maintain 70 KIAS or higher
3. Suitable landing area – Select
NOTE D Landing surface should be hard (e.g. concrete, asphalt) and flat.
D Left crosswind is advantageous
4. Shallow approach with nose left – Perform
If the airspeed can be reduced below 40 kts with the nose still pointing to the left:
5. Airspeed – Reduce close to the grounduntil nose is aligned with theflight direction
6. Landing – Perform
If the nose direction changes from left to right at airspeeds higher than 40 kts:
5. Airspeed – Increase
6. Approach – Abort, climb to sufficientheight for autorotation
NOTE Headwind is advantageous
7. Autorotation – Perform
NOTE D In final phase of flare the helicopter can yaw to the left due to friction effects.
D Before touchdown, the groundspeed should be reduced to a minimum
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 59EASA APPROVED Rev. 15
TAIL ROTOR FAILURE CONDITIONS
3.6.3 Pedal vibrations
Conditions/Indications
Impending tail rotor system failure
– Unusual pedal vibrations
Procedure
LAND AS SOON AS POSSIBLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 60EASA APPROVED
Rev. 15
3.7 SYSTEM EMERGENCY/MALFUNCTION CONDITIONS
3.7.1 Electrical short circuit - generator system 1 or 2 offline
Conditions/Indications
– Short circuit on affected main bus
– Power supply is interrupted to affected main bus, shed bus, battery feed and bothnon-essential bus systems.
– Power supply is guaranteed to unaffected main bus and both flight-essential buses bythe normal generator.
– Respective GEN DISCON caution indication comes on
– Respective BUS TIE caution indication comes on
– Failure of equipment powered by affected buses
Procedure
1. GEN sw (affected generator) – OFF
2. DC VOLT, GEN AMPS and BAT AMPS – Monitor
3. LAND AS SOON AS PRACTICABLE
NOTE One generator alone will provide sufficient power for normal services.
3.7.2 Generator overvoltage procedure
– Voltmeter indication > 30.5 V
– GEN DISCON caution indication on
Procedure
1. Remaining generator with high voltage – OFF (not be used again)
2. Other Generator – RESET, then NORM
3. DC VOLT and GEN AMPS – Check and Monitor
4. Electrical consumers – Reduce as much as possible
5. LAND AS SOON AS PRACTICABLE
NOTE One generator alone will provide sufficient power for normal services.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 61EASA APPROVED Rev. 15
3.7.3 Electrical short circuit - battery bus/feeder line
Conditions/Indications
– Short circuit on battery bus or on battery feeder line
– Power supply is interrupted to battery only
– Power supply is guaranteed to all consumer buses by the generators
– BAT DISCH caution indication comes on (prolonged or for short period)
– Both BUS TIE caution indications come on
Procedure
If BAT DISCH caution indication remains on:
1. BAT MSTR sw – OFF
2. DC VOLT and GEN AMPS – Monitor
3. LAND AS SOON AS PRACTICABLE
NOTE Emergency battery power will not be available.
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 62EASA APPROVED
Rev. 15
SYSTEM EMERGENCY/MALFUNCTION CONDITIONS
3.7.4 Cyclic beep trim actuator failure/runaway
Conditions/Indications
– Cyclic beep trim inoperative
– Unsymmetrical cyclic stick forces may gradually appear
Procedure
1. FTR pb (cyclic stick) – Press to reduce stick forces
If stick forces resume after releasing FTR pb:
2. Circuit breaker BEEP TRIM – Pull
For momentary cyclic stick force reduction:
FTR pb (cyclic stick) – Press
For permanent cyclic stick force reduction:
FTR pb (instrument panel – optional) – Press; pb legend comes on (yel-low)
To reengage cyclic stick forces after permanent stick force reduction:
FTR pb (cyclic stick) – Press; pb legend goes off
CAUTION AFTER LANDING, CYCLIC STICK SHALL BE HELD IN NEUTRAL POSI-TION UNTIL BEING LOCKED.
SYSTEM EMERGENCY/MALFUNCTION CONDITIONS
3.7.5 Cyclic force trim release failure
Conditions/Indications
Cyclic force trim release function inoperative (either partially, i.e. in one axis, or completely)
Procedure
1. Circuit breaker FTR – Pull
2. BEEP TRIM sw (cyclic stick) – Press to adjust cyclic stick posi-tion
3. LAND AS SOON AS PRACTICABLE
FLIGHT MANUAL BK 117 C-2
EMERGENCY AND MALFUNCTION PROCEDURES
3 – 63/(3 – 64 blank)EASA APPROVED Rev. 15
SYSTEM EMERGENCY/MALFUNCTION CONDITIONS
3.7.6 Mast moment indication failure
WARNING TAKE–OFF WITH A FAULTY MAST MOMENT INDICATOR IS NOT PER-MITTED.
Procedure
Cruise flight:
Flight – Continue
Landing:
Running landings and slope landings (over 5_) should be avoided.
NOTE Refer to the appropriate maintenance manual.
