AS355N Training Manual 1998

INSTRUCTION MANUAL
BASIC 1
1 - OVERVIEW OF THE HELICOPTER
10 - FUEL SYSTEM
2 - STRUCTURE
11 - ELECTRIC POWER
3 - MAIN ROTOR DRIVE SYSTEM
12 - ENGINE INSTALLATION
4 - MAIN ROTOR
13 - FIRE PROTECTION
5 - TAIL ROTOR DRIVE SYSTEM
14 - HEATING AND VENTILATION
6 - TAIL ROTOR
15 - PITOT STATIC SYSTEM AND INSTRUMENTS
7 - FLIGHT CONTROLS
16 - INTERIOR AND EXTERIOR LIGHTING
8 - HYDRAULIC SYSTEMS
17 - WINDSHIELD WIPERS
9 - SERVO ACTUATORS
18 - AUTOPILOT
This document is the property of the

Eurocopter Training Centre
and it must not be reproduced without its permission
This manual is intended for instruction purpose and will not be kept up-to-dated
It cannot replace manufacturer's documents Issue 1998
WHAT TO EXPECT
FROM THIS
INSTRUCTION MANUAL
This helicopter Instruction Manual discusses all of the aircraft systems

from a functional standpoint with a pedagogical approach.
This is the purpose of the Instruction Manual
Purely technological aspects, self-evident descriptions and secondary

features are not discussed here, nor are maintenance or servicing
considerations, for which the reader is referred to the Maintenance Manual
THM
OVERVIEW OF THE HELICOPTER
1.1 - DESCRIPTION OF THE HELICOPTER
1.2 - MAIN DIMENSIONS AND WEIGHTS
1.3 - AIRFRAME REFERENCE POINTS

1.3.1. HELICOPTER DATUM REFERENCES
1.3.2. C.G. LIMITS
1.3.3. LEVELLING
1.3.4. STRUCTURAL ALIGNMENT POINTS
1.4 - SPECIAL HELICOPTER CONFIGURATIONS

1.4.1. TOWING - GROUND HANDLING
1.4.2. PICKETING
1.4.3. OPEN-AIR PARKING
1.4.4. HOISTING
1.5 - COCKPIT LAYOUT

1.5.1. INSTRUMENT PANEL
1.5.2. FAILURE WARNING PANEL
1.5.3. GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER
1.5.4. OVERHEAD PANELS
1.5.5. CONSOLE
1.6 - HELICOPTER OPERATING PUBLICATIONS

1.6.1. HELICOPTER PUBLICATIONS
1.6.2. ENGINE PUBLICATIONS
1.6.3. SPECIFIC EQUIPMENT PUBLICATIONS
Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or transmitted
without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 1.1
THM
1.1 - DESCRIPTION OF THE HELICOPTER
THE AS 355 N IS A MULTIPURPOSE

LIGHT HELICOPTER
With appropriate systems or equipment, this helicopter can fulfil the following missions:
- Personnel transport (5 passengers),
- VIP transport (4 passengers),
- Internal load transport,
- External sling load transport,
- Search and rescue
- Casualty evacuation (2 stretcher cases),
- Observation,
- Flight training,
- Tourism.
MGB cowlings Tail rotor drive shaft
(on LH & RH sides) fairings
Engine Horizontal
Air inlet to engine and MGB cowlings stabilizer
oil coolers Vertical fin
Canopy
Bottom structure Tail boom

and cabin floor
Cockpit doors Body structure Rear baggage Tail guard

(on LH & RH sides) (with fuel tanks) compartment
doors
Sliding doors Rear

(on LH & RH sides) structure
Skid landing gear mounted on LH baggage compartment door

anti-resonance dampers (same on RH side)
1.2 without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
1.1 - DESCRIPTION OF THE HELICOPTER (Cont.)

MAIN ROTOR AND ITS DRIVE SYSTEM
MAIN ROTOR HUB (MRH) MAIN GEARBOX (MGB)

Starflex semirigid, bearingless hub (laminated glass- Modular design. Attached by flexible bidirectional sus-
resin star) without a drag damper. No grease nipples. pension. Two reduction gear stages (1 bevel gear drive,
Modular, fail-safe design. 1 epicyclic gear train). Pressure lubrication with oil
cooling system. Includes the servo actuators, rotor
brake and hydraulic pump drive.
MAIN ROTOR BLADES MAIN ROTOR MAST

Spar made of fiberglass roving, glass fabric skin and Removable subassemblies. Mast casing attached by
foam core. Fail-safe design. 4 suspension bars which "support" the helicopter.
THM
1.1 - DESCRIPTION OF THE HELICOPTER (Cont.)
TAIL ROTOR GEARBOX (TGB)

Angle reduction gear with splash lubrication.
TAIL ROTOR
Two-blade, hingeless, greaseless seesaw rotor
with glass roving spar. Pitch change by spar twist-
ing. Fail-safe design.
Engine Engine
No. 2 No. 1
ENGINES
ARRIUS 1A
Free-turbine engines installed in 2 separate fireproof bays.
Modular design with external oil tank and cooling system.
Max. takeoff power (MTOP) .............................. 256 kW

Max. continuous power (MCrP) ......................... 239 kW MGB
THM
1.2 - MAIN DIMENSIONS AND WEIGHTS
12.94 m (42.45 ft.)
∅ 10.69 m (35.07 ft.)
∅ 1.86 m
3.34 m (10.95 ft.)
3.22 m (10.56 ft.)

(6.10 ft.)
0.59 m 0.73 m
(1.93 ft.) (2.39 ft.)
10.93 m (35.86 ft.)
NOTE: For the low landing gear version,

decrease height dimensions by 0.2 m
3.05 m (10 ft.)
MAXIMUM PERMISSIBLE WEIGHT ....... 2540 kg - 5600 lb.
EMPTY WEIGHT,
STANDARD HELICOPTER .................... 1205 kg - 2380 lb.
The maximum permitted takeoff and landing weights

(which vary with altitude and temperature)
may be less than - but must never exceed - this value.
2.28 m
(7.48 ft.)
THM
1.3 - AIRFRAME REFERENCE POINTS
1.3.1. HELICOPTER DATUM REFERENCES

Rotor axis tilted Vertical axis
The helicopter datum are specified in the 3
2° forward
planes X, Y and Z.
• X is the datum for the longitudinal dimen-
sions. Its origin is 3.40 m forward of the main
rotor centre, perpendicular to the helicopter
centerline.
• Y is the datum for the lateral dimensions. Its
origin is in the helicopter's plane of symmetry.
• Z is the reference for the vertical
dimensions. Its origin is a horizontal
plane located 2.60 m above the
cabin floor datum.
1.3.2. C.G. LIMITS
0.09
m 1.3.3. LEVELLING
(6.3
in)
L atera The helicopter is levelled on jacks for weighing.
l 0.16
m
(3.5
4 in
)
Clinometer
Blocks
(military version only)
5m
3.4 8 in)
5.
(13
5m Aft
3.2 9 in) ore/
7. F
(12
1.3.4. STRUCTURAL ALIGNMENT CHECKS

Mainly after hard landings, the alignment of the tail boom
with the body structure must be checked. Alignment holes
On civil versions, the TGB alignment relative to the tail
rotor drive bearings is also checked using a sight installed
on the TGB and target bearings.
On military versions, holes on the sides and bottom of the
structure are used for alignment with a sight and plumb
lines after the helicopter is levelled.
THM
1.4 - SPECIAL HELICOPTER CONFIGURATIONS
1.4.1. TOWING - GROUND HANDLING
Two types of twin-wheel systems can be

used depending on the type of ground (see
Maintenance Manual), as well as a towing
fixture (towing bar or cable).
1.4.2. PICKETING
A
Normal picketing: 2 upper points A
High wind picketing: tiedown at A and B
1.4.3. OPEN-AIR PARKING

B
Exhaust Ventilation
nozzle blanks air inlet blank
Air inlet covers
Main rotor blade socks (3)
Cabin cover, plus total and static

pressure port blanks (not shown)
Tail rotor
lock system
1.4.4. HOISTING
The helicopter can be hoisted from a ring at the
centre of the main rotor hub. It is advisable to re-
duce the weight:
- by defueling the helicopter,
- by removing the main rotor blades.
THM
1.5 - COCKPIT LAYOUT
Overhead panels
(fuses + push-button) Control quadrant
Compass
Outside air
thermometer
Instrument panel
Console
Heating Demisting
control control
1.5.1. INSTRUMENT PANEL

2
1
18 7 5 18
3 4 6 7
11 5
8 9
17 12 13 14 15 17
10 16
21 22 19
25 23 25
20 2 29
24 26 24 26
7 28
30 31 32 3 35 34 30 31 32
3
1 - Failure warning panel (4α) 13 -Oil pressure - RH engine 24 - Airspeed indicator

2 - Galvanometers (AP) 14 -T4 temperature indicator 25 - Gyro horizon
3 - Fuel contents gauge - Forward tank 15 -Dual torquemeter 26 - Altimeter
4 - Fuel contents gauge - Rear tank 16 -NR, NF1, NF2 indicator 27 - Electric panel 9α
5 - Digital NG, failure annunciator 17 -AP/CPL. monitoring panel 28 - Timer
6 - Δ NG indicator 18 -Alarm repeater 29 - Stand-bys horizon
7 - Gyro servo 19 -TACAN distance indicator 30 - Radioaltimeter
8 - Fuel pressure - LH Engine (optional) 31 - HSI
9 - Fuel pressure - RH engine 20 -Radionavigation 32 - Vertical speed indicator
10 - Copilot's NR indicator 21 -Oil temperature - LH engine 33 - Radio beacon (Marker)
11 - Engine control unit 22 -Oil temperature - RH engine 34 - Fuel flowmeter (option)
12 - Oil pressure - LH engine 23 -Electrical master switch 35 - RMI
THM
1.5.2. FAILURE WARNING PANEL

Light test
The failure warning panel notifies push-button
the crew of a system failure by il-
luminating the relevant caption
light.
A push-button on the panel can be
used to test the lights and the en-
gine and MGB fire detection lines.
The amber lights indicate:
- degraded performance of an essential system,
- an abnormal functional configuration.
The red lights warn of a serious functional hazard.
NOTE: An alarm repeater flashes whenever a red light illu-

minates on the failure warning panel.
67α
α 67α
α
DIM
NORM
ALARM ALARM
+28 V REPEATER REPEATER
POWER (IFR version)
PACK
+28 V
Power pack for

ACTIVATION failure warning panel
OF AMBER CLEAR
Detectors ALARMS
(Circuit
surveillance) ACTIVATION FLASHER Pressing the pilot's or copilot's alarm repeater cancels
OF RED
ALARMS the flashing so that the repeater can indicate any other
F/WARNING PANEL alarm.
1.5.3. GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER
CYCLIC PITCH STICK GRIP COLLECTIVE PITCH LEVER GRIP

2 3 4
1 -Open sling hook 1

2 -AP disengagement
3 -Not used
1 4 -Radio/ICS PTT switch
11 5 -Not used
2 5
6 -Not used
10
7 -AP trim load release
9 8 -AP 4-way switch 6
9 -AP coupler disengagement 10 9 8 7
8 10 -Hoist UP/DOWN control 1 - Not used
3 11 -Flare release 2 - Tail rotor servo actuator
7
or weapon firing hydraulic cutoff
3 - Emergency release (hoist)
6 4 - Landing light ON/OFF
4
5 - Light swivel control
5 6 - Emerg. Float. Gear switch
7 - MCP/ICP control
8 - Not used
9 - Not used
10 - Wiper ON/OFF
THM
1.5.4. OVERHEAD PANELS
( 1 ) Controls and indicators
LH SIDE PANEL 5α1 CONTROL QUADRANT RH SIDE PANEL 5α2
1 - Not used 1 - Engine 1 fuel shutoff cock 1 - Not used

