SECTION I SYSTEM DESCRIPTION

SECTION I SYSTEM DESCRIPTION The information contained herein supplements the information of the basic Flight Manual. For limitations, procedures, and performance data not contained in this supplement, refer to the basic Flight Manual. 1. General This avionics system is designed to provide the pilot with redundant communication, navigation, display, and automatic flight control systems (AFCS) for use in single-pilot IFR operations. 1.1 Basic description 1.1.1 SYSTEM COMPONENTS Component: Reference Manufacturer Flight Control Display Sys FMS 9.2-53 (single) ECD Or Flight Control Display Sys FMS 9.2-49 (dual) ECD Standby Attitude Indicator FMS 9.2-56 or equivalent ECD Standby VOR/ILS Indicator FMS 135M-150 MAI AFCS: Three-axis Autopilot System FMS 9.2-48 ECD Pitch, Roll and YAW SAS FMS 9.2-5 ECD Pitch Damper FMS 9.2-5 ECD Navigation and communication system: Two Nav / Com radios including: FMS 135M-150 MAI VHF Communication VOR / Localizer Receiver Glide Slope Receiver GPS Receiver Standby Navigation Receiver (optional) FMS 135M-150 MAI Marker Beacon Receiver FMS 135M-150 MAI DME FMS 135M-150 MAI Radio Altimeter FMS 135M-150 MAI Transponder with Mode S FMS 135M-150 MAI Two Audio Systems FMS 135M-150 MAI Altitude Alerting System (optional) FMS 135M-150 MAI Miscellaneous Systems: Two Inverters FMS 9.2-4 ECD Two AHRS including magnetometers FMS 9.2-48 ECD Two Air Data Computers (ADC) FMS 9.2-48 ECD Second heated pitot system FMS 9.2-44 ECD Search Light FMS 9.2-8 or equivalent ECD Annunciators, controls, and switches FMS 135M-150 MAI Spare headset and ICS Cord FMS 135M-150 MAI 3

1.2 Displays and controls METRO AVIATION, INC. FMS 135M-150 1.2.1 Reconfiguration Control Unit (RCU) and Instrument Control Panel (ICP) L R INACTIVE 1.2.2 Autopilot Mode Select (APMS) panel 1.2.3 Cyclic functions SAS, P damper reset SAS & AP cut-off pitch & roll attitude and upper mode function beep Spare Transponder IDENT force trim release Com #1 freq. transfer A/P upper mode decouple TYPICAL CYCLIC CONTROL GRIP 4

1.2.4 Instrument panel DME HOLD WARNING PANEL CLOCK STBY STBY STBY A/S HORIZ ALT TRIPLE TACH PGS 1 PGS 2 RAD DIM GPS DIM OBS STBY VOR / ILS 1 2 M K R B C N PFD NAV / COM #1 CAD VEMD NAV / COM #2 ND XPNDR ENG CONTROL ELEC CONTROL ALT ALERT RCU STBY NAV APMS ICP #1 ICP #2 AUDIO #1 AUDIO #2 SINGLE-PILOT IFR INSTRUMENT PANEL TYPICAL CONFIGURATION 5

1.2.5 Instrument panel (Alternate Configuration) SINGLE-PILOT IFR INSTRUMENT PANEL GNS-530 OPTION 6

1.3 Communication and Navigation METRO AVIATION, INC. FMS 135M-150 1.3.1 Combined navigation and communications system The Garmin GNS-430/530 system consists of two fully integrated, panel mounted nav/com radios. The system consists of a GPS antenna, GPS Receiver, GPS navigation computer, VHF VOR/LOC/GS antenna, VOR/ILS/GS receiver, VHF COMM antenna and a VHF communications transceiver. Com #1 frequencies may be transferred between standby and active via a dedicated switch on the pilot s cyclic control grip (reference paragraph 1.2.3). Holding this switch down for 2 seconds or more will place the emergency frequency 121.5 in the active com 1 window. NOTE: To go back to normal operation, after a Com not Responding message occurs, the radio must be cycled off then on. Provided the GPS receiver is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications for VFR/IFR enroute, terminal, and non-precision instrument approaches. Number 1 GNS-430/530 VOR/ILS also drives the GI-106 A standby VOR/ILS Indicator directly. If the optional NR3320 VOR/ILS system is installed see 1.3.2 for GI-106A description. 1.3.2 Standby VOR / ILS System (Optional) Standby VOR / ILS System consists of a dedicated Navigation Receiver (NR-3320) which Navigation Indicator (GA-106A) powered on the Emergency Battery Bus for VOR and LOC/ILS Navigation only. 1.4 Bus structure 1.4.1 Emergency Battery Bus The following components are available following electrical system failure and power is ensured for a minimum of 30 minutes: Standby Horizon Cockpit Floodlight Standby VOR / ILS System (Optional) 1.4.2 Essential buses The following systems are available following dual generator system failure: Both Nav / Com radios Pitch and Roll SAS Yaw SAS Mode S transponder 7

