EC-135/Normal Procedures
SECTION 4. NORMAL PROCEDURES
Contents
1 STANDARD START-UP
| PRIME PUMPS 1&2 | - ON |
| A-COLL lights | - ON |
| CAD fuel qty. | - check |
| Cyclic | - Centered |
| FADEC 1&2 | - ON |
| CAD | - check FADEC caution lights out. |
| Before Engine Start | |
| Fire guard | - posted (if available) |
| Rotor area | - clear |
| Pre-Start Checks | |
| BAT MSTR | - ON |
| GEN 1&2 | - ON |
| NR/N2 gauge | - check full deflection |
| CAD | - check no INP FAIL |
| FIRE EW 1 | - ON |
| CAD | - FIRE EXT, FIRE E TST must come on. |
| warning panel | - FIRE on ENG 1 on |
| audio | - warning horn on |
| FIRE EW 1 | - OFF |
| FIRE EW 2 | - ON |
| CAD | - FIRE EXT, FIRE E TST must come on. |
| warning panel | - FIRE on ENG 2 on |
| audio | - warning horn on |
| FIRE EW 2 | - OFF |
| WARN UNIT | - ON |
| warning panel | - All lights on. |
| audio | - Gong alarm |
| WARN UNIT | - OFF |
| Starting First Engine | |
| ENG MAIN 1 | - IDLE |
| - Monitor | |
| - N1 increase | |
| - TOT rise | |
| - Eng. Oil Pres. Incr. | |
| - N2 and NR increase | |
| Ground IDLE | - Check N2 ~ 74% |
| ENG MAIN 1 guard | - CLOSE |
| Starting Second Engine | |
| ENG MAIN 2 | - IDLE |
| - Monitor | |
| - N1 increase | |
| - TOT rise | |
| - Eng. Oil Pres. Incr. | |
| - N2 and NR increase | |
| Ground IDLE | - Check N2 ~ 74% |
| ENG MAIN 2 guard | - CLOSE |
| Post Start | |
| Avionics Mstr. 1&2 | - ON |
| STBY/HOR | - ON |
| Inverter | - ON |
| Pitot Htr 1&2 | - ON |
| FUEL XFER pumps | - ON |
| FUEL PRIME 1&2 | - OFF |
| POS | - ON for night flight |
| Instruments | - check |
| ENG MAIN 1&2 | - FLIGHT |
2 QUICK START-UP
To start the helicopter quickly without using the checklist, the "qstart" command can be used in local chat.
3 PRE-TAKEOFF CHECKS
| NR/N2 | - Check >97% |
| CAD | - All lights off |
| Warning Panel | - All lights off |
| All Doors | - Closed |
| Cyclic | - Verify mast moment indication while making small cyclic inputs. |
| Cyclic | - Centered |
4 PICKUP TO HOVER
Picking up to a hover is performed by slowly raising the collective until the helicopter becomes light on the wheels. Pedal should be applied to stop any rotation, and cyclic should be applied to stop any lateral or forward/back motion. Considerable left pedal may be required in the pick-up to counteract torque from the main rotor.
5 HOVERING
There are two types of hovering. In Ground Effect (IGE) hovering occurs in ground effect within a few meters of a surface (land, water, or a flat prim) and Out of Ground Effect (OGE) hovering occurs at altitude away from any surface. While hovering in general requires more power (collective) than other phases of flight, OGE hovering requires significantly more power than IGE hovering. Cyclic inputs in a hover should be small and controlled taking into account delay between input and the reaction of the helicopter. Use collective to control height. It is important to learn to anticipate the reaction of the helicopter in response to an input. Over-controlling is a common problem for the beginning helicopter pilot. Forward hover taxi is performed by a very slight forward positioning of the cyclic. In general all hover taxiing should be performed with no more than a dot-width of movement from the center on the cyclic control display.
6 SET DOWN FROM HOVER
Setting down from a hover essentially the reverse of a pickup. Slowly lower collective letting helicopter settle. As collective is lowed, right pedal may be necessary due to the reduction in torque.