2 - Pitch trim 2 - Engine 1 fuel flow control lever 2 - Not used
3 - Trim loads 3 - Red light indicating failure of engine 1 3 - Fuel crossfeed
4 - Not used digital governor 4 - Not used
5 - Roll trim 4 - Rotor brake lever 5 - Not used
6 - LH engine cranking 5 - Engine 2 fuel flow control lever 6 - RH engine cranking
7 - F/extinguish 1 (LH eng.) 6 - Red light indicating failure of engine 2 7 - F/extinguish 1 (RH eng.)
8 - Not used digital governor 8 - Not used
9 - Not used 7 - Engine 2 fuel shutoff cock 9 - Not used
10 - F/extinguish 2 (LH eng.) 10 - F/extinguish 2 (RH eng.)
11 - Not used 11 - Not used
12 - Strobe light 12 - LH & RH s/lights
14 - Elapsed time counter 14 - Console lighting
15 - Copilot's instrument 1 2 3 1 2 3 15 - Pilot's instrument panel
panel lighting 4 5 6 4 5 6
lighting
17 - Copilot w/s wiper 7 8 9 7 8 9 17 - Pilot's w/s wiper
18 - Not used 10 11 12 10 11 12 18 - Pitots
13 14 15 2 3 5 6 13 14 15
16 17 18 1 7 16 17 18 DC voltmeter
AC voltmeter
4 Ammeter
ENGINE 1
Starting selector ENGINE 2
Governor selector Starting selector
1 2 3 4 5 6 1 2 3 4 5 6 Governor selector
7 8 9 10 11 7 8 9 10 11
LH FRONT PANEL 15α RH FRONT PANEL 14α
1 - Not used 1 - RH ext. pwr/battery

2 - Acc. (compensator test) 2 - RH engine pump
3 - LH alternator 3 - RH generator
4 - Generator 4 - RH alternator
5 - LH engine pump 5 - TAC (Optional)
6 - LH ext. pwr/battery 6 - Not used
7 - Horn 7 - Direct battery
8 - Servo actuators test 8 - Pilot's horizon
9 - Copilot's gyrocompass 9 - Pilot's gyrocompass
10 - Copilot's horizon Mission 10 - Position lights
11 - Stand-by horizon selector 11 - Collision light
AC voltmeter selector LIGHTING DC ammeter and

voltmeter selector
Lighting dimmers
THM
1.5.4. OVERHEAD PANELS (Cont.)
( 2 ) Fuse panels
CENTRAL PANEL 10α
LH PANEL
Side 2X1
Vertical 7α1
RH PANEL
Side 2X2
Side 7α1
Vertical 7α2 & 8a
Side 7α2
1.5.5. CONSOLE
AUTOPILOT (AP)
CONTROL UNIT
VHF/VOR
RADIOCOMPASS
TRANSPONDER
VHF
I/C SYSTEM
HF
SET "Direct Battery" fuses
Direct battery panel
Pilot's stand-by static cock
THM
1.6 - HELICOPTER OPERATING PUBLICATIONS
As pilots and technicians, you will have to service, fly or maintain a new helicopter. To allow you to perform your tasks
as safely and as efficiently as possible, you will be given a set of manuals that methodically set down the rules and
instructions for maintenance, and the limitations and the procedures specified by the manufacturer - none of which can
be ignored without risk. ALWAYS KEEP IN MIND THAT:
- a limitation cannot be unaccountably exceeded,
- the service life limit of a part is not just a theoretical consideration,
- a maintenance instruction often has more effect than meets the eye,
- and last of all, never forget that ... IMPROVISATION OF ANY KIND IS BANNED.
The set of publications for your helicopter includes the following:
HELICOPTER PUBLICATIONS ENGINE PUBLICATIONS EQUIPMENT PUBLICATIONS
1.6.1. HELICOPTER PUBLICATIONS
3 families of publications
Operating publications Maintenance publications Identification catalogues
• Operating publications
- The FLIGHT MANUAL (PMV) is the pilot's basic reference document and de-
scribes the limitations, normal and emergency procedures and performance data.
The Flight Manual is approved by the Airworthiness Authorities.
- The MASTER SERVICING RECOMMENDATIONS (PRE) are specifically for the
maintenance manager; they detail the inspection intervals and schedules, oil
change and monitoring intervals, and operating time limits.
For the pilot For the

maintenance
manager
• Maintenance publications
These manuals are for the maintenance technicians. They
provide the data necessary for maintaining the helicopter
in flightworthy condition.
The following manuals are required:
- DESCRIPTION AND OPERATION MANUAL (MDF)
- WIRING DIAGRAMS AND FAULT ISOLATION
MANUALS (MCS/MFI)
- STANDARD PRACTICES MANUAL (MTC)
- MAINTENANCE (MET), REPAIR (MRR) AND STORAGE
(MST) MANUALS
- INDEX OF MODIFICATIONS (SIM)
For the maintenance technicians
THM
1.6.1. HELICOPTER PUBLICATIONS (Cont.)
- The Maintenance (MET), Repair (MRR), and Storage - The Standard Practices Manual (MTC) specifies the
(MST) Manuals detail the operations which can be per- standard application, maintenance, checking and repair
formed at the different maintenance levels. procedures applicable to all helicopters.
- The Fault Isolation Manual (MFI) gives advice on diag-
nosing and localizing complex failures.
• Identification Catalogues
These manuals provide the procurement specialists with
the reference numbers of:
- helicopter parts: ILLUSTRATED PARTS CATALOGUE (IPC)
- special tools: TOOLS CATALOGUE (ICO)
- standard articles: ADDITIONAL SUPPLY CATALOGUE (ICA)
For the procurement specialists
• Services Bulletins (SBT) • Service Letters (SLT)

Service Bulletins allow users to quickly implement all di- Service letters keep users informed about current topics
rectives issued after a new event (e.g. incidents, modifi- of interest; as such, they form temporary supplements to
cations, etc.). They supplement the helicopter publica- the standard documentation and are integrated when revi-
tions and are incorporated in them by revisions. sions are issued.
Service letters with an important technical content have a
blue crosshatched border.
1.6.2. ENGINE PUBLICATIONS

- MAINTENANCE MANUAL
- ILLUSTRATED PARTS AND TOOLS CATALOGUES
- SERVICE BULLETINS
1.6.3. SPECIFIC EQUIPMENT PUBLICATIONS

- EQUIPMENT DESCRIPTION, MAINTENANCE AND OVERHAUL MANUAL (MCM)
NOTE: All the publications comply with the overall recommendations of the ATA 100 specifica-
tion. In consequence, all the helicopter maintenance manuals and identification catalogues
follow the same ATA breakdown in Chapter/Section/Subject.
T HM
STRU C TUR E
2.1 - G ENERAL
2.1.1. S T R U C T U R AL S U B A S S E MBLIE S
2.1.2. DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E LS
2.1.3. U S A BL E A R E A S A N D V O LUM E S - P E RMIS SIBL E F L O O R L O A D S
2.2 - B O DY STRU C TUR E
2.3 - B O TT OM STRU C TUR E A ND C A BIN F L O O R
2.4 - C ANOPY
2.5 - R E A R STRU C TUR E
2.6 - TAIL B O O M
2.7 - TAIL U NIT
2.8 - D O O RS
2.8.1. C A BIN D O O R J E T TIS O N S Y S T E M
2.8.2. L O C KIN G IN DIC AT O R S F O R SID E B A G G A G E C O MPA RTM E N T D O O R S
2.9 - C O W LIN G S, FAIRIN G S, B U L K H E A D S
2.10 - S KID T Y P E L A N DIN G G E A R

2.10.1. G E N E R AL - A S S E MBLY O F LA N DIN G G E A R
2.10.2. LA N DIN G G E A R FIT TIN G S
2.10.3 G R O U N D R E S O N A N C E A N D F U N C TIO N O F T H E S H O C K A B S O R B E R S
2.10.4. LA N DIN G G E A R S H O C K A B S O R B E R S
C e document est la propriété d'E UR O C O PT E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted
without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998. 2.1
T HM
2.1 - G E N E R A L
2.1.1. S T R U C T U R A L S U B A S S E M B LIE S
1 - Canopy 5 - Body structure

2 - Stabiliz ers 6 - Landing gear
3 - Tail boom 7 - Bottom structure 2
4 - R e ar structure and cabin floor
MAT E RIALS
7
Altuglass
6 Light alloy
Laminates (reinforced plastics)
Titanium
The wide use of plastics should be noted. Thermoplastics (polycarbonate, polyamide)

In particular the entire canopy is made of polycarbonate.
Ste el
A F E W W O R D S A B O U T T H E S E N E W MAT E RIALS
ins and reinforcing materials (glass, carbon, graphite, bo-
They are synthetic resins divided into 2 main classes:
ron or other fibers).
- Thermoplastics which soften when he ated and harden
The reinforcing fibers are formed in lay-ups or woven, then
when cooled, e.g. polyamides (Nylon, Rilsan), polycar-
impregnated with the basic resin. S everal lay-ups or fabric
bonates, etc.
layers are stacked up, placed in a mould and cured. The
- Thermosetting resins which, under the combined action direction of the reinforcing fibers depends on the loads
of he at and a hardener, hot-cure irreversibly to form a new applied.
product, e.g. epoxy resins, silicone, etc.
Laminated honeycombs have a honeycomb core (metal,
Laminates and laminated honeycomb are reinforced plas- glass fabric, Nomex, etc.), e ach face of which receives
tics with very good mechanical strength properties. one or more preimpregnated layers of fabric. The whole
Laminated materials are produced from thermosetting res- assembly is oven-cured.
2.2 d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted
without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.
T HM
2.1.2. DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E L S
C a bin
height 1.35 m
Width : 0.78 m w : 0.94 m w : 1.30 m w : 0.42 m

H eight : 1,10 m h : 1,10 m h : 0,70 m h : 0,60 m
DIM E N SIO N S O F A C C E S S D O O R S A N D PA N E LS
2.1.3. U S A B L E A R E A S A N D V O L UM E S - P E RMIS SIB L E F L O O R L O A D S
R H C O MPA RTM E N T R E A R C O MPARTM E N T

F W D: 0.380 m F W D: 1.200 m
L : length L = 1.000 m - W L = 0.800 m - W
A F T: 0.160 m A F T: 0.700 m
W: width
h : height h = 0.740 m - V = 0.200 m3 h = 0.700 m - V = 0.565 m3
V : volume
P ermiss. distributed load = 100 kg P ermissible distributed load = 80 kg
LH C O MPA RTM E N T
C A BIN F L O O R F W D: 0.380 m
L = 1.300 m - W
A F T: 0.100 m
Usable are a = 2.600 m⇢ h = 0.740 m - V = 0.235 m 3
F loor structural strength = 600 kg/m⇢
P ermiss. distributed load = 120 kg
11 tiedown points, e ach with capacity of
1000 daN T O TAL V O LUM E O F 3 C O MPA RTM E N T S = 1.000 m 3
T HM
2.2 - B O D Y S T R U C T U R E
FN
This is the strongest part of the airframe since it directly

carries the flight loads (i.e. lift F N and weight P) and the
landing loads.
T H E B O D Y F O RMS A RIGID B O X S T R U C T U R E
It also supports the main transmission components (M G B
and rotor), landing ge ar, cabin floor and re ar structure,
and contains the fuel tanks.
1
7 P
2
1 - Transmission deck
2 - R e ar bulkhe ad. Attachment of re ar structure
3 - Longitudinal be ams (1 e ach on LH & R H sides).
Attachment of bottom structure be ams
4 - F W D and R E A R structural fuel tanks
5 - Front bulkhe ad inclined 15° re arward
3 6 - Upper bulkhe ad inclined 7° forward
7 - Longitudinal bulkhe ads. Thick plates.
5 4
2.3 - B O T T O M S T R U C T U R E A N D C A BIN F L O O R
The bottom structure supporting the cabin is cantilevered

out from the body structure. Two be ams, laterally stiff-
ened by cross members, are riveted to the body structure
side be ams and support the front part of the landing ge ar.
These be ams carry the front

jacking pads (balljoints)
T HM
2.4 - C A N O P Y
The following canopy components:

- cabin roof (1),
- nose (3)
4
- uprights (2) 1
are made of fiberglass-reinforced polycarbonate.
They are hot-molded and assembled by welding.
The canopy structure bolts onto the cabin floor and onto 2
the body structure bulkhe ad.
5
1 - C abin roof consisting of 2 half-shells inside
3
which the cabin ventilation air is ducted
2 - Windshield uprights
3 - Nose
4 - Roof windows (Makrolon) 6
5 - Windshield panels
6 - Lower windows on LH & R H sides
(transparent polycarbonate)
2.5 - R E A R S T R U C T U R E
The re ar structure consists of 3 frames joined by be ams.