1.4.3 Shed bus The following systems are shed only following dual generator system failure: PFD & ND Autopilot (Note: Pitch and Roll SAS and Yaw SAS is available.) 1.4.4 IFR avionics bus The following shows the general architecture of the avionics bus: GEN 1 BATTERY 26 AH GEN 2 EPU EMB 1 BAT MSTR BOX EMB 2 HI LOAD BUS 1 GEN 1 HL 1 SHED 1 BUS TIE 1 BAT GEN 2 BUS TIE 2 EPU HL 2 SHED 2 HI LOAD BUS 2 SHED BUS 1 ESS BUS 1 ESS BUS 2 SHED BUS 2 PIT HTR / ST HTR LDG LT PWR LDG LT CONT POS LT TRIM ACT (MTR) HOR BAT WIPER P / R SAS TRIM REL ROLL SEMA YAW SEMA AUD 1 XFR PUMP INV 1 YAW SAS MAST MM PITCH DAMP INST LT A-COL LT AUD 2 INV 2 ANN LT PAX LT XFR PUMP SHED BUS 1 ESS B1 MSTR 1 MSTR 2 ESS B2 SHED BUS 2 AVIONICS MASTER 1 AVIONICS SHED 1 MKR ALT ALERT FDCM 1 DTS AP 1 ADC 1 BLW PEL ND PFD AVIONICS ESS 1 NAV 1 COM 1 AHRS 1 INV SEL SW I N I N O N V R V 1 M 2 AVIONICS ESS 2 NAV 2 COM 2 TXP FAN RAD ALT DME FCDM 2 AP 2 ADC 2 AHRS 2 BLW PEL ND AVIONICS MASTER 2 AVIONICS SHED 2 PFD EMER BUS 26 VAC BUS 1 26 VAC BUS 2 DISPLAY TST SW STBY HOR AHRS 1 AHRS 2 STBY VOR / ILS ROLL SAS BUS 1 BUS 2 CKPT LTS PITCH SAS PFD ND 8

SECTION II LIMITATIONS 2. LIMITATIONS 2.1 Approved operation This helicopter is approved for single-pilot day and night VFR and IFR operation when the Metro Aviation, Inc. SPIFR kit (135M-150) is installed. 2.2 Operational limitations Dispatch for single pilot IFR operation is permissible only with AFCS engaged and fully operational. 2.3 Compatibility with other optional equipment The following kit is not compatible: External mirror (FMS 9.2-19) 2.4 Flight crew The minimum flight crew consists of one pilot in the right crew seat. 2.5 Flight limitations 2.5.1 Forward speed Min. Airspeed (V min IFR) Never exceed speed (V NE IFR) Best rate-of-climb speed (V y IFR)=V y 60kt V NE 65kt 2.5.2 Vertical speed Maximum rate of descent 1500ft/min 2.5.3 Approach angle limitations Maximum glide slope angle for approach 4.6 o 2.5.4 Bank angle limitation Maximum bank angle above 12,000 feet pressure altitude 20 2.5.5 Altitude limitations Maximum operating pressure altitude 15,000 Feet 9

