Part B EC155B1

Section 4

4 NORMAL PROCEDURES

4.1 Normal Operating Procedure Check Lists

The expanded Normal Operating Procedures check list is reproduced at Appendix

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

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

4.2 Notes on the use of the NOP Single Sheet Checklist

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

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

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

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

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

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

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Part B EC155B1
Section 4

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

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

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

1. Full “After Take-Off” checks may be omitted

2. The use of “Shuttle” checks shall be briefed
3. “Shuttle” checks shall be completed instead of normal checks
4. Should the aircraft configuration be changed beyond the scope of the
“Shuttle” checks during the shuttle sector, normal “Final” checks must be
completed from the single sheet checklist

The aircraft’s configuration is considered to have been changed if any of the

following equipment’s settings are altered:

Altimeters
Strobe
DH Bugs

4.3 First Engine Starts

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

4.4 Taxying Technique

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

Initiation of Taxi

Taxying should be commenced by firstly applying a small amount of collective pitch

followed by forward cyclic. Once taxying has started the collective should be
returned to low pitch and used as and when required e.g. to counteract the effect of
slopes or ridges.

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Section 4

Taxying

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

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

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

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

Turning Difficulties whilst Taxying

In the event that turning difficulties are encountered while taxying, pilots should
firstly check that the nose wheel lock is out. If it appears so, then it is important not
to try and ‘force’ the a/c to turn by aggressive use of pedal and brake.
Consideration should be given to hover taxying, or choosing an alternative route or
parking position.

Cyclic Limit

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

4.5 Fuel Distribution when Refuelling

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

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Part B EC155B1
Section 4

4.6 Fuel Management in Flight

Fuel balancing between the forward and aft tank groups shall be carried out, if
necessary, as early as is practicable into the flight. However, crews should be
aware that the rate of transfer is high and careful monitoring of the transfer is
necessary. The recommended technique is for the PNF to keep his hand on the
transfer pump switch at all times that the pump is in operation. Transfer should not
be attempted to correct small imbalances prior to entering a ‘busy’ phase of flight.

4.7 Crew Briefings

The following paragraphs list the minimum requirements to be briefed prior to take-
offs, approaches and landings. It should be noted that there is no standard brief nor
is it the intention to introduce a format to be recited from memory. The reason for
crew briefing is to run through an important phase of flight before it commences so
that each crew member is aware of what is about to happen and knows what his
duties are during that phase of flight.

Onshore Take-off Brief Contents

Type of take-off/instrument departure

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

Approach Brief Contents (IFR)

As specified in Part A – All weather operations

Onshore Landing Brief Contents

Landing runway/direction
Landing profile and LDP
Actions in the event of an emergency (*)

Offshore Take-off Brief Contents

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

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Part B EC155B1
Section 4

Crew Briefings (cont’d)

Offshore Landing Brief Contents

Direction of approach and go around

Identification and confirmation of correct installation
Monitor rate of descent and airspeed during approach
Advisory calls (40kt and 6 on the FLI)
LDP
Actions in the event of an emergency (*)

(*) Actions in the event of an emergency

Your action in the event of an engine failure before and after TDP
No engine shutdown below 500 feet unless there is an indication
of fire, in which case the PF will initiate the fire drill
The PNF will monitor Nr and fire indications
On a rig take-off, no attempt will be made to land back after
rotation

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

Variables will include:

The procedure to be used

Committal point if other than CDP/LDP
Direction of approach and go around (offshore and obstructed sites)

Full briefs will be expected during OPC and Line checks.

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Part B EC155B1
Section 4

4.8 Take-off Procedures

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

Onshore Take-off

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

Offshore Take-off

The profile described in the EC155B1 Flight manual Category A operations

supplement (Sup. 1) is suitable for Class 1 take-offs. However, when operating at
greater weights, an alternative profile should be flown which will introduce an
acceptable element of exposure time. From flight test results and simulation
modelling, it appears that the following take-off profile is the ideal for the EC155,
when using a 1"D" size deck particularly when operating close to maximum all up
weight with a low relative wind speed.