The re ar and forward frames support the engine. The tail
boom bolts onto the 3rd junction frame and can be e asily 1 2 3
removed.
The rear structure is arranged as a baggage compartment.
4
13
5
12
The aft jacking point is on the junction frame 11 10 9 8 7
1 - E ngine deck (titanium) 8 - E MI shielding for engine computers

2 - B e am under engine deck 9 - R ecessed footstep for access
3 - Anchor points of engine access to transmission deck
platform (same on R H side) 10 - B aggage compartment floor
4 - Tail boom junction frame (access to electrical master units)
5 - S kin 11 - C omputer mounting frames
6 - R e ar frame 12 - Forward frame
7 - Access to baggage compartment 13 - E ngine mounting be am
T HM
2.6 - TAIL B O O M
The tail boom is constructed of circular frames covered 1 - T/R drive shaft be aring mounts
with skin. 2 - Are a strengthened by stiffeners
O verall bending rigidity is provided by plate stiffeners. 3 - T G B forward mount
The tail boom supports: 4 - Horizontal stabiliz er mounting doublers
5 - S kin
- the tail ge arbox (T G B), secured to 2 frames, 6 - H atch to c.g. balance weights
- the horizontal stabilizer, mounted between 2 mainframes, 7 - Mainframes
- the tail rotor drive shafts, 8 - Tail cone
- the fins.
3
1 8
5
B allast plates may be mounted inside the tail cone to
correct the c.g. position of the empty helicopter.
7 6
E F F E C T O F TAIL B O O M S T R A K E
The strake (1) is secured longitudinally from the forward

frame to the horizontal stabiliz er. It is designed to gener-
ate a pressure equal to the static pressure on the R H side
of the tail boom.
Main rotor airstre am
In sideways flight to the left, the main rotor airstre am is

deflected and accelerated over the RH side of the tail boom,
which induces a negative pressure of approximately 1 mbar/
cm⇢ along the entire tail boom. This reduces the effect of 45°
the tail rotor by roughly 5%. A strake added at 45° causes
the main rotor downwash flow to separate and restores
the pressure to the static value. The effect of the strake is
thus to regain the 5% moment and to improve the tail
rotor efficiency (including in hover).
A erodynamic gain Tail boom
View looking forward
T HM
2.7 - TAIL U NIT
The tail unit consists of:

- a horizontal stabiliz er (1),
- a dorsal (upper) fin (2),
- a ventral (lower) fin (3). 2
In excessively nose-up landings, a tail guard (4) protects

the ventral fin.
1
These vertical and horizontal airfoil sections act as stabi-
liz ers, i.e. when subject to a relative wind, they tend:
- to counteract any changes to the helicopter's attitude,
3
- to bring the helicopter back to its original attitude after
any deviations.
S P E CIAL F E AT U R E O F H O RIZ O N TAL S TA BILIZ E R

H oriz ont al V
This stabiliz er has an asymmetric N A C A airfoil, set at
-1°40' to the horizontal datum; when subject to a relative
1°40' N os e-up
wind V, the airfoil generates an a erodynamic force F tend- F mom e nt
ing to right the helicopter.
CR
D O R S AL FIN
S P E CIAL F E AT U R E O F FIN S
In cruise flight, the asymmetric N A C A airfoil of the dorsal V
fin generates an a erodynamic force F 1 that opposes the
main rotor's counter torque C R and thus reinforces the tail
rotor thrust. This allows the tail rotor pitch to be reduced F1
and power to be saved.
The ventral fin has a symmetric N A C A airfoil to stabiliz e
CR V E N T R AL FIN
the helicopter about its yaw axis.
V
T HM
2.8 - D O O R S
The helicopter has the following doors:

- two cabin doors (1), one on either side, accessing the
pilot se ats,
- two subdoors (2), one on either side, accessing the re ar 5
of the cabin,
- a laminated LH baggage compartment door (4) and a
symmetric laminated R H baggage compartment door, 4
- a laminated re ar compartment door (5).
All the above doors have a key-operated safety lock.
3
The LH and R H baggage compartment doors are hinged
along their top edges and can be held open by a rod (3) 1 2
which clips on the inside of the door for stowage.
C ertain missions (hoisting and casualty evacuation) re-

quire better access to the rear of the cabin. This is achieved
by replacing the LH standard door and LH subdoor by a
narrower pilot door and a wider sliding door running on
rails. The sliding door may be opened, and locked open,
in flight.
C A BIN D O O R S
1
1 - " Cle ar vision" window, Altuglass
transparency (LH and R H doors)
2 - Door transparency (Altuglass))
3 - Handle
2 4 - Spring rod
5 - Hinges
The compressed air expands to assist the opening of the

3
door (extension force = 15 da N) and to hold it open.
The air is compressed when the door is closed.
E xtension
4
Piston
C ompre s sion
C ylind er
T HM
2.8 - D O O R S (C o nt.)
2.8.1. C A BIN D O O R J E T TIS O N S Y S T E M
The two front doors are fitted with a jettison system. When
operated, a handle (1) on the door jamb pulls out the hinge
pins and neutraliz es the door closure lock.
The spring rod does not have lock pins at its two ends.
In the locked position, the handle is held by a polycar-

bonate guard (2), which is secured by 3 lugs (3).
2
1
3
2.8.2. L O C KIN G IN DIC AT O R S F O R SID E B A G G A G E C O MPA R TM E N T D O O R S
The baggage compartment doors are kept closed by 2 When the locks are not engaged, the parallel-connected
locks, e ach of which controls a microswitch. microswitches illuminate a warning light on the failure
warning panel.
Front lock
C entral lock
DOORS
C entral lock
microswitch
Front lock rod
Front lock
microswitch
T HM
2.9 - C O W LIN G S, F AIRIN G S A N D B U L K H E A D S
1 2 3 4 5 6
H a ndling b ar
MAT E RIALS
9
Light alloy
11 10
Laminate (reinforced plastics)
G lass fabric
1 - M G B compartment air inlet, secured by bolts

2 - M G B upper cowlings, attached by D Z U S fasteners.
3 - Opening engine cowlings, hinged on firewall. Held
open by 1 rod. Locked by Hartwell fasteners and toggle.
4 - Junction fairing, secured by D Z U S fasteners.
5 - Tail rotor drive shaft fairings (3 sections),
secured by D Z U S fasteners.
6 - T G B fairing, secured by D Z U S fasteners.
7 - Tail boom end fairing, secured by bolts.
8 - O pening engine cowlings (LH & R H), hinged on
engine upper cowlings, held open by rod
and locked by H artwell fastener and toggle.
9 - R e ar lower cowling, secured by toggle fasteners. 12
10 - Two-section intermediate lower fairing,
secured by bolts.
11 - Front lower fairing, laminated, secured by toggles.
12 - B aggage compartment firebarrier walls
T HM
2.9 - C O W LIN G S, F AIRIN G S A N D B U L K H E A D S (C o nt.)
E N GIN E FIR E B ULK H E A D S
1 2 3 4
1 - Front titanium bulkhe ad, removable in 3 parts

2 - G askets
3 - R e ar titanium bulkhe ad
4 - O pening for engine noz zle
5 5 - R emovable vertical central bulkhe ad
6 - Protective titanium tunnel for tail rotor drive shaft
8 7 - Bulkhe ad brace with grip
6 8 - O pening for flared housings with gasket
2.10 - S KID T Y P E L A N DIN G G E A R
2.10.1. G E N E R A L - A S S E M B LY O F L A N DIN G G E A R
The landing ge ar supports the helicopter, protects the 1 - Skid, light alloy
airframe on landing and damps out vibration when the heli- 2 - Front cross tube, ste el
copter is on the ground with the rotor spinning. 3 - Hydraulic shock absorber
The landing ge ar assembly comprises: 4 - R e ar cross tube, ste el
- a front cross tube (2) and a re ar cross tube (4) 5 - Attachment point stop
6 - Structure
- two skids (1)
7 - Upper lining, elastomer
- two hydraulic shock absorbers (3) 8 - Landing ge ar cross tube
9 - Lower lining, elastomer
10 - H alf-clamp
Clamped to lateral
be ams
Shock absorbers secured
on 15° frame
6
3 4
7
2
5 8
9
1
Clamped to lateral 10
be ams
T HM
2.10.2. L A N DIN G G E A R FIT TIN G S
1 2
1 - Support bolt for handling

3 whe el fittings
2 - E ngine access re ar footstep.
3 - F lexible ste el strip
4 - Ste el we ar pads
5 - C abin entry footsteps
5 4
Installation holes for handling whe els

4 for different helicopter c.g. positions
2.10.3. G R O U N D R E S O N A N C E A N D F U N C TIO N O F T H E S H O C K A B S O R B E R S
When the helicopter is in flight, the rotors, engine and

drive shafts generate vibrations that propagate through the A mplitud e
a pproxim ately
airframe, whose components vibrate at their own natural
1 mm
frequency varying mainly with their weight, stiffness or flex-
ibility (i.e. their shape, dimensions and materials). The Leg distorts
helicopter is thus subjected to a complex pattern of vibra-
tions, which can sum up (vibration amplitude incre ases)
or subtract (vibration amplitude decre ases). The designer
obviously attempts to reduce the vibration level by "tun-
ing" the natural frequency of the helicopter components.
When the helicopter is in flight, it is isolated and the vibra-
tional level always stabiliz es in given flight conditions -
neither incre asing nor decre asing.
In contrast, when the helicopter is on the ground with its Ste el strip bent
rotor spinning, the vibrations have a support point via the downward
landing ge ar; if the natural frequency of the landing ge ar
coincides with the principal vibrational frequencies of the
main rotor, the vibrations are augmented every blade revo-
lution as they receive a new "reflected" impulse. The vi- the landing ge ar's "soft" front leg and the structure is to
bration amplitude then incre ases very rapidly, the vibra- absorb the vibration energy and hence prevent all diver-
tion becomes divergent and the resulting oscillations can gent oscillations.
destroy and overturn the helicopter. This phenomenon is
called G R O U N D R E S O N A N C E . Another point to note is that the flexibility of the cross
A flexible ste el strip bent downwards behind the skids in- tubes, skids and ste el strip attenuates the helicopter's
cre ases the landing ge ar stiffness and changes its natu- vertical deceleration at touchdown where as the impact en-
ral frequency so that ground resonance can never occur. ergy is absorbed by the shock absorbers and by the rub-
In addition, the function of the shock absorbers betwe en bing action of the skids on the ground.
T HM
2.10.4. L A N DIN G G E A R S H O C K A B S O R B E R S
Attachment fitting on
The main characteristic of the shock absorber is its damping
15° frame
velocity. R od-e nd b e aring
When a 500 da N load is applied:
- the piston moves through ± 2 mm
- at a velocity of 35 mm/s
- and a frequency of 3.1 H z
S p a c er
1
F WD
Bolt locking clamp on
L/G cross tube 7 2
C hamfered washers
1 - F illing plugs 5
2 - Hydraulic fluid reservoir
3 - Plug
4 - Piston
5 - Cylinder
6 - Shock absorber casing 6
7 - Filling and ble ed non-return valve
8 - O verpressure spring washer
9 - O verpressure spring washer
10 - Normal throttling orifice
O P E RATIO N
1 - Load < 550 da N