2.5.6 Temperature limitations Max OAT for aircraft operation is 45 o C. Ventilation must be set to maximum if OAT is greater than 30 o C. Max OAT for AFCS continuous operation with loss of ventilation is 30 o C. Max AFCS operating time with loss of ventilation is 30 min when OAT is between 30 o C and 35 o C. Max operating time on ground is 20 minutes when OAT is greater than 42 o C. Max operating time on ground is 30 minutes when OAT is less than 42 o C. 2.6 GPS limitations A Pilot's Guide must be immediately available to the flight crew whenever navigation is predicated on the use of the system as follows: GPS Model Manual P/N Rev. Level Date Effective GARMIN GNS-430 190-00140-00 Rev. A Oct 1998 or later revision GARMIN GNS-530 190-00181-00 Rev. B May 2001 or later revision 2.6.1 Software versions The GNS-430/530 must utilize the following or later FAA approved software versions: Sub-System Software Version (GNS-430) Software Version (GNS-530) Main 2.22 2.08 GPS 2.10 2.10 COMM 4.01 4.01 VOR/LOC 3.01 3.01 G/S 2.03 2.03 NOTE: The Main software version is displayed on the GNS-430/530 self test page immediately after turn-on for 5 seconds. The remaining system software versions can be verified on the AUX group sub-page 2, SOFTWARE/DATABASE VER. 2.6.2 GPS navigation limitations 2.6.2.1 Enroute IFR enroute and terminal navigation predicated upon the GPS receiver is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. 10

2.6.2.2 Approach Instrument approach navigation predicated upon the GPS receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the GPS equipment database. The GPS equipment database must incorporate the current update cycle. Instrument approaches utilizing the GPS receiver must be conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay is not authorized. Use of the VOR/ILS receiver to fly approaches not approved for GPS require VOR/ILS navigation data to be present on the ND. When an alternate airport is required, it must be served by an approach based on other than GPS or Loran-C navigation, the aircraft must have the operational equipment capable of using that navigation aid, and the required navigation aid must be operational. VNAV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach Procedures does not guarantee Step-Down Fix altitude protection, or arrival at approach minimums in normal position to land. 2.6.3 GNS-430/530 Setup requirements If not previously defined, the following default settings must be made in the SETUP 1 menu of the GNS-430/530 prior to operation (refer to Pilot's Guide for procedure if necessary): dis, spd kt (sets navigation units to nautical miles and knots ) alt, vs ft fpm (sets altitude units to feet and feet per minute ) map datum WGS 84 (sets map datum to WGS-84, see note below) posn deg-min (sets navigation grid units to decimal minutes) NOTE In some areas outside the United States, datums other than WGS-84 or NAD-83 may be used. If the GNS-430/530 is authorized for use by the appropriate Airworthiness authority, the required geodetic datum must be set in the GNS- 430/530 prior to its use for navigation. 11

2.7 PLACARDS AND DECALS METRO AVIATION, INC. FMS 135M-150 Placard: THIS HELICOPTER IS APPROVED FOR VFR DAY AND NIGHT OPERATION, AND FOR IFR OPERATION IN ACCORDANCE WITH THE APPROVED FLIGHT MANUAL. Location: Upper RH frame in full view of pilot 2.8 KIT CONFIGURATION AND ADDITIONAL REQUIREMENTS Flight Control Display Sys FMS 9.2-53 (single) ECD Or Flight Control Display Sys FMS 9.2-49 (dual) ECD Standby Attitude Indicator FMS 9.2-56 or equivalent ECD Standby VOR/ILS Indicator GI-106A Garmin AFCS: Three-axis Autopilot System FMS 9.2-48 ECD Pitch, Roll and YAW SAS FMS 9.2-5 ECD Pitch Damper FMS 9.2-5 ECD Navigation and comm system: FMS 135M-150 MAI Two Nav / Com radios including: VHF Communication GNS-430/530 (2) Garmin VOR / Localizer Receiver GNS-430/530 (2) Garmin Glide Slope Receiver GNS-430/530 (2) Garmin GPS Receiver GNS-430/530 (2) Garmin NOTE; Garmin GNS-430/530 must be MOD 2 or higher Marker Beacon Receiver KR-21 Honeywell DME DM-441B Honeywell Radio Altimeter KRA-405 Honeywell Transponder with Mode S KT-70 Honeywell Two Audio Systems AA95-863 Northern Airborne Two Inverters FMS 9.2-4 ECD Second heated pitot system FMS 9.2-44 ECD Search Light FMS 9.2-8 or equivalent ECD Spare headset and ICS Cord 12