3.7.7 Static system failure
Conditions/Indications
– Indications are unrealistic
– Pointer deflections may be sluggish
Procedure
1. Static Pressure selector sw – ALTERNATE SOURCE
2. Static Pressure Corrections(refer to para 5.1.7 FLM)
– Check
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – iEASA APPROVED Rev. 14
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Page4.1 GENERAL 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 PREPARATION FOR FLIGHT 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.1 Flight restrictions 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2.2 Flight planning 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2.3 Mass and balance 4 – 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 PREFLIGHT CHECK 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 General 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3.2 Exterior check 4 – 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3.3 Interior check 4 – 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.3.4 Pre–start check 4 – 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 STARTING ENGINES 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Before starting engines 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4.2 Starting first engine 4 – 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.4.2.1 Cold engine (engine oil temp. between –30_C and –40_C) 4 – 16. . . . . . . . . . . . .
4.4.2.2 Cold engine (engine oil temp. below –40_C) 4 – 17. . . . . . . . . . . . . . . . . . . . . . . . .
4.4.2.3 Hot or cold engine (engine oil temp. down to –30_C) 4 – 17. . . . . . . . . . . . . . . . . .
4.4.3 Starting second engine 4 – 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 SYSTEM CHECKS / OPEARTION 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1 Ventilation 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.2 Avionic checks 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.3 Bleed air heating 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.4 Miscellaneous checks 4 – 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5.5 Power check 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 PRE-TAKEOFF CHECK 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7 TAKEOFF CHECK 4 – 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.8 TAKEOFF 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9 PRE-LANDING CHECK 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10 LANDING 4 – 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10.1 Landing procedure in heavy turbulences 4 – 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.10.2 Normal Landing procedure 4 – 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11 ENGINE SHUTDOWN 4 – 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12 ENGINE VENTILATION 4 – 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 FLIGHT CHARACTERISTICS 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13.1 Flight controls 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.13.2 Lateral control characteristics 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.13.3 Recommended maximum rate–of–descent during hover or low speed flight 4 – 25
4.13.4 Low speed flight in heavy turbulences 4 – 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – iiEASA APPROVED
Rev. 0
LIST OF FIGURES
Page
Fig. 4-1 Exterior check sequence 4 – 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 1EASA APPROVED Rev. 15
S E C T I O N 4
NORMAL PROCEDURES
4.1 GENERAL
This section contains instructions and recommended procedures which are peculiar to theoperation of this helicopter.
For definition of terms, abbreviations and symbols used in this section refer to section 1.
4.2 PREPARATION FOR FLIGHT
4.2.1 Flight restrictions
The minimum, normal, maximum and cautionary operation ranges for the helicopter and itssubsystems are indicated by instrument markings, placards and decals.
For helicopter and subsystem restrictions refer to section 2, Limitations.
EFFECTIVITY Helicopters equipped with dual controls (optional)
NOTE Before helicopter operation with a passenger on copilot’s seat, cyclic stick andcollective pitch lever on copilot’s side should be removed and the appropriatecovers installed. The copilot’s pedals should be adjusted to the most forwardposition, and the dual control pedal cover (see FMS 9.2-6) should be installed.
If the covers are not available, cyclic and collective levers shall remain installed.However, in this case, the passenger must be briefed properly before startingengines not to interfere with any pilot’s control operation.
EFFECTIVITY All
4.2.2 Flight planning
Refer to sections 5 and 9 to determine required fuel, airspeeds and power settings for take-off, climb, cruise, hovering and landing data necessary to accomplish the mission.
NOTE Before flight it is necessary to check that the fuel grade is selected properly rela-tive to fuel temperature/altitude limitations given in section 2.
4.2.3 Mass and balance
The takeoff and anticipated landing gross mass and balance should be obtained before takeoffand checked against mass and load limits and center of gravity restrictions (see section 2).
For pre-flight checks and flight preparations with engines running, fuel up to 20 kg in excess ofthe maximum gross mass can be taken on board as long as the maximum fuel quantity is notexceeded (fuel burn rate with both engines at idle is approximately 1.7 kg/min). The pilot is re-sponsible to ensure that the aircraft mass at take-off does not exceed the maximum gross mass(see section 2).
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 2EASA APPROVED
Rev. 0
4.3 PREFLIGHT CHECK
4.3.1 General
The preflight check shall be accomplished in accordance with the flight manual, the mainte-nance manual or the pilot’s checklist.
The preflight check is not a detailed mechanical inspection, but essentially a visual check ofthe helicopter for correct condition.
This check shall be completed before each flight. However, items not marked with an aster-isk (L) need only be checked before the first flight of the day.
When unusual local conditions dictate, the extent and/or frequency of this check shall beincreased as necessary to promote safe operation.
NOTE D The following list contains only check items for the standard configuration.
D In addition to these items, check antennas and all installed optional equipment.
D Make certain that all relevant intermediate and special inspections in accordancewith the maintenance manual have been complied with.
D For optional equipment check items, refer to the respective flight manual sup-plement or to the relevant chapter of the maintenance manual.
4.3.2 Exterior check
The exterior check is laid out as a walk-around check, starting forward right at the pilot’s door,proceeding clockwise to the tail boom, to the left hand side (including the upper and lowerareas of the helicopter) and is completed at the helicopter nose area.