D amping is produced by throttling fluid through the
R od-e nd b e aring
calibrated orifice (10).
2 - Load > 550 da N
O verpressure spring washers (8) and (9) move up to
significantly incre ase the fluid flow are a: 8
- upward load: washer (9) moves up

- downward load: washer (8) moves up.
3 - Non-return valve (7) automatically ble eds off and
fills the working chambers from the fluid reservoir (2).
It should be noted that external le akage cannot oc-
cur because the fluid recovered betwe en the shock
absorber casing and cylinder is fed back into the res-
ervoir (2). 10 9
T HM
MAIN R O T O R DRIV E SYST EM
3.1 - M AIN R O T O R D RIV E S Y S T E M F U N C TIO N S
3.2 - E N GIN E/MG B C O UPLIN G

3.2.1. C O U P LIN G P RIN C IP L E
3.2.2. E N GIN E/M G B C O U PLIN G C O MP O N E N T S
3.3 - MAIN G E A R B O X (MG B)

3.3.1. M G B D RIV E T R AIN
3.3.2. M G B C O MP O N E N T S
3.3.3. M G B E Q UIPM E N T
3.4 - MAIN G E A R B O X LU B RIC ATIO N SYST EM

3.4.1. LU B RIC ATIO N S Y S T E M O P E R ATIN G P RIN CIPL E
3.4.2. LU B RIC ATIO N S Y S T E M C O MP O N E N T S
3.5 - ROTOR BRAKE

3.5.1 R O T O R B R A K E O P E R ATIN G P RIN CIPL E
3.5.2. R O T O R B R A K E S P E CIFIC ATIO N S
3.5.3. R O T O R B R A K E C O MP O N E N T S
3.6 - MAIN G E A R B O X SUSP E NSIO N

3.6.1. G E N E RAL
3.6.2. M G B S U S P E N SIO N C O MP O N E N T S
T HM
3.1 - M AIN R O T O R D RIV E S Y S T E M F U N C TIO N S
MAIN R O T O R
F R E E-W H E E L
C O U PLIN G S H A F T LU B RIC ATIO N S Y S T E M
E N GIN E 2 OIL C O O L E R S
FANS
MGB
ROTOR TAIL
BRAK E ROTOR
E N GIN E 1
F R E E-W H E E L C O U PLIN G S H A F T
The main rotor drive system transmits power from the It comprises:
engines to the main rotor and to the tail rotor drive shaft. - the engine/M G B coupling shafts
- the main ge arbox (M G B)
- the M G B lubrication system, including its oil coolers
and fans
3.2 - E N GIN E/M G B C O U P LIN G
3.2.1. C O U P LIN G P RIN CIP L E
E ach engine/M G B coupling assembly comprises:
- a flared coupling (4) - a drive shaft (3) which transmits the engine torque to the
- a gimbal ring (2) connecting the coupling (4) to the M G B. M G B via the input pinion (1) equipped with a fre ewhe el.
THE NE ED F OR THE
GIMB AL/F LA R E D C O U PLIN G
MGB The M G B is mounted on a flexible suspen-
E N GIN E
displacement sion system (§ 3.6) and is therefore subject
to low-amplitude oscillations in flight.
1 2
The gimbal/flared coupling is designed:
- to m a int a in th e M G B/e ngin e dist a nc e
constant,
- to align the drive shaft with the input
pinion.
- to oppose the engine overturning moment.
In these conditions, the drive shaft only trans-
mits the engine torque.
3 4
T HM
3.2.1. C O U P LIN G P RIN CIP L E (C o nt.)
T H E R O L E O F T H E F L E XIBL E C O U PLIN G S B E T W E E N T H E D RIV E S H A F T A N D T H E M G B IN P U T PINIO N
The flexible couplings ("flector" type) deform to absorb shaft revolution, the couplings are subjected to cyclic fa-
the small misalignments betwe en the engine drive shaft tigue stresses and they must therefore be regularly moni-
and the M G B power takeoff. tored (as per the Master S ervicing R ecommendations).
The flex couplings are subject to high loads as they must Nonetheless they are designed to be fail-safe and to dete-
not only transmit the engine torque but also deform in riorate very gradually.
case of misalignment. As this deformation is repeated every
0.2 - 0.3 mm
thick
in a ...are mounted betwe en 2 The flexible coupling deforms

Stainless ste el
stack... triangular coupling flanges to absorb the small shaft
disks...
integral with the shafts alignment errors
3.2.2. E N G IN E /M G B C O U P LIN G C O M P O N E N T S
MG B 1 - G imbal pins
2 - F lex coupling assembly
3 - C oupling flange
1 4 - E ngine/M G B coupling shaft
5 - G imbal ring
6 - G imbal flange
7 - Splined flange
8 - Flared coupling
2 9 - Sliding flange
10 - F lex coupling assembly
7 3
6 4
ENGINE
9
10
T HM
3.3 - M AIN G E A R B O X (M G B)
3.3.1. M G B D RIV E T R AIN

The M G B transmits power from the engines to the rotors
MAIN 394 rpm and reduces the rotational speed. The gearbox casing also
ROTOR transmits the main rotor counter torque from the rotor mast
to the airframe. The M G B also drives its own lubrication
pump and two hydraulic pumps.
1707 rpm
E picyclic reduction
ge ar module
Hydraulic pump
drive s
B evel reduction
E N GIN E 2 ge ar module
6016 rpm
Lubric a tion E N GIN E 1 TAIL R O T O R

pump 6016 rpm D RIV E S H A F T
6125 rpm
3.3.2. M G B C O M P O N E N T S
C ombin er g e arbox
( 1 ) Interc h a n g e a ble M G B m o d ule s modul e
T h e M G B is a m o d ul a r d e s ig n , i. e . c o n s is tin g o f
subassemblies that can be replaced without adjustment
or special tooling, and without returning the ge arbox to
O il pump
the factory. This results in lower maintenance costs. modul e
( 2 ) C o m bin er g e arb o x
Fre ewhe el 2
B e v el Input
g e ar E N GIN E 2
pinion
H ydra ulic
pump
Tail rotor
driv e
H ydra ulic
pump
E N GIN E 1
Interm e diate The combiner ge arbox couples the power delivered by the
pinion Fre ewhe el 1 2 engines at the bevel ge ar input pinions, which are
Input equipped with fre ewhe els. The intermediate pinions drive
pinion the hydraulic pumps.
T HM
3.3.2. M G B C O MP O N E N T S (C o nt.)
( 2 ) C o m bin er g e arb o x (C o nt.) 2
F R E E W H E E LS IN T H E D RIV E T R AIN
• When both engines are running, fre ewhe els (1) and (2)
are engaged: the rotors and accessories are driven.
• When one engine is shut down, the corresponding fre e- Tail rotor
wheel is disengaged: the rotors and accessories are driven
by the second engine.
• In autorotation, both fre ewhe els are disengaged: the tail
rotor and accessories are driven by the main rotor.
1
F R E E W H E E L O P E R ATIO N
The fre ewhe els only transmit motion from the engine to FRE EWHE EL ENGAG ED
the rotor. 1
2
The fre ewhe el shaft (3) rides in two be arings (5-6) in the
input pinion (1). Bosses machined on the fre ewhe el shaft
form retainers for the fre ewhe el rollers (2) which are 3
pressed against the pinion bore by a spring (4) to ensure
smooth engagement.
• When the fre ewhe el is engaged, the rollers (2) are held
tightly betwe en the tops of the bosses on the fre ewhe el
shaft (3) and the input pinion bore (1). The pinion is driven
by the shaft. 4
F R E E W H E E L DIS E N G A G E D
• When the fre ewhe el is disengaged (autorotation or an
engine shut down), pinion (1) is driven by the rotor or by 5
the second engine, fre eing the rollers which act like a
6
roller be aring: the engine is isolated from the ge arbox
VIE W O F C A SIN G F R O M M G B SID E
C O MBIN E R G E A R B O X F E AT U R E S
When the helicopter is equipped with a freon air condi-
tioning system, a compressor drive pulley is bolted to the
R H input pinion only.
The standard blanking plate is replaced by a se al retainer
and a magnetic se al.
• Pinio n m o nitorin g
The combiner ge arbox housing is equipped with inspec-
Pulley tion plugs (A-B-C) for borescope examination of the power
B C
pinion te eth. This type of examination is intended to de-
termine the origin of metal particles in the oil, and to guide
maintenance operations.
T HM
3.3.2. M G B C O MP O N E N T S (C o nt.)
( 3 ) R e d u ctio n g e ar train
Stationary ring ge ar
100 te eth
Rotor shaft
394 rpm Planet carrier
(5 planet ge ars) 30 te eth
394 rpm
E picyclic
re duction
g e ar
Sun ge ar
1707 rpm
B e v el
p air
Ring ge ar The sun ge ar drives the planet ge ars, which
61 te eth rotate in the stationary ring ge ar and drive
the planet carrier and hence the rotor shaft at
394 rpm.
Spe ed ratio:
Pinions 30 + 100
6125 rpm 61 Spe ed ratio: = 4.33
17 te eth = 3.59 30
17
3.3.3. M G B E Q UIP M E N T
3
4
1 - O il filter
9 8
7 2 - 3-way union (distributes oil to M G B
combiner ge arbox)
3 - Low pressure switch
4 - Borescope port plug
5 - O il filler spout and vent
6 - O il level sight
7 - O il pump pressure relief valve
8 - Oil temperature switch
9 - Drain plug and chip detector
T HM
3.4 - M AIN G E A R B O X L U B RIC ATIO N S Y S T E M

IMP O RTANT N O T E
The M G B ge ars and be arings are cooled and lubricated by a
O nly the oils authoriz ed for use by the manufac-
pressuriz ed oil system. At the ge arbox oil outlet, the oil is
turer (refer to the F light Manual) ensure satisfac-
very hot (about 120°C) and must be cooled in an external he at
tory operation. The oil check procedures are indi-
exchanger, which removes the he at equivalent of 16 kW.
cated in the Master S ervicing R ecommendations.
3.4.1. L U B RIC ATIO N S Y S T E M O P E R ATIN G P RIN CIP L E
P < 1 bar
3 P P11
1 MGB
P
6 P P12
2
4
18 5 7
9
10
14 13
16 15
12
MG B P P11 MGB t >115° C