SECTION III EMERGENCY PROCEDURES 3. EMERGENCY AND MALFUNCTION PROCEDURES 3.1 General The following condensed emergency procedures focus on electrical, AFCS, FCDS malfunctions that may be encountered during single pilot IFR operations. Detailed emergency procedures relating to AFCS and FCDS can be found in the Flight Manual Supplements FMS 9.2-48 and FMS 9.2-53. Emergency procedures relating to failures of basic aircraft systems are to be found in the basic Flight Manual with the exception of those cases, which are listed here. 3.2 Urgency of landing In IMC the normally used terms as described in section 3 of basic flight manual as LAND AS SOON AS POSSIBLE defined as follows: Try to reach VMC and continue in accordance with visual flight rules If VFR is not possible, land at the nearest IFR airfield with a published instrument approach. The term LAND AS SOON AS PRACTICABLE remains unchanged. 3.3 AFCS malfunction A malfunction of the AFCS in IMC may increase the pilot s workload. In this case an airspeed lower than 120 knots for cruising flight and 100 knots for ILS approach is recommended. 3.4 AFCS Warnings WARNING CONDITION CORRECTIVE ACTION AP A. TRIM with acoustic gong Loss of complete autotrim function Immediately fly hands on 13

3.5 CAD Cautions METRO AVIATION, INC. FMS 135M-150 CAUTION CONDITION CORRECTIVE ACTION AUTOPILOT Failure or disengagement of - Fly aircraft hands-on the autopilot - Reengage AP if appropriate - land as soon as practicable TRIM Failure of autotrim - Fly aircraft hands-on GYRO Failure of a sensor such as AHRS or rate gyro - land as soon as practicable - AHRS: see section 3.6 - Rate gyro: Monitor system performance ACTUATION Failure of a series actuator - Fly aircraft hands-on - land as soon as practicable P/R SAS Failure of the P/R SAS - Monitor system performance DECOUPLE Decoupling of an upper mode - Fly aircraft hands-on (Illuminated for 10 s) - Verify proper upper mode and reengage if appropriate P DAMPER Failure of the pitch damper - Monitor system performance YAW SAS Failure of the yaw SAS - Monitor system performance GEN DISCON (SINGLE) Failure of a single generator - Gen reset then norm - If caution remains, Gen off - Reduce electrical consumers as required (One generator alone will provide sufficient power for normal conditions.) - land as soon as practicable GEN DISCON (BOTH) Failure of both generators - Each Gen reset then norm - If cautions remains, Gens off (Autopilot, PFD and ND will be - Reduce electrical consumers inop, SAS remains operative) as required - SHED BUS EMER ON if A minimum of 30 minutes will necessary be available with the battery initially at 80% capacity - Check volts and amps - Land as soon as possible INVERTER Failure of an inverter - Inverter sw to remaining HOR BAT SHED EMER 1. Standby horizon is supplied by the emergency battery as in a dual generator failure (60 minute minimum emergency power supply) or 2. Emergency battery for the standby horizon is discharged SHED Bus switch is in EMER ON position inverter - Pull HOR BAT CB (cuts the emergency battery from the aircraft electrical system) - For case 1, flag appears in the standby horizon and aircraft power to the standby horizon is cut - For case 2, no flag appears, HOR BAT CB in, land as soon as practicable - Reduce electrical consumers as much as possible - land as soon as possible 14

3.6 PFD/ND Warnings METRO AVIATION, INC. FMS 135M-150 CHECKCONF MISMATCH PINPROG WARNING CONDITION CORRECTIVE ACTION Major problem System with configuration must of system be serviced FCDM Loss of PFD and ND - FCDM sw on RCU from N to remaining system - land as soon as practicable - cross check with back up instruments AHRS 1 OR 2 Loss of one AHRS - AHRS sw on RCU from N to remaining system AHRS 1 AND 2 Loss of both AHRS No attitude, heading and vertical speed data - land as soon as practicable - use standby instruments - VOR course deviation is available on composite - land as soon as possible ADC 1 OR 2 Failure of ADC computer - ADC sw on RCU from N to ICP 1 OR 2 Failure of ICP The FCDS cannot be controlled by failed ICP remaining system - ICP sw on RCU from N to remaining system VOR OR ILS OR GPS Failure of NAV equipment - Check affected equipment GS AND/OR LOC RA Failure of localizer and glideslope deviation Failure of Radar Altimeter - Continue flight WARNING DURING RECONFIGURATIONS, KEEP HAND ON CYCLIC STICK AND MONITOR AIRCRAFT RESPONSE WHILE CAREFULLY RELEASING CYCLIC STICK AFTER RECONFIGURATION AND REENGAGEMENT OF AUTOTRIM IF NECESSARY. 15