The use of ‘RPM HIGH’ is required.

Initially hover at 6 ft and carry out hover checks.

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

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

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

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

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

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Part B EC155B1
Section 4

Take-off Procedures (cont’d)

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

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

Engine Failure Recognition at or after TDP: If an engine failure is recognised at or

after TDP then aim to maintain the collective position and continue to rotate the
nose down to a maximum of 15° and ideally only 10° at a rate of approximately
10°/sec. Only when this attitude has been approximately achieved alter the
collective to ensure the Nr is maintained between 330 and 340 rpm

NOTE 1: Having committed the helicopter to a continued take-off it is important to

attain the ideal attitude in order to give the best chance of missing the deck edge.
Any lowering of the collective during the initial pitch nose down will reduce deck
edge clearance

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

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

4.9 En route Procedures

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

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

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Part B EC155B1
Section 4

4.10 Landing Procedures

Onshore Landings

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

Offshore Approaches and Landings

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

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

Landing Profile

Committal point: The ideal committal point should be 35 kt at approximately 30 ft

above deck height, using the RadAlt to establish the equivalent height above the
surface.

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

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

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

Adjust the pitch attitude so as to continue the climb, accelerating to Vy as

appropriate if obstacle clearance allows. OEI LO should be selected at Vtoss and
OEI CT at Vy when the undercarriage should be selected up once a positive rate of
climb is achieved.

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

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Part B EC155B1
Section 4

Offshore Landing Profiles (cont’d)

Engine Failure Recognition at or after Committal Point: Aim to arrive in a position

approximately 6 ft above the safe landing area of the deck with no sideways
movement and cushion the touchdown.

4.11 Twin Engine Go Around Profile

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

4.12 Engine Power Checks

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

In the event that the EPC yields a below specification Torque or TOT, a further
check should be carried out at higher altitude (to obtain a higher N1). If the EPC
cannot be performed automatically, pilots are to note the figures required (FM Sec
4.9), from the VEMD and pass on to engineering.

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

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

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

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Part B EC155B1
Section 4

4.13 Winching
Actions on Completion of Winching Operations

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

4.14 Upload and Download of M’ARMS Cards

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

4.15 Unnecessary raising and lowering of the undercarriage

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

4.16 Use of Autopilot Upper Modes

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

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

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Part B EC155B1
Section 4

Use of Autopilot Upper Modes (cont’d)

The PF should announce when he is making mode selections and it is important

that the result of such actions are confirmed. ALT captures should be announced
by the PF.

Standard terminology to be used is:

“Selecting” When selecting an upper mode

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

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

PF – “3000’ set on ALT.A – crosscheck”

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

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

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

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

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

CR.HT

CR.HT cannot be used overland or in IMC. Therefore, if pilots wish to use it to

assist with ARAs, they should pre-select the MDH for CR.HT but use ALT.A to
establish the cloud penetration phase. Once clear of cloud, CR.HT may then be
engaged to allow maximum accuracy. If not clear of cloud, the pressure altitude
hold should be maintained.

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Part B EC155B1
Section 4

Use of Autopilot Upper Modes (cont’d)

Mode Management

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

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

On instrument approaches, the IAS should be reduced to allow a sensible speed at

DA/MDA and avoid excessive deceleration to then achieve LDP. In marginal
conditions, once the required visual references have been observed, it is acceptable
to remain coupled in order to reach more favourable VMC conditions before taking
manual control. On NO account should this facility be used to break minimum DA.