ˇ CHIPS T

17 P P12 11
3.4.2. L U B RIC ATIO N S Y S T E M C O MP O N E N T S
1 - O il inlet for 2 rotor mast be arings 10 - O il level sight (system capacity = 7.3 liters)
2 - V ent orifice 11 - " Oil overhe ating" warning light
3 - "Low oil pressure " warning light 12 - Bimetallic thermal switch
4 - Pressure switch 13 - Pressure relief valve set at 8 bar
5 - F low restrictor orifice plate 14 - G e ar pump (flow = 2400 liters/hour)
6 - F ilter bypass valve set at 4.5 bar 15 - Strainer
(opens in case of filter clogging) 16 - S elf-se aling magnetic chip detector, also used as a
7 - O il filter drain plug and for spectrometric oil analysis samples
8 - Two oil coolers connected in parallel 17 - C hip detector warning light
9 - C ooling fans driven by tail rotor drive shaft 18 - V ented oil filler neck
T HM
3.4.2. L U B RIC ATIO N S Y S T E M C O MP O N E N T S (C o nt.)
( 1 ) O il filter
F iltered oil Unfiltered oil
1
C L E A N FILT E R C L O G G E D FILT E R:
6 BYPASS VALV E O P E N
7
1 - Bypass valve (set at 4.5 bar)
2 - F ilter mounting bracket
8 3 - O-ring se al
4 - F ilter element
5 - O-ring se al
6 - O-ring se al (for filter bowl)
7 - Filter bowl grip ring
8 - F ilter bowl
( 2 ) O il c o oler s y ste m
The fan assembly comprises two fan-stator modules and 5
is driven by the first tail rotor drive shaft element. Air drawn 4
from the M G B compartment and fed via 2 ducts to the 6
engine and M G B oil coolers. 3
1 7
1 - Drive shaft
2 - Two-stage fan assembly
3 - C ooling air ducts
10 4 - M G B oil return line
5 - M G B oil coolers
6 - Access panel
7 - LH engine oil cooler
8 - O il line from M G B
9 - Scre en protection for 2nd fan impeller
10 - Accelerometer mount
T HM
3.5 - R O T O R B R A K E
The rotor brake is designed:

- To quickly stopping the rotor spinning after engine shut- B ra kin g prin ciple: The rotor's kinetic energy is absorbed
down. by F errodo friction pads rubbing against a disk driven by
N.B. Without a brake, the rotor's kinetic energy would keep the M G B/tail rotor shaft coupling. Since the resulting fric-
it spinning. tion transforms the kinetic energy into he at, there is an
rpm limit above which rotor braking is not authoriz ed (too
- To prevent wind from turning the rotor in the open air.
much he at would be dissipated with a risk of damage to
the disk and brake).
3.5.1. R O T O R B R A K E O P E R ATIN G P RIN CIP L E
A slotted cage (2) secured to the M G B housing (1) sup-

ports the rotor brake assembly. A mobile slotted cage (4)
carrying the brake pads fits inside the first cage. The mobile
cage cannot rotate but can move axially to force the pads
against the brake disk.
Spring (3) rests on the fixed cage and returns the mobile
ring to its "brake off" position when the brake lever is re-
leased.
C o ntrol a ctio n : Actuated by fork end control (7), ring (8)

slides on the fixed cage to push back the mobile cage via
diaphragm (5): this forces the brake pads against the disk.
1
6 8
2 3 4
7
O
When the fork is activated in the "braking" direction, roller

(6) moves through an arc of a circle with center O and,
supported by the fixed cage, pushes back ring (8), which
results in B R A KIN G.
6 7 8 5
F unction of diaphragm (5)

O nce the required braking force is generated, the
diaphragm deforms under constant load and hence:
T H E B R A KIN G T O R Q U E IS C O N S TA N T.
T HM
3.5.2. R O T O R B R A K E S P E CIFIC ATIO N S
W eight ............................................................. 2.100 kg C ompulsory time betwe en 2 brake applications ... 5 min.
Braking torque .............................................. 8.2 m.da N P ad/disk gap ..................................................... 0.5 mm
Max. braking spe ed .......................................... 170 rpm Brake force on pilot's control ............................ 15 daN
3.5.3. R O T O R B R A K E C O MP O N E N T S
F L E XIBL E B ALL T Y P E C O N T R O L
Moving part of control.
F lexible stainless ste el strip slides betwe en 2 series of
balls.
Rotor brake control
1 2 3
e
4
1 - M G B input flange
2 - Diaphragm (spring ste el)
3 - Mobile slotted cage
4 - Brake pad support (F errodo sintered iron
brake pads, useful thickness = 2 mm)
5 - Brake disk
6 - C ontrol ring
7 - C ontrol lever (fork end)
8 - Lever swivel pin
9 - C ontrol roller
10 - Stationary slotted cage
11 - Laminated shim for adjusting gap
(installation side)
e - O peration cle arance
N O T E - The brake is shown above:

- rele ased in the upper half
11 10 9 8 7 6 - applied in the lower half
T HM
3.6 - M AIN G E A R B O X S U S P E N SIO N
3.6.1. G E N E R A L
The M G B supports the rotor mast casing in which the

rotor shaft is mounted. The rotor shaft transmits cyclic
G e arbox bottom
periodical vertical and horizontal loads to the M G B (nor- Y
mal rotor vibrations at n where is the rotor angular
velocity). If the M G B was rigidly attached to the transmis-
sion d e ck, this vibration would b e tra nsmitte d to th e FY
airframe. The solution consists of inserting a flexible sus- FX
X X'
pension betwe en the M G B and airframe to absorb most of
the vibrations. Such systems are said to filter out the vi- CR
MX
brations.
MY
The main rotor/M G B assembly is thus secured to the Y'
airframe at 2 points:
- at the rotor mast by 4 rigid bars that transmit the lift to
the airframe.
- on the M G B by a flexible suspension betwe en the ge ar-
box bottom and the airframe. The suspension absorbs the
forces F x, F y, the moments Mx, My and the main rotor The basic element of the flexible suspension is a lami-
counter torque C R . nated cylindrical pad consisting of a bonded stack of thin
rubber and dural disks.
D ural Rubber
The M G B is suspended like a pendulum and oscillates
about the point O (where the 4 suspension bars inter-
sect).
O
Suspension bar
O ne end of e ach of the 4 laminated pads is fixed to the

M G B and the other to the airframe.
MGB
F lexible suspension
AIR F RAME
The vibrations are absorbed radially by the pads which The main rotor counter-torque (C R ) is transmitted through
deform in she ar. the pads by compression.
MGB
MGB
CR
The laminated pads are flexible in she ar The laminated pads are stiff in compression
T HM
3.6.1. G E N E R A L (C o nt.)
A R R A N G E M E N T O F LAMIN AT E D PA D S
T O P VIE W
R
I2
M G B bottom I2
Lateral axis
FWD
L2
L1 L2
T
FWD T
I1 Longitudinal
axis
- Two laminated pads (L1, L2) re act she arwise the loads
F x, My along the longitudinal axis. L1
-Two other pads (I1, I2) re act she arwise the loads F y, Mx
R esistive torque
acting along the lateral axis. (tail rotor)
The 4 laminated pads re act the main rotor counter torque I1
(C R ) in compression. The 2 pairs of laminated pads are
linked by a cross member (T), which closes the load path
and is loaded almost entirely in tension. R CR
This type of suspension is called "bidirectional" as it acts
along the longitudinal and lateral axes.
3.6.2. M G B S U S P E N SI O N C O M P O N E N T S
1 2 3 4 5
I2
L2
To transmit the autorotation torque which changes direc-

tion, e ach laminated pad is paired with a second pad that
is only compressed when the torque changes sign. If a
laminated pad is destroyed, the assembly is held in posi-
tion by a block (3) and continues to transmit the rotor AV
torque in compression.
1 - Cross member
2 - Structure fitting
3 - Laminated pad support
4 - Laminated pads L1
5 - Attachment bolt
I1
N.B. The longitudinal pads (L) and the lateral pads (l) have
different thicknesses. T O P VIE W
T HM
MAIN R O T O R
4.1. O V E RVIE W
4.2 - M AIN R O T O R M A S T
4.2.1. G E N E RAL
4.2.2. MAIN R O T O R MA S T C O MP O N E N T S
4.2.3. MAIN R O T O R MA S T A S S E MBLY
4.2.4. MAIN R O T O R S H A F T/M G B C O U PLIN G
4.2.5. S W A S H PLAT E A S S E MBLY
4.3 - M AIN R O T O R H U B (MR H)

4.3.1. " S TA R F L E X " R O T O R H U B
4.3.2. R O T O R H U B D Y N AMIC S
4.3.3. MR H C O MP O N E N T S
4.4 - MAIN R O T O R B L A D E S
4.5 - R O T O R SP E E D MO NIT O RIN G

4.5.1. R O T O R R PM (N R) D E T E C TIO N
4.5.2. N R MIN/MA X A U R AL ALA RM S Y S T E M
4.5.3. C O MP O N E N T L O C ATIO N S
4.6 - VIB R ATIO N A B S O R B E RS

4.6.1 G E N E RAL
4.6.2 C A BIN R E S O N AT O R S
4.6.3 R O T O R H U B S P RIN G T Y P E VIB R ATIO N A B S O R B E R
T HM
4.1 - O V E R VIE W
The main rotor provides the lift of the helicopter and powers its forward flight.
The main rotor comprises: - the main rotor mast (3)
- the rotor hub (2)
- 3 rotor blades (1).
1 2
The main rotor mast is secured to the M G B. It drives the

main rotor hub and transmits the rotor lift to the airframe.
3
The hub is attached to the rotor shaft and supports the
blades. It is located at the center of the resultant lift of the
blades and it absorbs the forces induced by the rotor rota-
tion (centrifugal forces, flapping and drag (le ad/lag) loads).
The blades convert the mechanical engine power into aero-
dynamic forces (lift).
S O M E FIG U R E S W EIG H T O F R O T O R S U B A S S E MBLIE S
+4 - Main rotor mast .............................................. 55.7 kg

N = 390 rpm (spe ed governed in ste ady flight)
-5 - Rotor hub ......................................................... 57.5 kg
- Blade .............................................................. 33.9 kg
- Anti-vibration device ........................................ 28.4 kg
Blade sle eve
Bla d e
Rotor diameter = 10.69 m
R O T O R ID E N TIFIC ATIO N
The blade sle eves are balanced to compensate for the

weight of the rotating scissors. The sle eves and blades
are also functionally paired by adjusting their pitch change Pitch
rod. To prevent the settings being lost on removal/installa- change rod
tion of these components:
- the rotor hub can only be mounted in one position on the
rotor mast (se e 4. 3. 3.).
- e ach blade/sle eve/rod forms an assembly that is identi-
fied by a different color (in the order: yellow, blue, red).
These colors can also be used when tracking the blades,
to identify the trace of e ach blade on the tracking flag.
" BLA D E/SL E E V E/R O D " A S S E MBLIE S
ID E N TIFIE D B Y C O L O R E D A D H E SIV E TA P E
T HM
4.2 - M AIN R O T O R M A S T
4.2.1. G E N E R A L
The main rotor mast consists of:

- the rotor shaft (9) driven by the M G B.
- the swashplates, i.e. the rotating star (3) and the
stationary star (4).
The stationary star is actuated at 3 points (indexed 1

at 90°) by the flight controls (5). It is mounted on a
balljoint (12) and can: 2
- pivot about the balljoint to vary the cyclic pitch.
- move along the shaft to vary the collective pitch; the 3
balljoint then slides up or down on a guide (11). 13
4
The rotating star rotates on be aring (13) and copies
all the movements of the stationary star, transmitting
12
them via 3 pitch change rods (2) to the blade control 5
horns (1) on the blade sle eves.
A casing assembly (10) extends beyond the swash-
plate guide to rigidly connect the mast to the M G B. 6
11
The main rotor shaft is attached to the housing by a
guiding roller be aring (6) and a 4-contact be aring (8) 7
that carries the rotor lift in flight and the rotor weight 8
on the ground. These loads are transmitted by 4 sus-
pension bars (7) secured to the transmission deck.
10 9
S WA S H PLAT E O P E R ATIN G DIA G R AM
F ORWARD
Simulta n e ous Action on the fore/