3.7 PFD/ND Cautions METRO AVIATION, INC. FMS 135M-150 CAUTION CONDITION CORRECTIVE ACTION CHECK FCDM Cross talk discrepancy between FCDMs - Xcheck PFD and ND with backup instruments - FCDM sw on RCU from N to correct working system CHECK PFD OR CHECK ND Malfunction of respective display - Continue flight - Press off button on malfunctioning display - Remaining display automatically turn to composite - Continue flight ALIGNMENT OR ALIGN AHRS is in alignment phase - Inflight maintain wings level for at least 90 FAN Failure of the avionics cooling ventilation (If OAT is greater than 40 C and the FCDM overheats it may fail or automatically shutdown) Sensor cross talk discrepancy (attitude, airspeed, heading, and altitude sensors) seconds - Note OAT - Land as soon as possible if OAT is greater than 40 C - Xcheck PFD and ND with backup instruments - Respective sw on RCU from N to correct working system WARNING DURING RECONFIGURATIONS, KEEP HAND ON CYCLIC STICK AND MONITOR AIRCRAFT RESPONSE WHILE CAREFULLY RELEASING CYCLIC STICK AFTER RECONFIGURATION AND REENGAGEMENT OF AUTOTRIM IF NECESSARY. 3.8 TOTAL ELECTRICAL POWER LOSS Conditions / Indications No more electrical power provided. Standby Artificial Horizon, Cockpit Floodlight, and Optional Standby VOR / ILS are supplied by the emergency power supply (power supply is ensured for a minimum of 60 minutes). Procedure LAND AS SOON AS POSSIBLE 16

3.9 Cyclic trim actuator failure/runaway Conditions / Indications Unsymmetrical cyclic stick forces METRO AVIATION, INC. FMS 135M-150 Procedure TRIM REL switch on cyclic grip - Press to eliminate forces If, after releasing TRIM REL switch, cyclic stick forces reappear: TRIM ACT circuit breaker - Pull Airspeed - Reduce to the lesser of 120 KIAS or V NE NOTE The TRIM REL switch remains functional for force trimming, but the manual beep trim and automatic trim functions are disabled. 3.10 Loss of fuel information (failure of CAD lane) Conditions / Indications Because of failure of CAD lane, no fuel information will be provided. Procedure Note the last known fuel state indication and time. Bleed air consumers - Switch off if possible Electrical power consumers - Reduce as much as possible Both fuel transfer pumps - Check on Flight - Continue, using consumption and time calculations NOTE Establish visual contact with ground as soon as possible and divert to alternate destination if closer. 3.11 Communication and/or ICS failures Conditions / Indications Loss of some or all transmit/receive functions and/or intercom functions Procedures NORM/EMERG switch - EMERG If problem persists - Use spare headset and ICS cord NOTE Holding the com #1 freq transfer switch on the pilot s cyclic on for 2 seconds or more will place the emergency frequency 121.5 in the active com 1 window. 17

3.12 Loss of PFD and ND Conditions / Indications Failed PFD or ND screen blank with a large white F displayed Procedure Refer to backup instruments Press OFF buttons of the failed displays twice to attempt reset NOTE SMD symbology should reappear within 30 seconds NOTE Autopilot use should be limited to ALT hold, and IAS hold only if PFD and ND displays cannot be recovered. The complete navigation situation may be monitored via the integrated displays in the GNS 430 radios by selecting the appropriate displays and use of the Standby VOR/ILS System. 3.13 GNS-430/530 abnormal operating procedures 3.13.1 Communications In an in-flight emergency, depressing and holding the #1 Com transfer button for 2 seconds will select the emergency frequency of 121.500 MHz into the "Active" frequency window. NOTE: In event of a loss of both GNS-430/530 units, holding the com #1 freq transfer switch on the pilot s cyclic on for 2 seconds or more will place 121.5 in the #1 Com for emergency communications. 3.13.2 Navigation If navigation information is not available or invalid, utilize remaining operational navigation equipment as required. If "RAIM POSITION WARNING" message is displayed the system will flag and no longer provide GPS based navigational guidance. The crew should revert to the VOR/ILS receiver or an alternate means of navigation other than the GPS receiver. If "RAIM IS NOT AVAILABLE" message is displayed in the enroute, terminal, or initial approach phase of flight, continue to navigate using the GPS or revert to an alternate means of navigation. When continuing to use GPS navigation, position must be verified every 15 minutes using VOR/ILS receiver or another IFR-approved navigation system. 18

