EAPS: Engine Air Particle Separator
How the vortex separator protects the P&WC 210A from sand and dust, and the engine limits table that only applies with this kit installed.
Source: AW169 RFM Supplement 3 (Engine Air Particle Separator). This configuration's engine limits differ from AW169 EP — see the separate AW169 EP note.
What it is
Two particle separators sit in front of each engine air intake. Incoming air is spun by vortex generators inside the separator; the swirling action throws foreign particles (sand, dust) outward while clean air continues into the engine intake. The separated particles collect in a lower chamber and are discharged overboard through an ejector driven by engine bleed air.
Each engine has its own EAPS switch on the KITS panel in the interseat console. Switched ON, bleed air actively drives the ejector. Switched OFF, the separator still works but at roughly half the efficiency — and because nothing is actively ejecting particles, the lower chamber fills up; once full, incoming particles pass straight through into the engine intake with no further separation at all.
Engine limits with EAPS installed
This kit carries its own limitations table for the P&WC 210A, All Engines Operating, airspeed at or below 90 KIAS — distinct from the aircraft's general Section 1 limits, and lower across the board than the EP configuration's version of this same table.
| Parameter | Max continuous | 5-min Take-Off range | Max 5-min | Transient |
|---|---|---|---|---|
| Power Index (PI %) | 100 | 101–111 | 111 | 125 (10 sec) |
| Gas Generator Speed (NG %) | 96.5 | 96.6–98.2 | 98.2 | 98.9 (20 sec) |
| ITT (°C / %) | 868 (100%) | 869–930 (100.1–107.1%) | 930 (107.1%) | 941 (108.4%, 20 sec) |
| Torque (TQ %) | 100 | 101–111 | — | 125 (10 sec) |
Operating it
Switch EAPS ON for both engines after start, and leave it on for dusty or sandy conditions — expect ITT to rise slightly when it's selected on. Switch it OFF before shutdown, ahead of the engine mode switches going OFF.
Malfunction
1(2) EAPS PRESS means the bleed-air shut-off valve for that engine is stuck — closed when it should be open, or open when it should be closed. Continue flight either way, but know what it costs you: with EAPS switched ON and the valve actually closed, separation is degraded because the ejector isn't getting bleed air. With EAPS switched OFF and the valve actually open, aircraft performance may not match the EAPS-OFF performance charts — use the EAPS-ON charts instead in that case.
A lightning strike's induced current can trip the EAPS circuit breakers even without any other damage — if that happens, they can simply be reset.