2
action on the 3 aft control
controls
The upper scissors (1) is attached C O LL E C TIV E PIT C H VA RIATIO N C Y C LIC PIT C H VA RIATIO N
to the rotor shaft and drives the The balljoint does not move but the
The balljoint slides along the rotor mast.
rotating star. swashplate pivots about it. In the dia-
The pitch change is the same on all 3
The lower scissors (2) is attached blades. In the above diagram, the pitch gram above, the pitch decreases to the
to the casing and stops the sta- is increasing. front and incre ases to the re ar.
tionary star rotating.
T HM
4.2.2. M AIN R O T O R M A S T C O MP O N E N T S
Rotor shaft Although the suspension bars are

not part of the rotor mast, they are
assumed to be so functionally for
Swashplates
explanatory purposes.
Swashplate guide
C a sing a ss e mbly
Suspension bars (s/ste el)

R e ar attachments
S O M E S P E CIFIC F E AT U R E S O F T H E R O T O R MA S T
O nly one be aring

in the control linkage
Swashplate guide covered with

Teflon-coated glass fabric: The usual hinge be arings (low
N O LU B RIC ATIO N r e li a b ilit y) a r e r e p l a c e d b y
b alljoints a nd s elf-lubric ating
be arings.
HIG H E R R E LIA BILITY
N O LU B RIC ATIO N
N.B. E xcept for the normal visual checks, the rotor mast F urthermore, you can replace all defective parts by your
requires no servicing. own me ans (no more factory returns).
T HM
4.2.3. M AIN R O T O R M A S T A S S E M B LY
4 P OIN T C O N TA C T B ALL B E A RIN G S

Periodically lubricated via grease nipple C.
1 2 3 D istributing th e lo a ds to 4 points d e-
cre ases the specific pressures.
B E TT E R R E LIA BILITY.
21
20
1 - Scissors drive
4 2 - Rotor shaft (ste el)
3 - Rotating scissors
19 4 - B alljoint
5 - Stationary scissors
C 6 - Spacer
7 - Roller be aring
18 5 8 - Slotted (phonic) whe el
9 - O il tube
17 6 10 - E lectric chip detector
11 - Thrust be aring
12 - Planet ge ar
13 - V ent
14 - Borescope port plug
15 - N R magnetic sensor
7
16 - Upper casing (light alloy)
17 - Swashplate balljoint guide
16
8 18 - S elf-lubricating adhesive tape
19 - Stationary swashplate
20 - Rotating swashplate
15
21 - Pitch change rod
9
14
13 10
ˇ R O T O R MAST
 C hip detector
12 11 P P11
CHIP
ˇ MG B

P P12
MGB
C hip detector
T HM
4.2.4. M AIN R O T O R S H A F T/M G B C O U P LIN G

1
17 3
5
16
6 1 - Lip se al
2 - B e aring cup lock bolt
15 3 - Plug for checking oil le akage from lip
7 se al (1)
14 4 - Roller be aring
8 5 - Slotted (phonic) whe el
6 - O il slinger for be arings (4) & (9)
7 - E lectric "metal chip" detector
8 - B e aring housing
9 - Thrust be aring (4-contact)
10 - C hip collector
11 - Planet ge ar carrier/mast assembly
12 - Oil scavenge bowl
13 12 11 10 9 13 - Planet ge ar
14 - Air vent
15 - Plug for borescope inspection
16 - N R magnetic sensor
17 - Light alloy upper casing
4.2.5. S WA S H P L AT E A S S E M B LY
Two ball sockets (1), made of self-lubricating material, al-

low the swashplate assembly to oscillate on balljoint (2).
The 4-contact be aring (3) is lubricated by gre ase nipple
(4). Protectors (5, 11) ke ep out rain and dust.
7 A tapped hole (10) on e ach arm of the rotating star is used
to fit struts for flight control rigging.
9 A pulse-generating tab (6) integral with the rotating star
synchroniz es the strobe light flashes in blade tracking
checks.
11 The rods have 2 end-fittings (7) with opposite-hand threads
8 for blade pitch adjustment by rotating rod body (8) (with
10 A locknuts (9) unscrewed). Turning the rod in the direction
marked "+" on the rod body incre ases the blade pitch: a
7 rotation of one flat on the rod body changes the blade
1 track by approximately 6 mm.
6 5 4 3
D O N O T A DJUST TH E L E N G TH O F
Y E LL O W PIT C H C H A N G E R O D
A : Laminated shim for adjusting play of ball sockets (1) A S IT IS TH E D ATUM R O D
T HM
4.3 - M AIN R O T O R H U B (MR H)
4.3.1. " S TA R F L E X " R O T O R H U B

The basic component of the rotor is the S TA R with its 3 - F LA P PIN G, D R A G, PIT C H C H A N G E
arms F L E Xible in the flapping direction (hence its name The sle eve must also transmit the blade centrifugal loads
" Starflex"). to the rigid center part of the star.
O n the Starflex rotor hub, rigid sle eves join the blades to F or this purpose, flexible couplings are fitted betwe en the
the star arms so that the hub performs the following func- sle eve (3) and the star arm (2), i.e.:
tions WIT H O U T B E A RIN G S:
- a laminated spherical stop (1) (sandwich structure of
ste el cups and thin elastomer she ets).
- elastomer blocks (4), called frequency adapters.
Positive flapping
Manufacturing coning
Theoretical plane of rotation
N egative flapping
1 2 3 4 O nly parts required for the functional

explanation are shown or outlined
1 - L a min a t e d sph eric al stop, which is fle xible in 3 - Sle eve (glass resin yarn roving).
torsion, flapping and drag but rigid in compression. 4 - E la stom er blocks distorting sh e arwis e (in-pla n e
It is the "he art" of the hub as it absorbs all the dragwise damping and stiffness).
loads and displacements. 5 - S elf-lubricating balljoint, centering the sle eve at the
2 - Star arm (star made of "glass resin" laminate). end of the star arm.
F abrics molded and oven-cured.
1 2 3 4 5
BLA D E
Some advantages of the Starflex hub compared to the - O n-condition maintenance (No overhauls).
hinged rotor hub: - Modular design with all parts bolted together for e asy
- Practically maintenance-fre e (hingeless, gre aseless, replacement of critical elements (spherical stop, elastomer
etc.). blocks).
- F ail-safe design through the use of composite materials - Low weight of 55 kg (In comparison, the Alouette 3 MR H
(any damage evolves very slowly and is visible). weighs 105 kg).
T HM
4.3.2. R O T O R H E A D D Y N A MIC S
The Starflex rotor hub is comparable to a hinged rotor, with elastic return in the flapping and drag directions (the star
arms and elastomer blocks act as springs).
F LA P PIN G F U N C TIO N
The star arms are flexible in flapping and

are bent upward or downward by the flapping forces...
ˇ
...causing the blade/sle eve assembly to flap about

the center O of the laminated spherical stop, which distorts elastically.
IN-PLA N E D R A G F U N C TIO N
The star arms are rigid in-plane (dragwise).
U n d e r th e a ctio n
of the drag forces...
the elastomer
blocks deform in
she ar...
The elastomer blocks

provide:
- both stiffness to adjust
the natural frequency
. . a n d th e bl a d e /sl e e v e a s s e m bly
pivots a bout th e c e ntre " O " of th e - and damping to limit the
l a m i n a t e d s p h e ri c a l s t o p , w h i c h oscillation amplitude.
deforms elastically.
T HM
4.3.2. R O T O R H U B D Y N A MIC S (C o nt.)
PIT C H C H A N G E
The star arms are rigid in torsion
Actuated by
the blade
horn... ˇ ˇ
...the laminated spherical ...and the sle eve rotates about

stops deform in T O R SIO N... an axis going through the lami-
nated spherical stop center O
and the balljoint centre O'.
N O T E : Since the end of the blade control horn (E) is

directly opposite the spherical stop center O , there is no
geometric pitch/flapping coupling (no K-link)

R E A C TIN G T H E C E N T RIF U G AL L O A D S
The centrifugal loads are re acted via the sle eve by the laminated spherical stop. The stop is stiff in compression and
transmits the centrifugal loads to the thick center section of the star where they balance e ach other out. The star
arms are thus not stressed.
Fc
T HM
4.3.3. M R H C O M P O N E N T S
All the rotor hub parts are either perfectly
1 - Star (glass-resin) symmetrical or foolproofed :
2 - Spherical stop (laminated elastomer) N O E RR O R IS P O SSIB L E
3 - Sle eve flange (glass-resin) IN DIS A SS EMB LY/R E A SS EMB LY
4 - Frequency adapter (3 elastomer layers)
5 - Blade attach pin
6 - Light alloy washers (replaced by balance weights,
if necessary)
7 - S elf-lubricating balljoint centered in bush
8 - Blade horn lever
9 - Thrust fitting (droop restrainer)
10 - Droop restraining ring
11 - Hub locating boss
1 2 3 4 5
11
6 Location for
7
balancing plates
8
10 9
Tungsten carbide coating

Bonded bush with
m e ch a nic a l
locking
Teflon coating
1
R O T O R H U B IN S TALLATIO N O N R O T O R MA S T
2
11 3
5
1 - Star attach bolt
2 - Flanged ring
3 - Anti-corrosion washer
10 6
4 - Bush
5 - Ring nut
6 - R etaining ring for nuts (5)
7 - Droop restrainer ring 7
8 - C lamp for stirrups (9)
9 - Stirrup for retaining ring (7)
10 - Stud for sle eve electrical bonding braid 9 8
11 - Bolt attaching star and stirrup (9)
T HM
4.4 - M AIN R O T O R B L A D E S
C onstruction ................................. composite materials
W eight ............................................................... 33.9 kg n
Airfoil .................................................................. O A 209 AIR F OIL O A 2 X X
Chord ................................................................ 350 mm
O N E R A. Type 2 Thick./
chord ratio
e = n% of C
C = 350 mm
Polyurethane protector
Le ading edge protector
on underside Bonding braid
(polyurethane coated)
C enter of gravity mark
Blade folding
prop position marks First 4 tabs are 5th and 6th tab set at 0°, can
c a mb ere d during be cambered for blade
dyn a mic adjustment on MR H
b a l a ncing
Blade attach
Static and dynamic pin bushings
blade balance weights
Glass roving tape wound around attach

inserts and forming the le ading edge spar
and the trailing edge ledge
Tracking finger
Glass fabric layup
for blade tracking
forming blade skin
flag check Blade strobe-tracking
target mounting screw
Roving spar
Stainless Spar box structure Glass fabric skin
ste el cuff (gla ssfib er)
Polyurethane strip Roving trailing

integrated in airfoil F oam core edge ledge
T HM
4.5 - R O T O R S P E E D M O NIT O RIN G
4.5.1. R O T O R R PM (N R) D E T E C TIO N
The pilot's instrument panel includes a triple rpm indicator

displaying the main rotor spe ed (N R) and the fre e turbine
spe ed for e ach engine (N F 1-N F 2)*.
The copilot's instrument panel includes a single pointer
N R indicator.
An aural alarm sounds when the rotor spe ed is outside 3
the minimum or maximum rpm limits. A test light con- 4 5
firms proper operation of the electronic circuitry. NR
* N F is the rpm of the generator fre e turbine.
1 - Slotted phonic whe el on main rotor shaft 1 FRE QUENCY