If "RAIM IS NOT AVAILABLE" message is displayed while on the final approach segment, GPS based navigation will continue for up to 5 minutes with approach CDI sensitivity (0.3 nautical mile). After 5 minutes the system will flag and no longer provide course guidance with approach sensitivity. Missed approach course guidance may still be available with 1 nautical mile CDI sensitivity by executing the missed approach. In the event of a dual GNS-430/530 System failure that can t be reset by cycling power to units navigation is to be accomplished with the Standby VOR/ILS System. If emergency communications is not available proceed using standard loss of communications procedures. 19

4. NORMAL PROCEDURES METRO AVIATION, INC. FMS 135M-150 SECTION IV NORMAL PROCEDURES NOTE Before starting engines, make sure that the Master Avionics switches are off; transient voltages that can occur during engine start may induce premature failures. 4.1 System checks 4.1.1 STBY/HOR TEST: STBY/HOR switch - TEST position 5 seconds CAD - HOR BAT REMAINS on (MISC) STBY/HOR switch - ON, release cage button. Wait 3 minutes for correct indication CAD - HOR BAT must go off CAUTION THE FOLLOWING SYSTEM CHECKS SHOULD BE PERFORMED AFTER STARTING ENGINES (ENGINES AT IDLE) AND HYDRAULIC CHECKS PERFORMED. 4.1.2 AC power system INV 1 and/or INV 2 switch - ON INV SEL AC BUSS SPLY - NORM Avionics Master Switches - ON 4.1.3 P&R SAS SAS DCPL push-button CAD - Push - Check CAUTION indication: P & R SAS YAW SAS P DAMPER SAS RST switch - P&R and yaw axes and pitch damper reengage 20

4.1.4 FCDS NOTE The FCDS may not power up correctly if all FCDS equipment does not power up at the same time. Ensure all FCDM, PFD, and ND circuit breakers are in before applying power to the system. When power is initially applied (Avionics Master switches ON), a self-test is performed automatically. During self-test a large white T is displayed on both displays. After approximately 30 seconds default PFD and ND images appear. RCU controls - Check N and MASTER to R NOTE Selection of normal configuration is recommended to provide the architecture for maximum flight safety. The MASTER Switch has no effect in the Left position and is electrically wired to the Right for safety. CAUTION DO NOT PUSH TST PUSH PUTTON ON ICP WHEN ENG MAIN SW IS SELECTED TO FLIGHT. TST push button on both ICPs - Push and hold: - Rack fans will be checked Optional RA check: - RA indicates 45 to 50 ft.; if DH is set <50 ft, DH alarm comes on NOTE During test a white TST message is displayed on all SMD s SMDs - Check briefly FAN message on then off. TST button on both ICP s - Release Radar Altimeter - Check: Rad Alt indicates 0 feet DH audio sounds Display presentation - Select as desired BRT control knob - Adjust for desired display illumination CAUTION BRIGHTNESS OF PFD, ND, MUST BE ADJUSTED PROPERLY TO ENSURE RED FAILURE INDICATIONS CAN BE EASILY VIEWED BRIGHTNESS OF NAV / COM RADIOS MUST BE ADJUSTED PROPERLY TO ENSURE RADIO DISPLAY SCREENS CAN BE EASILY VIEWED 21

Display Test (PFD & ND power supply test) METRO AVIATION, INC. FMS 135M-150 NOTE Test is required before each flight when IFR operations are anticipated. 4.1.5 AFCS DISPLAY TEST switch - BUS 1; check for normal operation of PFD & ND - BUS 2; check for normal operation of PFD & ND DISPLAY TEST switch - Return to NORM position NOTE The entire system preflight check has to be performed prior to each IFR flight. The system test is initiated with autopilot off, collective full down and locked, cyclic stick in neutral position, P&R SAS, pitch damper and yaw SAS engaged. During the system test the helicopter should not be moved nor should the pilot touch the controls as this may cause false errors to be detected by the computer (the cyclic stick will move itself while the computer performs the test cycle). Encoding altimeter - ON, check set Transponder - TEST, then SBY 4.1.6 AFCS preflight test AP TEST button - Push to initiate system test (On lamp of test button flashes during test) Warning Panel Check - AP/A.TRIM appear CAD - Cautions appear: - AUTOPILOT - TRIM - ACTUATION - P/R SAS - GYRO - DECOUPLE and briefly: - YAW SAS - P DAMPER PFD YR and P (Flashing for 10 sec, then OFF) + / / / 22