NOTE D If possible, the helicopter should be headed into the wind before starting theengines.
D The area around the helicopter should be clear of all foreign objects.
D To avoid excessive drain on the helicopter battery, particularly during cold weath-er, all ground operations should be conducted using an external power unit(EPU).
D When the battery is used, the operation of electrical equipment should be keptto a minimum.
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 3EASA APPROVED Rev. 7
BK
117_
WA
H_1
648_
R
5
1
2 3
4
1. Fuselage – Right side
2. Cabin – Top
3. Tail boom – Aft area
4. Fuselage – Left side
5. Cabin – Front
Fig. 4-1 Exterior check sequence
L Helicopter forms and documents – Check, complete
Weight, CG – Check
Fuel tanks – Drain (4 drain valves) (see sec.8, para8.3)
Fuselage underside – Condition, no fuel leaks
L Covers and tie-downs – Removed
L Ice and snow (if any) – Removed
L Ground handling wheels – Removed
Equipment and cargo – Secured
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 4EASA APPROVED
Rev. 15
Fuselage – right side
NACA cockpit air intake – Clear
OAT sensors (2, ADC/CPDS) – Condition
Cockpit door – Condition, function
BAT MSTR sw – Check, OFF
Fabric glare shield (before nightflights)
– Check installed
Pilot seat and safety belt – Condition
Sliding door – Condition, function
Landing gear and step – Condition
Battery (if located here) – Connected, condition, no electrolytespillage, security of mounting
L Battery door – Closed, secured
Battery drain port – Clear
Fuselage right side – Condition
Antennas on underside (if any) – Condition
Cabin top
Windshield, upper part – Condition,clean
Cabin air intake (if installed) – Condition
Antennas (if any) – Condition
Hydraulic system – Condition, no leakage, no foreign ob-jects
Hydraulic reservoirs (2) – Condition, no leakage
Fluid level indicator 1, 2 – Check levels
Sight glasses 1, 2 – Check oil visible
Control rods – Condition
L Hydraulic access door – Closed, secured
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 5EASA APPROVED Rev. 14
Fuselage – right side (continued)
Hydraulic pump – Condition, no leakage
Oil cooler fan inlet screen – Clear
Oil cooler fan – Condition
Main transmission oil level – Check
Sliding door – Closed
L Transmission compartment – Condition, no leakage, no foreign ob-jects
Scavenge oil filter clogging indicatorpin (if installed)
– Check in
Oil cooler air inlet duct – Check, clear
Oil cooler block plate – Installed, if OAT below –30°C– Removed, if OAT above +35°C
Oil cooler – Clear, condition
L Engine oil level – Check
Engine oil tank – Condition, no leakage, security of at-tachment, filler cap closed and secured
Generator air intake – Clear
Engine air intake – Clear
Mixing lever assembly – Condition, secured
Main transmission – Condition
Main transmission struts – Condition, secured
Main transmission oil filter cloggingindicator pin
– Check in
Main transmission oil filler cap – Secured, locked
Air opening in access door – Clear
L Transmission access door – Closed, secured
Swash plate and boot – Condition
L Rotating control rods – Condition, free movement
Rotating control rod spherical bear-ings
– Check for smooth operation by movingcontrol rods by hand
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 6EASA APPROVED
Rev. 15
Fuselage – right side (continued)
L Main rotor head – Condition, oil level
Blade attachment bolts, driving linkassembly
– Condition, secured
Rotor hub cap – Condition, secured
Vibration absorbers – Condition, free movement, no leakage
Rotor blades and trim tabs – Condition, rotate rotor by hand in direc-tion of rotation and check for freemovement
PU Erosion protective film (if fitted)
– Condition, no seperation
Static dischargers and bondingjumper
– Condition
Engine compartment – No leakage, no foreign objects
Engine – Condition
Engine oil ducts – No leakage
Engine wiring, linkages and lines – Condition, no leakage, no chafing
Engine wash system (if installed) – Secure
Engine exhaust pipe (fwd part) – Condition, secured
Rear bearing oil ducts – No leakage
Engine mounts – Condition, secured
Fire detectors (3) – Condition
L Engine access door – Closed, secured
L Maintenance steps (5) – Closed
Bleed air heater screen – Clear
Circuit breaker for EPU – Check in
L EPU access door – Closed, secured
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 7EASA APPROVED Rev. 15.1
Fuselage – right side (continued)
L Fuselage – right side – Condition
L Static ports (2) – Clear
Battery (if located here) – Connected, condition, no electrolytespillage, security of mounting
L Battery door – Closed, secured
Aft engine cowling – Secured
Engine exhaust pipe (rear part) – Condition
L Fire ext sys discharge indicator (reddisk)
– Check present and undamaged
Fire ext bottle pressure indicators(2)
– Check according to the pressure–tem-perature table
NOTE Engine must be cold for pressure–temperature table to be valid.