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Part B EC155B1
Section 4 – Annex A

Annex A – Checklist of pages

Single Sheet Checklist

Page Revision & Date

Ground Checks Revision 2 – October 2007

Flight Checks Revision 2 – October 2007

Expanded Sheet Checklist

Page Revision & Date

All Pages Revision 2 – October 2007

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Part B EC155B1
Section 4 – Appendix B

Appendix B: Expanded Normal Operating Procedures

PRE-FLIGHT EXTERNAL INSPECTION

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

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

1. AIRCRAFT HEADING Note wind direction

2. SURROUNDS Clear
3. GENERAL APPEARANCE Traces of leakage – Condition
4. TRANSPARENT PANELS Cleanliness
5. AIR INTAKES (MGB AND Check cleanliness; clean if necessary. On
ENGINE) snow covered ground refer to FM 4.8
6. MAIN BLADES AND ROTOR Condition – General visual check from
HUB ground
7. PITOTS Condition – no blockages
8. RADOME Condition – closed and locked (check lower
catches)
9. NOSE LANDING GEAR Visual inspection – leaks, oleo extension
10. BATTERY COMPARTMENT Door closed and locked
11. FLOATS Condition
12. CO-PILOT’S DOOR Closed – fasten harness if flying single pilot.
13. LH HYDRAULIC RESERVOIR Level
14. LIFERAFTS Expiry date, condition, secure
15. MAIN ROTOR BLADES AND Condition – General visual check from
ROTOR HUB ground
16. EAR DEFENDERS, Available as required
LIFEJACKETS
17. 1ST AID KIT, EMERGENCY Serviceable & Secure
TORCHES
18. FIRE EXTINGUISHERS Condition. Secure
19. PORT CABIN DOOR Closed and locked
20. ENGINE OIL TANK Level, (max consumption 0.2 l/hr)
21. COWLINGS (MGB AND Closed and securely latched
ENGINE)
22. FUEL TANK FILLER CAPS Correctly fitted and tight – door closed after
checking
23. UNDERCARRIAGE LEG Visual inspection – leaks, oleo extension,
brake pipes.
24. TYRE Condition, inflation, creep
Part B EC155B1
Section 4 – Appendix B

PRE-FLIGHT EXTERNAL INSPECTION (cont’d)

25. FLOAT BOTTLE PRESSURE Check

26. FLOATS Condition
27. STATIC PORTS Condition – no blockage/covering
28. BAGGAGE BAY Check inside – baggage securely stowed
and evenly loaded. Door closed
29. ENGINE EXHAUST NOZZLE Not blocked
30. TAIL BOOM Condition – no dents/creasing. Check
aerials
31. HORIZONTAL AND General condition
VERTICAL STABILISERS
32. SHROUDED TAIL ROTOR No chaffing of blades on duct. Condition of
blades: leading edges and roots in particular
33. TAIL SKID No distortion or abrasion
34. TGB Oil level
35. TGB COWLING Closed and locked
36. TAIL BOOM Condition – no dents/creasing.
37. ENGINE EXHAUST NOZZLE Not blocked
38. STATIC PORTS Condition – no blockage/covering
39. BAGGAGE BAY Check inside – baggage securely stowed
and evenly loaded. Door closed
40. FLOATS Condition
41. FLOAT BOTTLE PRESSURE Check
42. TYRE Condition, inflation, creep
43. UNDERCARRIAGE LEG Visual inspection – leaks, oleo extension
brake pipes.
44. COWLINGS (MGB AND Closed and securely latched
ENGINE)
45. ENGINE OIL TANK Level, (max consumption 0.2 l/hr)
46. MAIN ROTOR BLADES AND Condition – General visual check from
ROTOR HUB- ground
47. LIFERAFTS Expiry date, condition, secure
48. STARBOARD CABIN DOOR Closed and locked
49. RH HYDRAULIC RESERVOIR Level
50. GROUND POWER Closed and locked (if internal start)
RECEPTACLE DOOR
51. PILOT’S FIRE In place, expiry date, condition
EXTINGUISHER
52. BRAKE ACCUMULATOR Above 100 bar, if less recharge using
PRESSURE electric hydraulic pump
53. DOORS Closed and Locked
Part B EC155B1
Section 4 – Appendix B