Cyclic stick - Check for proper motion during test procedure Test button light - Out (signifies successful test) CAD - All relevant autopilot cautions disappear AP button - Push to engage autopilot; OFF light extinguishes If AFCS fails self test: CAD - respective CAUTION of the detected failure remains on TEST button - Press to acknowledge test failure AFCS - Not completely available NOTE If AUTOPILOT appears on the CAD the autopilot is not available. If TRIM appears on the CAD the autotrim mode is not available, however the autopilot can be used in AP SAS mode. If the preflight test for the AFCS has failed, perform the following checks and repeat the test: Collective lever - Check down Cyclic stick - Check in neutral position and freedom of movement Cyclic stick grip ATT TRIM switch - Check for proper beep trim function AP Test - Recheck 4.2 Pre-takeoff check AP Button - Press to engage autopilot Check to see that OFF lamp goes out A. TRIM button - Ensure that OFF lamp is not illuminated NOTE If the A.TRIM mode is switched off, it may be re-engaged any time desired. The A. TRIM function is mandatory for use of all upper modes. Altimeter - Set to proper setting Decision Height - Set as desired Heading Bug - Set to initial heading or as desired 23

Navigation radios - Proper frequencies or modes selected Navigation course - Set as desired Communication radios - Proper frequencies selected Attitude indications - Confirm proper on PFD Confirm proper on standby attitude indicator 4.3 Nav / comm operations Detailed operating procedures are contained in the following Pilot Guides: Nav / Comm Model Manual P/N Rev. Level Date Effective GARMIN GNS-430 190-00140-00 Rev. A Oct 1998 or later revision GARMIN GNS-530 190-00181-00 Rev. B May 2001 or later revision 4.3.1 Nav display The GNS-430/530 System data will appear on the ND. The source of GPS data is determined by the GPS 1 / GPS 2 selector / to the left of the PFD. The Number 1 GNS-430/530 VOR/ILS data will always be displayed on the GI-106A standby VOR/ILS indicator unless the optional Standby VOR/ILS receiver is installed, see 4.3.4 4.3.2 Autopilot operation Coupling of the navigation system steering information to the autopilot can be accomplished by engaging the autopilot in the NAV or APR mode and ensuring the appropriate information is displayed on the ND. The autopilot system is using course information supplied by the GNS-430/530 system and the ND course pointer is automatically driven to the desired track. 4.3.3 Crossfill operations For dual installations, crossfill capabilities exist between the number one and number two systems. Refer to the GARMIN GNS-430/530 Pilot s Guide for detailed crossfill operating instructions. 4.3.4 Standby Navigation Navigation is indicated on the dedicated Standby Navigation Indicator (GI-106A) and is powered via the Emergency Battery. Reference Becker operating instructions P/N 0516.718-071 Issue 12/97 or later for detailed operation instructions. 24

4.4 IFR operation NOTE Flights into extreme turbulence (e.g. thick building clouds) should be avoided or conducted with appropriate precaution. When operating near the extremes of the flight envelope or in turbulence, reducing airspeed by 10 to 15 kt may reduce pilot s workload. To reduce the potential for vertigo effects when flying in clouds, it is recommended that the strobe lights are switched off. 4.5 Approach under IMC Recommended instrument approach speed 70-135 kt 4.6 AFCS operation When selecting the upper modes of the AFCS, the selection is identified by an ON, A (armed for capture), or C (Capture) caption on the appropriate select button on the APMS panel. Annunciation of the selected mode is also presented in the primary flight display (PFD). Arming of a selected mode is displayed on the PFD as a blue caption that turns to green upon capture. Only one pitch-axis and one roll-axis mode may be active at the same time. When a second mode in an axis is selected, the first is cancelled. However, for those modes which have arm / capture functions, the first mode will remain on when the armed mode of the second is active; when the armed mode changes to capture, the first mode is cancelled. Before liftoff, ensure that the AFCS is on and A.TRIM has not been de-selected. TRIM REL switch on cyclic - Press and hold during liftoff Maneuver to desired attitude and release. NOTE It is possible to modify the pitch and/or roll attitude by use of the lower 4-way switch (ATT TRIM) on the cyclic grip whenever an upper mode in the specific axis is not engaged. The attitude beep function is disabled in the axis or axes in which an upper mode is active. However, this switch does function to modify the selected value when the modes of HDG, IAS, VS, and ALT are engaged. With the HDG, IAS, VS or the ALT mode(s) selected the respective reference values will be marked with green triangles on the PFD. To make changes of the reference values, the ATT TRIM switch may be used to modify the selected value. The HDG button on the AFCS control panel may also be used for heading changes. 25