Clam shell doors – Condition, function
First aid kit – On board
Avionic rack – Condition, secured
L Clam shell doors – Closed, secured
Tail boom
L Tail boom – right side – Condition
Antenna(s) (if installed) – Condition
L RH horizontal and vertical stabilizer,position light
– Condition
Vertical fin and cowling – Condition, secured
Position light, anti-collision light(strobe light / IR flasher, if installed)
– Condition
Tail skid – Condition
L Tail rotor gearbox – Oil level, no leakage, filler cap secured
NOTE Verification of oil level may be easier when tail skid is shaken briefly
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 8EASA APPROVED
Rev. 0
Tail boom (continued)
Tail rotor head, shaft, bellow – Condition
L Pitch links – Condition
Blade attachment bolts, balancemasses, dynamic masses
– Condition, secured
L Tail rotor blades – Condition
Vertical fin and cowling – Condition, secured
L Intermediate gear box – Oil level, no leakage
NOTE Verification of oil level may be easier when tail skid is shaken briefly
Intermediate gear box – Filler cap and drain plug secured
L Vertical fin access door – Closed, secured
L LH horizontal and vertical stabilizer,position light
– Condition
L Tail boom – left side – Condition
Antenna box – Condition
Antennas (if any) – Condition
Clam shell door windows (if installed) – Condition, clear
Fuselage – left side
Static ports (2) – Clear
Bleed air heater screen – Clear
Aft engine cowling – Secured
Engine exhaust pipe (rear part) – Condition
Engine compartment – No leakage, no foreign objects
Fire detectors (3) – Condition
Engine mounts – Condition, secured
Rear bearing oil ducts – No leakage
Engine exhaust pipe (forward part) – Condition, secured
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 9EASA APPROVED Rev. 6
Fuselage – left side (continued)
Engine wash system (if installed) – Secure
Engine wiring, linkages and lines – Condition, no leakage, no chafing
Engine oil ducts – No leakage
Engine – Condition
L Engine access door – Closed, secured
L Transmission compartment – Condition, no leakage, no foreign ob-jects
Scavenge oil filter clogging indicatorpin (if installed)
– Check in
Generator air intake – Clear
Engine air intake – Clear
Mixing lever assembly – Condition, secured
Main transmission – Condition
Main transmission struts – Condition, secured
Main transmission oil filter cloggingindicator pin
– Check in
L Engine oil level – Check
Engine oil tank – Condition, no leakage, security of at-tachment, filler cap closed and secured
Oil cooler – Clear, condition
Oil cooler block plate – Installed, if OAT below –30°C– Removed if OAT above +35°C
Oil cooler inlet duct – Check clear
L Transmission access door – Closed, secured
Air opening in access door – Clear
L Maintenance steps (3) – Closed
Oil cooler fan inlet screen – Clear
Oil cooler fan – Condition
Hydraulic pump – Condition, no leakage
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 10EASA APPROVED
Rev. 0
Fuselage – left side (continued)
L Hydraulic compartment door – Closed, secured
Cockpit windshields, upper part – Condition, clean
Landing gear and step – Condition
L Fuel filler cap – Secured, locked
L Fuel filler access door – Closed
Vents and drainports (4) – Clear
Antennas (if any) – Condition
L Fuselage – left side – Condition
Sliding door – Condition, function
Cockpit door – Condition , function
Copilot seat and safety belt – Condition
L For single pilot flights:Copilot’s safety belts
– Fastened, secured
OAT sensors (2, ADC/VAR NR) – Condition
NACA Cockpit air intake – Clear
Antenna on underside (if any) – Condition
Cabin – Nose area
Windshields, front and lower part – Condition, clean
L Pitot tubes (2) – Clear, condition
Windshield wipers – Condition
L Pedal areas – No foreign objects
Landing lights – Condition, retracted
L Fuselage bottom – Condition
4.3.3L Interior check
Baggage, cargo, loose items – Stowed, secured
Before flights in low temperature/high humidity conditions (effective defogging ofwindshields by means of bleed air heating required):
Air outlets aft cabin area – Fully closed
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 11EASA APPROVED Rev. 0
Hand fire extinguisher – On board, check pressure
Hand lamp – On board
Passengers – Briefed
Seat and pedals – Adjust
Safety belts – Fasten, adjust
Overhead panel
All circuit breakers – In
All switches – OFF or NORM, priority NORM
Switch guards – Closed
Instrument panel
Instruments – Check
Clock – Check and set
All switches – OFF or NORM, priority NORM
Center console
Static pressure switch – Secured
Collective pitch levers
All switches – OFF or NORM, priority NORM;guarded if possible
Both twist grips – In OFF position
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 12EASA APPROVED
Rev. 15
4.3.4L Pre-start check
CAUTION AFTER BAT MASTER SW SWITCHED ON, THE LOW ROTOR RPM AU-DIO TONE APPEARS. DO NOT PRESS RESET PB (CYCLIC) UNTIL THEEND OF CPDS TEST. PRESSING THE RESET PB LEADS TO AN AUTO-MATIC DELETION OF A POSSIBLE INP FAIL CAUTION.