PRE-START CHECKS

1. CIRCUIT BREAKERS Check all CBs on the 5 Alpha are in

2. TRIM FEEL Check both Trim Feel switches are on
3. HYD ISOLATE Check NORM
4. LG PUMP Check NORM
5. SHEDBUS Check in the AUTO position and guarded
6. GENERATORS Both ON
7. EMERGENCY CUT OFF Check PWR ON
8. TRAINING SWITCH Check centered in FLT
9. NR SWITCH Check NORM
10. FADEC BACKUP Check in NORM and guarded
11. ENGINE SWITCHES Check OFF
12. STBY HORIZON Switch ON (Light On)
13. BATT/ESS Switch ON
14. VOLTMETER Check BAT caption out and voltage
23V+. (When GPU plugged in check BAT
caption on)
15. 7 ALPHA/CPDS On completion of the VEMD self test ensure
that GOV caption is clear. If GOV is
flashing, scroll to system status page and
check the displayed failure message:
T0. DISC A /B or SPEED A/B:
A difference of more than 5°C between the
two FADEC thermal probes due to uneven
heating from the sun
Continue with the start, before take off
check that the temperature difference is less
than 15°C, otherwise shutdown and consult
with engineering
Any other message:
Abandon start up and consult with
engineering
If the red light (OEI High used) is
displayed on the FLI screen, the start up
must be abandoned and engineering
consulted
Part B EC155B1
Section 4 – Appendix B

PRE-START CHECKS (cont)

16. HEATER VENT LEVERS Check fully AFT

17. ROTOR BRAKE RELEASED, fully forward, in detent and
CAD caption clear
18. FSCLs Check forward and snap wire locked
19. MISSION SELECTOR Check OFF
20. ANTI-COLL/ Anti-collision light to RED, Position lights
POSITION/SEARCH LIGHTS ON and Search Light selector set to PLT –
RH, CPLT - LH
21. LIGHTING Set as required
22. INDICATOR LIGHTS Press TEST when set to DAY only
23. CABIN NOTICES ON
24. EMERGENCY LIGHTS TEST, then ARM
25. HEATER/VENT SELECTOR OFF
26. AUDIO WARNING ON, check CAD caption clear
27. CARGO FIRE Check in FIRE position that CAR FIRE
caption, OVERHEAT on CAD and FIRE
light in extinguisher button lit
Check in FAIL position that FAIL lit in
extinguisher button
28. AVAD TEST, then RST, ensure AVAD and
switch returns to ON
29. SERVO Check SERVO caption disappears, and
reappears when button released
30. L/G PUMP Place to TEST. Check the flight controls for
full and free movement with no binding, and
with approx. 6.5° of collective check the
LMT warning with FWD and AFT cyclic
movement. Re-centre the cyclic using the
auto-centering function of the AP, lower the
collective fully and lock in place. Switch LG
PUMP to NORM
31. ENGINE FIRE Check both engines in FIRE position that
ENG FIRE caption, red light on FSCL and
FIRE light in extinguisher button lit
Check in FAIL position that FAIL lit in
extinguisher button
32. STANDBY COMPASS Check, condition and heading
33. CLOCKS Wound and set
34. LANDING GEAR DOWN, ‘3 greens’ and pin removed
35. FLOATS OFF/ARM switch to ARM: confirm both
segments on indicator panel illuminate, then
OFF and confirm lights go out
Part B EC155B1
Section 4 – Appendix B

PRE-START CHECKS (cont).

36. AVIONICS Check pilot station boxes and all other

avionics components switched OFF except
COM 2
37. NOSEWHEEL LOCK As Required
38. PARKING BRAKE ON
39. M’ARMS CARD Check In Place
40. CPI Check switches guarded, press green test
button. Check audio test signal and
“TX/Test” and “Beacon Gone” lights
illuminate. On completion of test, check both
lights extinguished
41. AHRS All lights out, ‘toggle’ switches central
42. M’ARMS Check warning lights extinguished, normal
display on scratchpad
43. RCU PANEL All switches to NORM, AP MASTER as
required
44. PA Check by selecting PA on station box and
making a test announcement
45. FUEL PANEL: Check transfer pump operation (green
arrow plus motor audible)
Press TEST to ensure the fuel level drops to
0 on CAD, then returns to original figure
Part B EC155B1
Section 4 – Appendix B