Climb at or above 60 knots IAS - Pitch axis use attitude hold, IAS, or VS. - Roll axis use attitude hold, HDG or NAV. NOTE All upper modes are inhibited at indicated airspeeds less than 60 knots except IAS which may used at 40 knots and above Attitude hold/attitude beep - Maneuver the helicopter to desired attitude and release trim release button. - Pitch and roll attitude may be modified by longitudinal and lateral action on 4-way trim switch on cyclic grips. Indicated airspeed hold (IAS) - Maneuver the helicopter to desired airspeed and select IAS button on APMS. ON illuminates and IAS is annunciated on the PFD and a green triangle is displayed at the reference airspeed. - Modify the reference airspeed as desired via the 4-way beep switch. Vertical speed hold (VS) - Maneuver the helicopter to the desired vertical speed and select V/S on the APMS ON illuminates and V/S is annunciated in the PFD and a green triangle is displayed at the reference vertical speed. - Modify the reference vertical speed via the 4-way beep switch on the cyclic. Navigation (NAV) VOR enroute or long-range navigation system - Select desired navigation system and ensure that it is displayed in the ND. - Ensure desired navigation system is valid. - Select desired course on ND. - Select NAV mode on APMS. - Check that A or C illuminates and NAV is annunciated on 26

PFD. - If NAV mode is in armed mode ( A ), the HDG mode, if previously selected, will remain active until the selected course is captured. VOR approach (VOR A.) - Select desired VOR frequency and ensure that the appropriate information is displayed on ND. - Select desired course on ND. - Select APP mode on APMS. - Check that A or C illuminates and VOR A. is annunciated. - If NAV mode is in armed mode ( A ), the HDG mode, if previously selected, will remain active until the selected course is captured. NOTE The maximum roll attitude for all coupled modes except LOC is 0.15 x IAS in knots limited to 21. This approximates the bank angle required for a standard-rate turn. To facilitate capture of the localizer with minimum overshoot, the maximum roll attitude for coupled LOC approach is 0.225 x IAS in knots limited to 28 Normal procedure is to use #2 Navigation information for Autopilot coupling, use of cross-sided information on the Autopilot is not recommended. ILS approach (APP & GS) (if GS Mode is disabled GS coupling is unavailable.) 27 - Select appropriate ILS frequency and select navigation display in ND. - Ensure signal is valid. - Set final approach course in ND. - When in the position for initiating approach, select APP button on APMS. - Check that A or C is illuminated and LOC is displayed on PFD. - Select GS button on APMS. - Check that A or C is illuminated and GS is

displayed on PFD. Important Note: GS Mode Operation Effectivity If Autopilot software upgrade E 6_18 is not installed. Glide slope mode must not be armed before glide slope indication is steady within the indication range. For US registered helicopters the glide slope mode has been de-activated and is presently not available. If software upgrade E 6_18 is installed. Effectivity GS is fully operational. Automatic level-off (if GS Mode is disabled Auto leveling is unavailable.) - Slightly before reaching 65 feet above ground, the G/S mode reverts to ALT and the helicopter maintains 65 feet radar altitude Go-around (GA) - Push GA button on collective - ON illuminates on IAS button on the APMS and GA is annunciated in the PFD. - A green triangle shows the reference airspeed at 75 knots. - The reference airspeed may be modified via the 4-way beep switch. NOTE For detailed information concerning use of the display modes, controls, and autopilot refer to section 7 of FMS 9.2-53 for displays and FMS 9.2-48 for autopilot 28

SECTION V PERFORMANCE DATA 5 PERFORMANCE DATA No change 29