BAT MSTR switch – ON and ENGAGE; CPDS test starts
NOTE Do not switch CPDS off during or after flight. However, if it was switched off:
1. CAD OFF pb – Press
2. VEMD OFF 1&2 pb – Press each in turn
NR/N2 instrument – Check full deflection
CAD – Check no INPUT FAIL message
NOTE If INP FAIL appears in conjunction with the appropriate caution(s), this cau-tion(s) will not be provided during flight. Abort pre-start check. Maintenance ac-tion is required.
Low NR–RPM audio tone and CAD – Check and reset
Lighting (position, anti collision,strobe and landing lights)
– Function
Before night flights
Instrument and utility lights – Function
Hand lamp – Function
TEST/DSPLY sw – W/U
Warning panel – All warning lights and single gong mustcome on.If test has been successfully completedgong will cease automatically and RPMaudio warning will be heard.If test was not successful single gongwill continue.
CAD – F PUMP JET must come on
TEST/DSPLY sw – CPDS
Display test image – Check
MASTER caution lights – Check flashing
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 13EASA APPROVED Rev. 15
L Pre-start check (continued)
TEST FIRE 1 switch – EXT
CAD – FIRE EXT (sys 1 and sys 2) mustcome on; indicates the availability ofbottle 1 and bottle 2 for engine 1
TEST FIRE 1 switch – EXT WRN
Warning panel – FIRE (EMER OFF SW 1) must comeon; BOT 1, BOT 2 and EXT of sys 1come on
Headset – Aural warning signal must be heard
CAD – FIRE EXT (sys 1 and sys 2) must go off
– FIRE E TST (sys 1 and sys 2) mustcome on; indicates the activating testof bottle 1 and 2 for engine 1
TEST FIRE 1 switch – OFF
Repeat above fire ext test, system 2 using TEST FIRE 2 switch.
EMER SHED BUS sw (only for bat-tery start)
– ON
BAT HOR/EXIT sw – TEST
EMER BAT LED – Check green.The green LED can change to red dur-ing the test, if the red LED is immedi-ately on, the battery is empty and mustbe replaced.
CAD – Check HOR BAT caution indication on
Emer exit lights – Check on
FUEL PUMPS XFER (A and F) – ON, check caution (F PUMP AFT /FWD) off
FUEL PUMPS XFER (A and F) – OFF, check caution (F PUMP AFT /FWD) on
EMER SHED BUS sw – NORM and guarded
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 14EASA APPROVED
Rev. 15
L Pre-start check (continued)
FUEL PRIME PUMPS (1 and 2) – ON, PRIME PUMP (sys1/sys2) cautionindication come on and both FUELPRESS caution indications go off
NOTE Operate prime pumps a minimum of 10 seconds before starting engines.
ACOL sw – ON
Instrument panel
OVSP FAIL (sys1/sys2) caution indi-cations
– Check on
CAD & VEMD brightness – Adjust as required
CPDS – Check units
VEMD – DC voltage – minimum 23.5 V
– IAS displayed in VNE field
– Select actual gross mass range forcorrect VNE–table selection
CAD fuel indication – Check quantity
Instruments – Check
CAUTION WHEN MAIN TRANSMISSION OIL TEMPERATURE IS BELOW –30_C THEFOLLOWING FLIGHT CONTROLS CHECK MUST BE PERFORMEDAFTER FIRST PERFORMING AN ENGINE GROUND RUN UNTIL THEMINIMUM MAIN TRANSMISSION OIL TEMPERATURE IS REACHEDFOLLOWED BY AN ENGINE SHUTDOWN (SEE PARA 4.4.2.1 OR 4.4.2.2)OTHERWISE THE MOVEMENT OF THE FLIGHT CONTROLSTHROUGHOUT FULL TRAVEL MAY CAUSE FLIGHT CONTROL DAMAGE.
Flight controls – Check free movement throughout fulltravel
Pedals – Parallel
Collective lever – Lock
FORCE TRIM REL sw – Press while making small cyclic inputsin all four directions. Check that nospring forces are present
Cyclic stick position – Check
Twist grips – Check free movement throughout normal range (from IDLE to FLIGHT)including IDLE stop function, thenset each twist grip in 0° position
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 15EASA APPROVED Rev. 10
4.4 STARTING ENGINES
NOTE At engine start–up, the BAT DISCH caution indication may come on (in case ofbattery discharge).
4.4.1 Before starting engines
Fire guard (if available) – Posted
Rotor area – Clear
4.4.2 Starting first engine
CAUTION IMMEDIATELY ABORT START AND, IF INDICATED, PERFORMMAINTENANCE ACTION BEFORE RESTART FOR ANY OF THE
FOLLOWING:
D IGNITION DOES’NT TAKE PLACE WITHIN 15 SECONDS.
D TOT RISES ABOVE LIMITS(If start is aborted but TOT limits are not exceeded, wait 15 secondsafter N1 RPM has returned to zero before attempting restart. This per-mits excess fuel to drain from combustion chamber.)
D NO POSITIVE ENGINE OR TRANSMISSION OIL PRESSUREINDICATIONS UPON REACHING GROUND IDLE CONDITION -MAINTENANCE ACTION!