2 - Magnetic sensor C OMPARATO R
2
3 - Pilot's triple rpm indicator (N R - N F 1 - N F 2)
6
4 -Indicator light
5 - Horn 7
6 - E lectronic detection unit
P P13
7 - C opilot's N R indicator NR
( 1 ) O p eratin g prin ciple of pilot's s elf-c o ntain e d N R in dic ator
1 C opilot's N R indicator
2 NR
FRE QUENCY/ F G ALVAN OME T E R
V O LTA G E P O W E R SUPPLY G
C ONVERTER
The phonic whe el (1) is driven by the main rotor shaft. As This voltage is transmitted via a power supply circuit to a
e ach tooth passes in front of sensor (2), it induces an galvanometer that controls the rpm indicator display.
alternating electric current whose frequency is proportional
to N R.
The frequency signal (F) is applied to a frequency/voltage T H E S E L F-C O N TAIN E D TA C H O M E T E R IN DIC AT O R WILL
converter, which supplies an output current with a voltage DIS PLAY T H E R O T O R R PM E V E N IN T H E E V E N T O F A T O-
TAL AIR C R A F T E L E C T RIC P O W E R S Y S T E M FAILU R E .
(U) proportional to the rotor spe ed.
( 2 ) O p eratin g prin ciple of c o pilot's a u xiliary N R in dic ator
FRE QUENCY/ F MO T O R SLAVIN G

1 V O LTA G E C IR C UIT M
C ONVERTER
A
2
B
P O W E R S U P PLY P P13
The rpm sensor (2) is not powerful enough to drive 2 self- Since the copilot's N R indicator is only fed a we ak signal
contained indicators. from the second winding (B), it requires external slaving
power.
T HM
4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M
The N R min/max aural alarm system warms the pilot when the rotor is overspe ed above the maximum limit (410 rpm) or
underspe ed below the minimum limit (360 rpm), corresponding to the rotor's mechanical and a erodynamic rotor limits.
( 1 ) N orm al o p eratio n
SL O T T E D
FAILU R E W/PA N E L WHE EL
4 SENSOR
HORN NR
"HORN"
pushbutton 30
15 A
N R alarm
P P11
printed circuit
B
C 10
P P12
A - Horn light ground
B - N R MA X (overspe ed) detection
C - N R MIN (underspe ed) detection (horn)
The frequency of the current induced in the double sensor horn in the following rpm ranges:
windings is transmitted to the N R indicator and to the elec- - 250 rpm < N R < 360 rpm (continuous audio signal)
tronic N R MIN/MA X detection unit. D epending on the sen-
- N R > 410 rpm (intermittent audio signal)
sor's output frequencies, the detection unit triggers the
(2) O p eratio n s elf-te st

SL O T T E D
4 SENSOR
HORN NR
"HORN"
pushbutton 30
15 A
N R alarm
P P11
printed circuit
B
C 10
P P12
A - Horn light ground
O v ers p e e d d ete ctor o p eratin g te st

T h e syst e m runs a s e lf-t e st of th e ov ersp e e d a nd When the " H O R N " pushbutton is off, oscillator (B) in the
underspe ed alarm electrical circuits as the engine accel- detection unit is connected to the " H O R N " light causing it
erates after starting with the " H O R N " switch off, but with- to flash betwe en 250 and 360 rpm inste ad of 410 rpm.
out re aching the overspe ed rating (410 rpm).
T HM
4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M ( C o nt.)
(3) Dro p of N R b etw e e n 360 a n d 250 rp m
SL O T T E D
4 SENSOR
HORN NR
"HORN"
pushbutton 30
15 A
N R alarm
P P11
printed circuit
B
C 10
P P12
A - " H O R N " light ground
In this rpm range with the " H O R N " pushbutton O N, the detection unit directly energiz es the audio alarm via the busbars
P P11 and P P12. T h e s o u n d is c o ntin u o u s.
( 4 ) O v ers p e e d c o nfig uratio n (N R > 410 rp m)

SL O T T E D
4 SENSOR
HORN NR
"HORN"
P ushbutton 30
15 A
N R alarm
P P11
printed circuit
B
C 10
P P12
A - H O R N light ground
The frequency of the induced current corresponds to an overspe ed condition, causing the detection unit oscillator to
energiz e the horn, which s o u n d s intermitte ntly.
T HM
4.5.2. N R MIN/M A X A U R A L A L A RM S Y S T E M ( C o nt.)
( 2 ) In dic atin g lo gic a n d h orn o p eratio n
• " H O R N " lig ht s e q u e n c e d urin g o p eratin g te st
NR
̌
 ˇ
̌ˇ
HORN
̌ˇ
̌
 HORN
̌ˇ
̌ˇ ̌

HORN The illumination sequence of the " H O R N " light

indicates:
Light flashes from - the horn is not active
250 to 360 rpm - the alarm circuit test is O K.
• H orn o p eratio n (" H O R N " switch O N)
NR
Intermitte nt o v ers p e e d w arnin g above 410 rpm

̌
 ˇ
̌ˇ
̌ˇ
̌

̌ˇ
̌ˇ ̌

C o ntin u o u s u n d ers p e e d w arnin g from 250 to 360 rpm
T HM
4.5.3. C O M P O N E N T L O C ATI O N S
Magnetic sensor
N R MIN/MA X
alarm printed circuit
(on 30D)
 ˇ


 
Horn
pushbutton
̌
̌ 
̌
  HORN

 
   ˇ


   

̌ 
̌
 
̌ ˇ

 


̌

ˇ
̌ˇ ̌ˇ Horn
̌

̌ˇ ̌ˇ
 
C O PIL O T'S N R IN DIC AT O R PIL O T'S N R-N F 1-N F 2 IN DIC AT O R
T HM
4.6 - VIB R ATIO N A B S O R B E R S
4.6.1 G E N E R A L
As you know, periodic cyclic loads act on the blades about These vibrations are felt in the cockpit (particularly the
the flapping and in-plane drag axes. These loads induce vertical component which is the most troublesome), i.e.
stresses and re actions at the rotor hub, i.e.: in the very place where a comfortable environment is es-
- bending and torsion moments on the rotor shaft, sential.
- she ar loads on the shaft.
The rotor hub cyclic stresses and re actions are repe ated ALWAY S B E A R IN MIN D that these 3 vibrations are
regularly every revolution and on e ach blade. Their fre- perfectly normal and are due to the operating principle of
quency is 3 since there are 3 blades with an angular the rotor; moreover, they are in no way related to the static
velocity of , The rotor hub re actions are transmitted and a erodynamic balance. In other words, we either have
through the rotor mast, suspension bars and M G B hous- to live with them or try and attenuate them. W e have al-
ing and generate vertical and horizontal vibrations that re ady se en that the M G B bidirectional suspension is de-
propagate through the airframe. signed to filter out the vibration but some always "gets
through". W e have therefore attempted to further improve
the vibration level by me ans of vibration absorbers based
on the resonator principle.
( 1 ) R e s o n ator prin ciple

F1
R esponse of weight M
The dynamic behaviour of the airframe can be represented
by a spring K and a weight M suspended from the rotor,
which excites the airframe by a dynamic load F 0 at fre-
quency of 3 .
K
The response of the weight M to this excitation (load F 1)
varies with M and with the natural frequency of the spring
K/weight M system (a function of M and the spring stiff-
ness). Thus depending on the airframe dynamics (M and M
K), the vibrations will either be amplified or attenuated but
they will always be present.
If a weight m is now added via a spring k to weight M (m < F0 3 w rotor excitation
M), the vibration characteristics are altered (such a sys-
tem is called a resonator). W eight m is excited by weight
M but it counteracts and tends to reduce the excitation
load F 0; it can even cancel it out if the resonator's natural
frequency is equal to the 3 excitation (the resonator
natural frequency = k/m). K
In other words if the resonator frequency is equal to the F2 k
if m =3
excitation frequency, the airframe does not respond since
the weight M does not vibrate, i.e. th e re s o n ator c a n-
c els o ut th e vibratio n s. M .... F 2 = F 0
and F 1 = 0
k
F0
m
O bviously, such a simple system does not exist. From nators by locating them so that they minimiz e the vertical
the dynamic point of view, the structure consists of a se- vibration component in the cabin. The 3 resonators on the
ries of dissimilar weights (like M) and springs (like K); E cureuil are therefore are installed :
thus, to filter out all the vibrations, it would be necessary - under the pilot and copilot se ats to make the cabin a
to provide a resonator for every "M/K " system, which of "calm" are a.
course is not fe asible.
- on the main rotor hub at the source of the excitation
However what can be done is to limit the number of reso- loads.
T HM
4.6.1 G E N E R A L (C o nt.)
( 2 ) Prin ciple of th e c a bin re s o n ators
The figure gives you an ide a of how the

vertical vibration amplitude varies when A nti-nod e
there are no cabin resonators. The ampli-
tude curve is se en to include anti-nodes
(high vibration) and nodes (zero vibration).
You can also se e that the vibration level
in the cabin is high. N od e
The cabin resonators (a weight m at the
end of a flexible ste el blade k) are there-
fore located under the pilot's and copilot's
se ats; since the resonator is tuned to the
3 frequency, it cancels out the vibration
a t th e a tt a chm e nt point of spring k , Node fixed
thereby generating a node under the pi- by resonator
lot's and copilot's se ats and reducing the
vibration level in the cabin.
The weight m vibrates in m

a ne arly vertical plane k
( 3 ) Prin ciple of th e rotor h u b vibratio n a b s orb er

Main rotor
In this case, the resonator acts on the excitation loads hub axis
themselves. A weight m is located on the rotor hub axis
and is held by 3 springs k allowing it to flap (to vibrate) in
k
the horizontal plane and in the other directions. The weight
m/springs k system is excited by the periodic cyclic loads
on the rotor hub, and responds at the excitation frequency k
by counteracting the excitation loads.
m
1 2 3
k
1- Vibration absorber fairing

2- C oil spring (3 springs)
3- Vibrating weight
4- C ylinder centering and retaining balljoint (5)
5- B alljoint, guiding weight (3) in horizontal plane
7 6 4
6- Protective boot ke eping out external agents
(e.g. dust, rain, etc.)
5 7 - Rotor hub star
T HM
4.6.2 C A BIN R E S O N AT O R S
2 4
1 - Bottom structure be am
2 - Attachment backing plate
3 - Attachment plate Chamfers for movement
4 - F lexible ste el blade 3 of blade (4).
5 - Resonator weights C omply with installation direction.
The helicopter vibration level can be enhanced by moving the

resonator weights on the ste el blades as specified in the
Maintenance Manual instructions.
4.6.3 R O T O R H U B S P RIN G T Y P E VIB R ATIO N A B S O R B E R 1
1- F airing
2- Upper flange 5
3- W eight
4- Mount assembly
5- Lower flange 6
6- C enter rod holding weight in
horizontal plane
7 - B alljoint
8 - E xterior stop of spring (9)
7
9 - Spring
T HM
TAIL R O T O R DRIV E SYST EM
5.1 - FROM THE MG B TO THE TG B
5.2 - TAIL R O T O R D RIV E S Y S T E M
5.3 - TAIL G E A R B O X
5.3.1. T G B C O MP O N E N T S A N D M O U N TIN G
5.3.2. PIT C H C H A N G E S PID E R A N D H U B
5.3.3. TAIL R O T O R D RIV E C O MP O N E N T S
without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998. 5 .1
T HM
5.1 - F R O M T H E M G B T O T H E T G B
2090 rpm
The tail rotor is driven from the M G B by:
• The M G B T G B coupling shafts 6125 rpm
• The tail ge arbox (T G B)
5.2 - TAIL R O T O R D RIV E S Y S T E M