FIRST ENGINE START CHECKS

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

2. ENGINE SWITCH Cancel master warnings. Start with both crew
monitoring.
Move engine control switch to FLT if OAT above
0°C. If below 0°C then move to IDLE until engine
oil temperature is above -10°C.
Check for START caption on VEMD with N1
rising.
If battery voltage drops below 17V, stop the start
sequence.
Abort the start if:
 Ignition not effective after 30 seconds
 TOT value becomes underscored
 Rotor is not turning by 25% N1
 ENG # light not out by 70% N1
 FADEC FAIL appears
 Nf needle passes Nr needle

Check HYD and SERVO captions

extinguished by Nf ≤ 80 Nr equivalent
Check MGB P caption out by Nf ≤ 120 Nr
equivalent
If the engine has failed to light-up, before
attempting another start the exhaust pipe must be
cleared of any surplus fuel by waiting 1 minute,
carrying out a vent cycle by operating the
appropriate crank switch for 15 seconds, then
mopping up any visible fuel.
Observe starter limitations.
PF must keep a hand on the engine control switch
and be prepared to abort the start, until 65% N1 is
reached
3. FADEC STOPS: PNF selects LO, CT. PF selects HI, LO, CT once
engine start cycle complete
4. AUDIO WARNING During rotor acceleration, check low Nr warning
thresholds ~ 165 to 330 Nr
Part B EC155B1
Section 4 – Appendix B

SECOND ENGINE START CHECKS

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

2. ENGINE SWITCH Start, with both crew monitoring. Procedure as for
first engine start
Check VEMD in AEO mode when N1>60%
Check DIFF N1 caption out
3. ENGINE SAFETY GUARDS Move both into place
4. GPU Disconnected – check no caption
5. AVIONICS/WX RADAR Switch ON COM and NAV boxes, switch ADF to
ADF, transponder to SBY. Test as follows:
Test COM 1 and 2 by depressing the test buttons
– check -00- displayed. Make test transmissions
before flight
Test NAV 1 by tuning a VOR frequency. Check
the idents (VOR & DME), if a signal is available.
Select VOR1 as the nav source for all screens, in
HSI /Rose mode. Bring up VOR1 on each
screen’s bearing pointer. With DME1 audio turned
up, depress and hold the test button. Check
needle pointers go to North, check DME
indications at the top of each ND shows 100/60,
check marker indicators cycling on NDs, check -
00- displayed on control head and “AOK” morse
heard.
Test NAV2 by tuning an ILS frequency. Check the
idents (ILS & DME), if a signal is available. Select
ILS2 as the nav source for all screens, in HSI
/Rose mode. With DME2 audio turned up, depress
and hold the test button. Check 2/3rds fly right and
down indications, check DME indications at the
top of each ND shows 100/60, check marker
indicators cycling on NDs, check -00- displayed on
control head and “AOK” morse heard. Note that
FLAG 26 or FLAG 29 might appear when there is
no adequate ILS signal. This does not necessarily
indicate a fault, though if possible re-test the
equipment when in range of an ILS.
Part B EC155B1
Section 4 – Appendix B

SECOND ENGINE START CHECKS (cont’d)

5. AVIONICS/WX RADAR Test ADF by tuning a nearby NDB frequency.

Check the ident. Bring up ADF on one bearing
pointer of each screen, note the bearing. Depress
the test button, check needle swings away and -
00- displayed. Release the test button and check
the needle returns to within 5° of its original
position.
Switch GPS on
Switch Radar to standby
6. PITOTS ON
7. RADALT ON
8. HYDRAULIC ISOLATE Perform Test –
Move switch to CUT OFF:
HYD LEV RH and SERVO
Move switch to NORMAL:
Captions clear
9. SERVO TEST Check SERVO caption appears, clears when
button released
10. CHIP TEST Test ENG and GBs
11. P2 VALVE AND SOV TEST VENT SELECTOR:
HEAT – Check for

HEATER CONTROL LEVER:

AFT - Check heating OFF

TNG SWITCH:
IDLE 1 – Check for

TOT:
Note TOT for both engines

HEATER CONTROL LEVER:

FWD

TOT:
On engine 2 increases by >15°C

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

VENT SELECTOR:
OFF and depress reset button

TNG SWITCH to FLT

Part B EC155B1
Section 4 – Appendix B

SECOND ENGINE START CHECKS (cont’d)

11. REPEAT for Engine 2

On completion confirm FLI symbols cleared and

heating controls as required

If the TOT does not increase, the P2 valve of the

idling engine is probably seized open. Confirm the
failure by applying the same procedure with
collective pitch increased (Bleed valve closed)

12. AUTOPILOT Release collective lock.

BEEP TRIM Test 4 ways
Whilst monitoring but not obstructing controls,
depress the TEST button. Check the captions on
the screens:PFD – C YR P plus AP caption
on 7 Alpha plus WARN
CAD – TRIM
ACTUATOR
AHRS DISC
SAS
AP
PFD – / / /
Check controls move slightly during test of AP,
check AP TEST OK message on completion
of tests.
Each pilot in turn:
AP ON
AP Cancel on cyclic
SAS Engage
AP ON

If 3 green boxes are obtained on engaging the

AFCS, the autopilot is serviceable
13. BOOSTER PUMPS All OFF, check no engine fluctuations. Select 2
and 3 ON and note pressure rise on CAD lower
screen. Select all 4 ON
Part B EC155B1
Section 4 – Appendix B

SECOND ENGINE START CHECKS (cont’d)

14. RADIOS/NAVAIDS/DH BUGS Set NAV boxes and ADF to required frequencies
for departure, check idents.
Check for any GPS messages. Cross-check route
entered into GPS, cross-check any user
waypoints used.
Select appropriate nav sources for all screens.
Select bearing pointers and courses as required.
RADALT to TEST. Check for three times 100ft,
and test ‘CHECK HEIGHT’ warning by winding
both bugs above zero
Set Bugs in accordance with Operations Manual
Part A.
15. 7 ALPHA/CPDS Check 7 Alpha clear of warnings, CAD clear, Fuel
quantity, and Ts and Ps normal
Part B EC155B1
Section 4 – Appendix B

PRE TAXY CHECKS

1. BRIEF Ensure passenger and crew briefings have been

completed
2. CABIN NOTICES ON if passengers are carried
3. AP Check ON
4. NOSEWHEEL LOCK Check handle is fully down
5. LANDING LIGHT As required

BEFORE TAKE-OFF CHECKS

1. ALTIMETERS Set and crosscheck. Set the standby altimeter to

the same setting as PF
2. DISPLAYS/AP MODES Select appropriate nav sources for all screens.
Select bearing pointers and courses as required.
Preset and crosscheck appropriate ALT.A values
3. FUEL Check contents, transfer OFF and booster pumps
ON

At Take-off Point CHECKS

4. HEATER Check OFF

5. LIGHTS/STROBE Check Search Light ON, select Anti-Coll to WHITE
6. NR As required for the take-off profile
7. FLOATS If offshore, select ON
8. BRAKES If offshore, ensure ON
Part B EC155B1
Section 4 – Appendix B

HOVER CHECKS

1. NR/CAD/FLI PNF to check Nr, check the CAD for warnings,

VEMD for Ts and Ps and FLI for available power
margin and limiting factor

AFTER TAKE-OFF / GO AROUND CHECKS

1. NR Switch to NORMAL before 80 kts

2. GEAR Normally set to UP though can be left down if
another landing is imminent
3. ALTIMETERS Set in accordance with Ops Manual Part A. If
cleared to a flight level with no intermediate calls
required, PF and standby may be set to STD
4. DH BUGS Set in accordance with Ops Manual Part A
5. FLOATS Offshore only, set to OFF before 90 kts
6. BRAKES Offshore only, release parking brake
7. NOSEWHEEL LOCK Offshore only, remain IN for another offshore
landing, OUT if last offshore take-off
8. COMPASSES Offshore only, set to MG and cross check with
standby
9. STROBE Offshore only, set to WHITE