D N2 RPM AND ROTOR RPM NEEDLES ARE NOT MATCHED AFTERREACHING STABILIZED GROUND IDLE CONDITION - MAINTENANCEACTION!
ABORT START PROCEDURE
CAUTION DO NOT PERFORM ENGINE VENTILATION WITH FUEL VALVE CLOSED
Twist grip (affected engine) – OFF
ENG START sw (affected engine) – OFF
Engine ventilation – Perform
NOTE D Either engine may be started first.
D If, for any reason a starting attempt is discontinued, the entire startingsequence must be repeated from the beginning.
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 16EASA APPROVED
Rev. 12
Starting first engine (continued)
CAUTION D DO NOT EXCEED STARTER DUTY CYCLE.
D MONITOR CLOSELY TOT (STARTING TRANSIENT BETWEEN 785°CAND 865°C FOR MAXIMUM 5 SECONDS).
D ALLOW N1 TO ACCELERATE CONTINUOUSLY IN THE 50%–65%RANGE.
NOTE Engine starting procedure should normally be completed within 20-60 seconds
EFFECTIVITY Only if cold weather kit P/N B854M2001051and Bleed air heating are installed:
4.4.2.1 Cold engine (engine oil temperature between –30_C and –40_C)
1. First limit indicator – Check square on TOT and start trianglesdisplayed (TOT–limitations for starting)
2. TWIST GRIP – Preselect 30°
3. ENG 1 or 2 START sw – START, simultaneously start stopwatch
4. TOT – Monitor, as soon as TOT increases, re-duce twist grip (to approx. 20°) and ad-just TOT by twist grip to approx. FLI 5 to6 (at approx. 700°C).
5. N1 – Check increase
6. N2/NRo increase – Monitor
7. Respective ENG 1 or 2 START sw – Check off at N1= 50%
8. Respective twist grip – Rotate to 70%$2% N1
9. Engine and XMSN oil pressure – Check positive indication
When the minimum engine oil temperature has been reached:
8. Respective twist grip – Rotate to FLIGHT IDLE
When the minimum transmission oil temperature has been reached:
10. Engine – Shutdown
Continue with pre–start check “Flight controls – Check free movement...” on page 4–14.
NOTE D During start, the engine oil pressure may exceed 5 bar
D Avoid prolonging operation in the range between 50% and 65% N1 (yellowunderlining).
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 17EASA APPROVED Rev. 10
4.4.2.2 Cold engine (engine oil temperature below –40_C)
1. First limit indicator – Check square on TOT and start trianglesdisplayed (TOT–limitations for starting)
2. TWIST GRIP – Turn to flight idle, press idle stop buttonand turn twist grip back (approx. 8mm)until the idle stop button moves in com-pletely
3. ENG 1 or 2 START sw – START, simultaneously start stopwatch
4. TOT – Monitor, as soon as TOT increases, re-duce twist grip (to approx. 20°) and ad-just TOT by twist grip to approx. FLI 5 to6 (at approx. 700°C).
5. N1 – Check increase
6. N2/NRo increase – Monitor
7. Respective ENG 1 or 2 START sw – Check off at N1= 50%
8. Respective twist grip – Rotate to 70%$2% N1
9. Engine and XMSN oil pressure – Check positive indication
When the minimum engine oil temperature has been reached:
8. Respective twist grip – Rotate to FLIGHT IDLE
When the minimum transmission oil temperature has been reached:
10. Engine – Shutdown
Continue with pre–start check “Flight controls – Check free movement...” on page 4–14.
NOTE D During start, the engine oil pressure may exceed 5 bar
D Avoid prolonging operation in the range between 50% and 65% N1 (yellowunderlining).
EFFECTIVITY All
4.4.2.3 Hot or cold engine (engine oil temperature down to –30_C)
1. First limit indicator – Check square on TOT and start trianglesdisplayed (TOT–limitations for starting)
2. TWIST GRIP – Preselect 20° (hot engine approx.18°)
3. ENG 1 or 2 START sw – START, simultaneously start stopwatch
4. TOT – Monitor, check increase (if necessaryadjust TOT using twist grip to approx. FLI5 to 6 at approx. 700°C).
5. N1 – Check increase
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 18EASA APPROVED
Rev. 15
6. N2/NRo increase – Monitor
7. Respective ENG 1 or 2 START sw – Check off at N1= 40%
8. Respective twist grip – Rotate to 70%$2% N1
9. Engine and XMSN oil pressure – Check positive indication
NOTE D During start, the engine oil pressure may exceed 5 bar
D Avoid prolonging operation in the range between 50% and 65% N1 (yellowunderlining).