7 NORMAL TAKEOFFS
Normal takeoffs should begin in a hover with an adequate obstacle free area ahead of the helicopter. From a hover, apply forward cyclic and allow helicopter to accelerate forward in ground effect. At about 30 knots, the helicopter will achieve ETL (Effective Translational Lift) allowing the helicopter to climb (see Shergood Helicopter Flying Handbook for details on ETL). Some brief aft cyclic at 40 knots may be necessary. Control airspeed with forward cyclic to maintain a best climb airspeed of about 50 knots. Applying too much forward cyclic will reduce climb performance. Raise collective to increase rate of climb, but do not exceed the maximum torque (indicated by red line on torque indicator). Procedures:
| Hover flight | - perform |
| NR/N2 | - check 100% |
| FLI needles | - needles matched and showing torque. |
| Warning | - No lights |
| CAD | - No alerts |
| VEMD | - Engine parms. Normal |
| Accel. and Climb | - Apply forward cyclic and up collective to begin climb at 50 KIAS. |
| At 50 ft. AGL | - Accelerate to 80 KIAS |
8 MAX PERFORMANCE TAKEOFFS
If takeoff is from a confined area, the max performance takeoff procedure can be used. Begin with helicopter on the ground and collective full down. Raise collective as necessary to achieve desired climb profile while applying slight forward cyclic to begin forward movement. When clear of the obstacle apply additional forward cyclic. Once ETL is reached at about 30 knots, continue climb as normal.
9 CRUISE
In cruise flight, use collective to control altitude, forward/back cyclic to control airspeed, and left/right cyclic for turns. Use the inclinometer (black ball) below the #1 and #4 MFDs to help in coordinating turns. When using the inclinometer, pedal should be applied on the side to which the ball moves. Think "step on the ball". The VSI (Vertical Speed Indicator) can be used as a reference to help maintain a constant altitude. As with any helicopter, aggressive and abrupt control inputs should be avoided.
10 TURNS
Turns should be made primarily with the cyclic, using the inclinometer to maintain coordination with the pedals as described above. In very steep turns, it may be necessary to increase collective slightly in the turn.
11 PRE-LANDING CHECKS
| All Instruments | - Check |
| Warning | - Check |
| CAD | - Check |
| VEMD | - Check |
12 NORMAL LANDINGS
Begin a normal landing by reducing air speed to bout 50 knots and lowering the collective to maintain an approximately 500 foot per minute descent. Choose a target spot for your landing, keeping that spot at approximately the same place on the window. As you approach your touchdown spot, slowly decrease airspeed with back cyclic, and descent rate with up collective. Maintain above 30 knots until just before touchdown to avoid vortex ring state. As you transition to a hover, you will need additional up collective and left pedal to compensate for the torque.
| At 50 ft. AGL | - Descent < 300 ft/min |
| or < 500ft/min with 40 KIAS | |
| Before touchdown | - Establish flare to reduce groundspeed and raise collective to cushion ldg. |
| Touchdown | - Establish with 0 groundspeed |
| Cyclic | - Centered |
| Collective | - Full down |
13 STEEP APPROACHES
A steep approach can be used when landing is to a confined area. Follow the same procedure as for a normal landing, but slow to 30 knots and maintain that speed through the descent.
14 AIR TAXI
An air taxi is used to move quickly from one point to another on an airport. Begin an air taxi like a normal takeoff, but lower collective slightly to maintain a height of 10 to 20 meters over the airport while pitching with cyclic for approximately 50 knots. To exit an air taxi and land, apply back cyclic, down collective and ride pedal as necessary. Then make a normal landing to hover.
15 SHUT DOWN
| ENG MAIN 1&2 | - IDLE |
| Inverter | - OFF |
| Avionics Mstr. 1&2 | - OFF |
| STBY/HOR | - OFF |
| FUEL XFR (both) | - OFF |
| All electrical | - OFF (except anti-collision and FADEC) |
| Cyclic - Centered | |
| ENG 1&2 guards | - OPEN |
| ENG MAIN 1&2 | - OFF |
| Engine Parameters | - Monitor |
| When rotor below 50%: | |
| Rotor Brake | - ON |
| When rotor has stopped: | |
| A-COLL - OFF | |
| FADEC 1&2 | - OFF |
| BAT MSTR | - OFF |
| Rotor Brake | - OFF |