CLIMB/CRUISE/DESCENT CHECKS

1. OAT Icing Check. Ensure Pitots on and consider

expected temperature changes
2. ALTIMETERS Check altimeter settings are in accordance with
Ops Manual part A, crosscheck. Review MFA
3. NAV SYSTEMS Confirm Navaids and screen settings as required,
check GPS position against other aids
4. FUEL Check quantity, transfer status, fuel at destination
/ alternate
Part B EC155B1
Section 4 – Appendix B

APPROACH CHECKS

1. GEAR Select DOWN and wait for confirmation of 3 green

lights and no travel light
2. NOSEWHEEL LOCK IN for offshore approach, OUT for onshore
3. BRAKES Set as required
4. ALTIMETERS Set and crosscheck. Ensure the standby altimeter
is set to the same setting as PF
5. DH BUGS Set in accordance with Ops Manual Part A
6. NAV SYSTEMS If not flying solely by visual means, check and set
the Navaids and screens as required
7. BRIEF Ensure passenger and crew briefings have been
completed

FINALS CHECKS

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

2. HEATER Check OFF
3. STROBE Offshore only, Set to RED
4. COMPASSES Offshore only, set to DG
5. RADAR Set to Standby
6. GEAR Check selected DOWN with 3 green lights
7. FLOATS Offshore only, Arm below 90 kts
8. NR As required
9. AVAD Depress the suspend button when visual with
destination
10. DESTINATION Identify by visual means and by noting GPS
bearing and distance, before committing to land
Part B EC155B1
Section 4 – Appendix B

AFTER LANDING CHECKS

1. NOSEWHEEL LOCK Push down to unlock if taxying – may be taken out

in the hover for ease of operation
2. NR NORMAL
3. STROBE Set to RED
The following items are carried out on reaching the parking spot
4. COLLECTIVE LOCK ON, momentarily depress Trim Release
5. PARKING BRAKE ON
6. LANDING LIGHT OFF
7. CABIN NOTICES Set as required

OFFSHORE ROTORS RUNNING AFTER LANDING CHECKS

1. COLLECTIVE LOCK ON, momentarily depress Trim Release

2. FLOATS OFF
3. NR NORMAL
4. LIGHTS AND STROBE OFF
5. CABIN NOTICES Set as required

OFFSHORE ROTORS RUNNING BEFORE TAKE-OFF CHECKS

Perform the above checks in the reverse order.

Part B EC155B1
Section 4 – Appendix B

SHUTDOWN CHECKS

1. PARKING BRAKE ON
2. AUTOPILOT Re-centre the cyclic using the auto-centring
function, then OFF
3. COLLECTIVE LOCK Set ON, momentarily depress Trim Release
4. RADALT/VENT/PITOTS All OFF
5. AUDIO WARNING OFF
6. STANDBY HORIZON OFF
7. ENGINES After the aircraft has been on the ground for 30
seconds, move the Engine switches both to IDLE
then both to OFF
Note: If the engine does not stop immediately
(solenoid valve failure) the FADEC will
automatically shut it down 5-6 seconds later. Do
not use the fuel shut-off control lever until at least
10 seconds have elapsed
8. BOOSTER PUMPS All OFF
9. ROTOR BRAKE ON when Nr is at 120 or less
10. EMERGENCY LIGHTS OFF
11. SWITCHES All OFF except HYD ISOL and GENs
12. VEMD/M’ARMS Carry out Post Flight procedure: Transfer will run
automatically. On completion press BACK then
press ENTER on “Flight Data”. Use down-arrow
key to review data. Press Enter to refute any data.
Press Enter on Acknowledge. Card may be
removed once power is off
13. BATTERY/ESSENTIAL OFF
14. WANDER LIGHT Check OFF
15. HEEL AND DINGHY LIGHTS Check OFF
16. ACCUMULATOR PRESSURE Check pressure holding in green arc
17. ENGINE AND LG PINS Check in place