Hydraulic check:
CAUTION D HYD TEST SW MUST NOT BE OPERATED DURING FLIGHT
D OBSERVE MAST MOMENT LIMITS DURING HYDRAULIC CHECK
FORCE TRIM REL sw – Press
Cyclic stick – Check unlocked
HYD TEST sw – S–1 and hold
– Check that HYD PRESS (sys 2) cautionindication comes on and pressure read-out (sys 2– VEMD) is underlined (yellow)
Perform small movements:
– Cyclic stick – Check mast moment indication and cor-rect operation
– Collective lever – Check correct operation
– Pedals – Check higher than normal forces
HYD TEST sw – S–2 and hold, check:
– Check that HYD PRESS (sys 1) cautionindication comes on pressure readout(sys 1– VEMD) is underlined (yellow)
Perform small movements:
– Cyclic stick – Check mast moment indication and cor-rect operation
– Collective pitch – Check correct operation
– Pedals – Check correct operation
HYD TEST sw – Release
EFFECTIVITY H/C up to S/N 9033 and before SB MBB BK117C-2-22-002; AFCS Retrofit Kit “2”
Cyclic trim system – Check function
EFFECTIVITY All
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 19EASA APPROVED Rev. 14
4.4.3 Starting second engine
EFFECTIVITY If 27 Ah battery is installed
1. Ammeter – Operating generator, check below 100 A(battery start only)
EFFECTIVITY All
NOTE If the start of the first engine was aborted and successfully repeated, verify thatthe generator current is below 100 A before attempting to start the second en-gine (battery start only).
2. Start second engine following Starting first engine procedure above.
NOTE After starting engines, do not advance twist grips to FLIGHT until the minimum en-gine oil temperature has been reached.
3. STBY HOR sw – ON
4. INVERTER sw (if installed) – ON
5. AVIO MSTR sw’s – ON
6. Both PT/ST HTG sw’s – ON
7. Both FUEL PUMPS XFER sw’s – ON
8. Both FUEL PUMPS PRIME sw’s – OFF
9. EM/EX LIGHTS sw – ARM
10. Avionics – Check on and set
11. Instruments – Set and check
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 20EASA APPROVED
Rev. 14
4.5 SYSTEM CHECKS
4.5.1 Ventilation
If OAT w +35_C, the ventilation must be set to maximum as follows:
PUSH FOR AIR lever – Push
VENTILATION CKPT rheostat – Set to HI
PAX BLW sw – ON
4.5.2 L Avionic checks
COMM/NAV equipment – ON and check
All other instruments and equipment – Check and set
4.5.3 Bleed air heating check
BLD HTG EMER/NORM sw – Check NORM
BLD HTG rheostat – Turn on – check green HEAT-ING advisory appears
BLD HTG rheostat – OFF – check green HEATINGadvisory disappears
4.5.4 L Miscellaneous checks
Optional equipment controls – Set as required
CAUTION WHEN AFCS IS NOT IN USE, THE BACKUP SAS MUST BE SWITCHEDOFF.
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 21EASA APPROVED Rev. 12
4.5.5 Power check
Perform power check as required (see section 5)
4.6 L PRE-TAKEOFF CHECK
1. First limit indicator – Check start triangles are off and bleedvalve flag indicated
2. Twist grips – Rotate smoothly to FLIGHT
3. Cyclic stick – Check neutral position
4. Engine and XMSN indications – In the normal operating range
5. VAR NR sw – NORM mode
6. VAR NR caution indication – Check ON
7. Fuel quantity – Recheck
8. All warning lights and caution, CAD andVEMD indications (except VAR NRcaution indication)
– Check off
9. Standby horizon – Release cage button, check indication
10. Optional equipment controls – As required
11. Pilot/Copilot door – Check properly closed (green markingon the floor visible)
12. Collective lever – Unlock
4.7 L TAKEOFF CHECK
1. Hover flight – Perform
2. VAR NR caution indication – Check off
3. N2/Rotor RPM – Check in accordance with Table 1 shownbelow
4. FLI needles – Check synchronised, match if necessary
5. Hover power – Note
6. All warning lights and caution, CAD andVEMD indications
– Check off
Density Altitude [ft] t3600 3600 4305 5064 5837 6500 u6500
NRO [%] 101 101 101.7 102.3 103 103.5 103.5
S For values not shown in the table, interpolate linear
S Rotorspeed tolerance: 0.5%
Table 1 Rotorspeed versus Density Altitude
L To be checked before each flight
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 22EASA APPROVED
Rev. 10
4.8 TAKEOFF
CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED IN FLIGHTIN TURBULENT WEATHER CONDITIONS.IN CASE OF PIO/PAO, RELEASE COLLECTIVE LEVER MOMENTARILYAND INCREASE COLLECTIVE LEVER FRICTION.
Recommended takeoff procedure:
Hover – Perform with 3 ft skid height
Acceleration and climb – Start a slight nose down pitch rotationand increase power smoothly (ca. 0.5FLI more than hover power) so that thehelicopter gains speed and height. Ob-serve height–velocity–diagram as de-scribed in section 5
When reaching 50 KIAS – Maintain airspeed until reaching 50ftAGL, then accelerate to VY (65 kts) andclimb through 100ft AGL
NOTE At approx. 50 kts, the rotor speed will be adjusted automatically.
4.9 PRE-LANDING CHECK
1. All instruments – Check
2. All warning lights and caution, CADand VEMD indications
– Check
3. N2/NR – Check increase to min. 101% when air-speed below 55 KIAS.If NR does not increase, proceed ac-cording to VAR NR caution indication insection 3.
4.10 LANDING
4.10.1 Landing procedure in heavy turbulences
In heavy turbulences where fast collective movements may be necessary, the followinglanding procedure should be performed:
Landing area reconnaissance – Perform with 40 KIAS
VAR NR system NORM/MAN sw – Check in NORM mode
On downwind at 40 KIAS:
VAR NR system NORM/MAN sw – Select MAN mode
Rotorspeed – Check � 101%
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 23EASA APPROVED Rev. 15
Approach – Perform
Torque – Synchronize if necessary
After landing:
VAR NR system NORM/MAN sw – Select NORM mode
4.10.2 Normal Landing procedure
CAUTION AN OSCILLATION, WHICH COULD BE UNINTENTIONALLY INDUCED/ASSISTED BY THE PILOT (PIO/PAO) MAY BE EXPERIENCED DURINGRUNNING LANDINGS OR HARD VERTICAL LANDINGS.IN CASE OF PIO/PAO, RAPIDLY INCREASE OR DECREASE COLLEC-TIVE LEVER, WHATEVER THE SITUATION ALLOWS, UNTIL OSCILLA-TION HAS STOPPED.
Recommended landing procedure:
After reaching 50 ft AGL – Descent with 300ft/minvR/Dt500ft/minat 40 KIAS
Before touchdown – Establish flare attitude to reduce groundspeed and raise collective lever to cush-ion landing
Touchdown – Establish with zero groundspeed
Cyclic stick – Neutral position
Collective lever – Lock
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 24EASA APPROVED
Rev. 6
4.11 ENGINE SHUTDOWN
NOTE D Check that ROTOR RPM warning light comes on with an intermittent audiosignal when the rotor RPM drops below 95%. If not, a logbook entry andmaintenance action are required.
D Check that ENG FAIL 1 and ENG FAIL 2 warning lights come on with a warninggong, when the N1 RPM of the engines drop below 50%. If not, a logbook entryand maintenance action are required.
D Set stopwatch for a minimum ground idle time of 30 seconds to allow theengines to cool.
CAUTION AFTER SINGLE ENGINE LANDING, WHEN EITHER MAX. CONTINUOUSPOWER OR 2.5 MINUTES POWER WAS APPLIED, A GROUND IDLE TIME
OF AT LEAST 3 MINUTES IS REQUIRED BEFORE SHUTDOWN.
1. Cyclic stick position – Check
2. Collective lever – Lock
3. Twist grips – IDLE (70% ± 2% N1), start stopwatch
4. All consumers – OFF, except anti collision sw
After 30 seconds at IDLE:
5. Both twist grips – OFF
NOTE Note gas producer deceleration time. The time required to decelerate from 30 to0% N1 should be approximately 40 seconds. If less than 30 seconds or abnormalnoises are heard, an engine inspection is required (refer to TURBOMECA ARRIEL1E2 maintenance manual).
6. TOT and N1 – Monitor decrease
When rotor has stopped:
7. Anti-collision light – OFF
8. VEMD – Check FLIGHT REPORT page
9. BAT MSTR switch – OFF
4.12 ENGINE VENTILATION
Respective twist grip – OFF
Respective ENG VENT sw – ON and hold; observe engine ventilationlimitations (Section 2, para 2.12.3)
FLIGHT MANUAL BK 117 C-2
NORMAL PROCEDURES
4 – 25/(4 – 26 blank)EASA APPROVED Rev. 12
4.13 FLIGHT CHARACTERISTICS
4.13.1 Flight controls
CAUTION AVOID EXTREME CYCLIC STICK DISPLACEMENTS WHEN ON GROUNDWITH ROTOR TURNING.
During ground operations with rotor turning, the cyclic stick must remain in the neutral posi-tion and the collective pitch lever in the full down position; however, for functional test pur-poses, minimum control movements (not more than 3 cm from neutral) are allowed.
Avoid extreme pedal movements during ground operations.
4.13.2 Lateral control characteristics
WARNING AVOID STEEP RIGHT TURNS AT AIRSPEEDS BELOW 70 KIAS CLOSETO THE GROUND IN ORDER TO MAINTAIN SUFFICIENT LATERAL CON-TROL MARGIN FOR RECOVERY.
Lateral control characteristics of single-rotor helicopters are significantly influenced by for-ward speed (airspeed), bank angles and related g-loads.
During high load factor maneuvers at airspeeds below 70 KIAS the cyclic stick can reach theleft lateral stop before retreating-blade stall entry.
Reduction of the load factor and/or nose-left side slip will improve left lateral control margin.
4.13.3 Recommended maximum rate-of-descent during hover or low speed flight
Any descent during hover or low speed flight (up to 20 kt) should be performed with a descentrate of not more than 600 ft/min.
4.13.4 Low speed flight in heavy turbulences
VAR NR system NORM/MAN sw – Check in NORM mode
VIAS v 40 kt:
VAR NR system NORM/MAN sw – Select MAN mode
Rotorspeed – Check � 101%
Torque – Synchronize if necessary
When increasing VIAS u 40 kt:
VAR NR system NORM/MAN sw – Select NORM mode