The system comprises 4 drive shafts: a stainless ste el
forward shaft (1), a fan drive shaft (2) riding in 2 ball be ar- 7 TGB
ings (3), an intermediate shaft (4), and a very long re ar
shaft (5) riding in 6 ball be arings (6), mounted in elastomer
5
bushes to absorb the assembly vibration.
All the shafts are connected by flexible couplings (7). The 8
forward and re ar shafts (1, 5) have splined end fittings (8), 9
which slide in the coupling flanges (9) for e asy removal of
7
the drive shafts.
6
6 be arings
along tail boom
4
2
7
1 3
7
B e aring
(stainless ste el) E la stom er
9 bush
8 E la stom er
sle e v e
TGB
B all be aring
Driv e
shaft
B e aring
support
bra ck e t
Access panel to re ar flex coupling on shaft (1) for

installation, inspection and balancing.
5 .2 d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted
T HM
5.3 - TAIL G E A R B O X (T G B)
The T G B is basically an angle reduction ge ar (spiral bevel Hub attachment

ge ar) mounted in and protected by a light alloy casing.
Tapered roller
The bevel ge ar shafts rotate in standard Timken tapered b e arings
roller be arings which absorb the radial loads and axial
thrust. Both the bevel ge ar and the other ge ars are splash-
lubricated.
T h e h e a t g e n era t e d by th e g e arbox in op era tion is Power takeoff
Tapered roller
completely dissipated by radiation from the casing. b e arings
" Gle ason" spiral bevel ge ar

44
Velocity ratio: = 2.93
15
5.3.1. T G B C O MP O N E N T S A N D M O U N TIN G
The condition of the bevel

ge ar can be checked using a
3 borescope inserted through the
filler neck (strainer removed).
4
2 5 6
F ORWARD MOUNTS
REAR MOUNTS
1 - O-ring P P11
2 - O il level sight (Pyrex glass) TGB
3 - O il filler cap (elastomer) CHIP ˇ
4 - Strainer (perforated brass she et) 
P P12
5 - G asket
6 - Drain plug and magnetic element
T HM
5.3.2. PIT C H C H A N G E S PID E R A N D H U B
1 2 3 4 5
The rotating plate (4) is driven by the rotor via 2

pitch change links (5) and is fre e to slide along
the rotor shaft (7).
7 The stationary plate (2) is actuated by a pitch
change bellcrank (1) hinged on the T G B casing. It
is fre e to slide axially and hence moves the rotat-
ing plate but it is prevented from rotating by the
1 - Pitch change bellcrank bellcrank.
2 - Stationary plate The stationary and rotating plates are separated
3 - B all be aring a ball be aring.
4 - Rotating plate The figure shows the pitch linkage movements to
5 - Pitch change link incre ase the pitch angle . The directions are re-
6 - Hub versed to decre ase the pitch angle.
7 - Rotor shaft
Sliding motion on self-lubricating bushes

Life-lubric ate d
b e aring
S elf-lubric ating
b a lljoint
S elf-lubric ating
b a lljoint Yaw control The maintenance of the control assembly has been
minimiz ed. Apart from the standard visual inspec-
tions, no routine maintenance is required. There
are no lubrication points thanks to the use of self-
lubricating balljoints, a life-lubricated be aring and
self-lubricating sliding be arings.
T HM
5.3.3. TAIL R O T O R D RIV E C O MP O N E N T S

1 2
1 - Rotor mounting bolt
2 - Hub
3 - S elf-lubricating balljoint
4 - Pitch change link
5 - Dust protector wiper se als 3
6 - S elf-lubricating friction bushes
7 - Hinge on shock mounts 4
8 - B e aring protective baffles
(grease-filled)
9 - Rotor shaft (ste el) 5
10 - V-ring dust protector
11 - Thre aded baffle joint 6
12 - Timken tapered roller be arings
13 - T G B casing
14 - B evel ring ge ar (case-hardened ste el) 25
15 - T G B cover (light alloy)
16 - B evel pinion (case-hardened ste el)
7
17 - V ented plug 24
18 - Magnetic se al
19 - B e aring spacer
20 - Pitch change bellcrank 23
8
21 - E xpansible bolt
22 - Nut joining stationary/rotating plates 22
23 - Stationary plate (light alloy) 21
24 - D e ep groove ball be aring
25 - Rotating plate (light alloy) 20 5
9
10
19
11
12
18
13
14
17
16
12
12 15
A B C D E
IN S TALLATIO N A N D O P E R ATIN G P RIN CIPL E

O F T H E MA G N E TIC S E AL
T h e c arbon s e a ling ring (D) is h e ld by th e

rotating bush (E). The ring is magnetically at-
tracted onto magnetic bush (A), which is integral
with nonmagnetic se al holder (C), itself held by
lock ring (B).
T HM
TAIL R O T O R
6.1 - G ENERAL
6.2 - TAIL R O T O R D E SIG N P RIN CIP L E S
6.3 - TAIL R O T O R F U N C TIO N A L A N D S C H E M ATIC D E S C RIP TIO N

6.3.1. PIT C H C H A N G E
6.3.2. BLA D E C O NIN G A N G L E
6.3.3. PIT C H/F LA P PIN G C O U PLIN G (K LIN K)
6.3.4. E F F E C T O F T H E B O S S (" C HIN E S E ") W EIG H T S
6.4 - TAIL R O T O R C H A R A C T E RIS TIC S
6.5 - TAIL R O T O R C O MP O N E N T S
T HM
6.1 - G E N E R A L
The tail rotor controls the helicopter about its yaw axis. L . T y > Cr
The forces acting are the main rotor's counter torque (Cr),
Cr
a nd th e t a il rotor thrust (Ty) with a mom e nt
M = L.Ty about the c.g. G
The tail rotor is a flexible se esaw type, mainly constructed L

of composites (carbon, K evlar etc.) with only a few metal Ty
connecting parts. The conventional pitch and flapping L . Ty > Cr
hinges have be en eliminated and, with them, the mainte-
nance-intensive be arings. In fact, the tail rotor offers the
same advantages as the main rotor (described in § 4.3.1.), • L . Ty = Cr, the helicopter is in equilibrium
i.e. almost maintenance-fre e, fail-safe design, on-condi- • L . Ty < Cr, the helicopter turns to the left
tion maintenance, etc. • L . Ty > Cr, the helicopter turns to the right.
6.2 - TAIL R O T O R D E SIG N P RIN CIP L E S
The basic rotor component is a glass-resin roving spar on

which the 2 blades are molded. The spar is clamped (at Sp ar
its center) betwe en 2 half shells. O ne of the shells has a Bla d e
hole for se esaw-mounting the blade assembly on the ro-
tor shaft hub yoke. S e esaw
b olt
H alf-shells
T H E S PA R IS A T HIN BLA D E T H AT IS
...fl e xibl e in th e bl a d e ...torsionally flexible over its

thrust (Ty) direction. This central portion.
fl e xibilit y a b s orb s t h e This flexibility acts as the
thrust-induc e d b e nding pitch change hinge (thrust
loads. control). Yok e
Ty Bla d e
R etre ating blade

0.29 R
Twisting
Ty are a
C oning S e esaw
a xis
The se esaw mounting performs the flapping function.

The blade assembly pivots about the seesaw bolt and "bal- FWD
ances itself" every half revolution, i.e. when the advancing
blade lifts above the plane of rotation, the retre ating blade
drops below this plane. A dv a ncing
bl a d e
N.B. The flapping motion compensates for the thrust asym-
metry betwe en the advancing and the retre ating blade.
F la pping
T HM
6.3 - TAIL R O T O R F U N C TIO N A L A N D S C H E M ATIC D E S C RIP TIO N
The glass fabric blade skin (1) blends into the le ading clamped betwe en 2 metal half-shells (6) on the se esaw
edge of the spar (8) over the main non-twisting section. axis. The half-shells and ring are separated by 2 lami-
The core (2) betwe en the spar and skin is filled with syn- nated, natural rubber/metal half-be arings (5) that deform
thetic alkyd isocyanate foam. The skin is secured by a in torsion and she ar. In the twisting are a, a cavity (3) in
light alloy flanged ring (4) on the blade shank. the foam filler allows the fre e spar to distort.
The ring supports the blade control horn (7), connected
to the tail rotor pitch change link, and 2 large boss-type
weights (9) (also called " C hinese " weights). The spar is
1 2
4 5 6
8 7
T WIS TIN G A R E A
K link
(Initial twist = 10°)
9 5
6.3.1. PIT C H C H A N G E
7
Blade axis
When actuated by a pilot input, the blade control horn (7)
rotates the blade shank flanged ring about the laminated
half-be arings (5) which distort in torsion. The pitch change
load is transmitted from the flanged ring to the blade's 10° Spar centerline
main non-twisting section and then on to the spar's tor- at clamp
sion section, which twists to incre ase or decre ase the
pitch.
Incre a sing
pitch
6.3.2. B L A D E C O NIN G A N G L E
The spar bending loads are picked up in the clamping

are a by the 2 laminated half-be arings, which locate the
coning axis and limit the coning angle.
The arrows in the figure show the directions of the loads
exerted on the be arings, which are stiff in compression
but flexible in she ar.
C oning
axis
T HM
6.3.3. PIT C H/F L A P PIN G C O U P LIN G (K LIN K)
Since the blade horn is offset from the seesaw axis (flapping
axis), flapping and pitch will couple with e ach other.
K link
Blade flapping causes the blade horn to move out of the R etre ating incre a s e s
plane of rotation (which contains the flapping axis) and to bl a d e pitch
change the pitch of:
- the advancing blade, which lifts and its pitch decre ases, K link
- the retre ating blade, which drops and its pitch incre ases.
The K link has the same a erodynamic effect as blade flap- K link
ping (R efer to the theory of the helicopter) and therefore
tends to stabiliz e it. FWD
K link
S e esaw A dv a ncing d e cre a s e s
6.3.4. E F F E C T O F T H E B O S S ( " C HIN E S E " ) a xis bl a d e pitch
W EIG HTS
These weights balance out the z ero pitch return moment

F la pping
of the blades and reduce the pitch control loads; this is
a ngl e
particularly useful in case of failure of the tail rotor servo
actuator, which le aves the pilot without hydraulic power
assistance.
force F c (F c = m 2r) acting on elements A and B can be
resolved into 2 components A et B:
E X PLA N ATIO N O F BLA D E Z E R O PIT C H R E T U R N M O M E N T - F o, parallel to the blade spanwise axis,
- F 1, perpendicular to this axis.
C onsider 2 blade elements A and B , e ach of mass m, in The F o components have no effect on the airfoil position,
the same airfoil section. They are roughly at the same but the F1 components generate a moment about the blade
distance r from the center of rotation O . The centrifugal hinge line that tends to return the blade to its flat or z ero
pitch ( = 0) position.
FC F1 When the blade is flat, the moment generated by these
forces is z ero.
F0 O
A
A
B F1
F0
r
B
FC F1 F1
Hinge line
E F F E C T O F T H E B O S S W EIG H T S
liz ed at all pitch angles .

The purpose of the boss weights, located perpendicular
to the airfoil, is to generate a moment counteracting the The figures show cle arly that the effect of the boss weights
blade z ero pitch return moment so that the airfoil is stabi- is to counteract the blade z ero pitch return moment.
FC
F1
F0
Boss weights O
F0
FC F1
T HM
6.4 - TAIL R O T O R C H A R A C T E RIS TIC S
Rotor diameter .................................................... 1.86 m 185 mm chord, extended by a trailing edge tab
W eight ................................................................. 4.6 kg D esign twist .............................................................. 0°
Airfoil ......................................... symmetric N A C A 00.12 Spar in twist are a preset to ...................................... 10°
6.5 - TAIL R O T O R C O MP O N E N T S
T h e construction of th e tail rotor bla d e s is similar to th at

of the main rotor blades, i.e.:
- glass roving spar (longitudinal roving layup)
- foam core
- glass fabric skin laid at ± 45° (2 layers). Blade cuff - R einforced twist are a
(glass fabric under skin)
The blade assembly is molded and then hot-cured.
4 5 6
2 3
1
4 5
6 7 8 12
A 0 & B 0 : Attachment points of the rotor hub chordwise

balancing weights. B0 10
C : Attachment point of the spanwise balancing weights. 9
1 - Impact finger
2 - O utboard rib
3 - Spanwise balancing weights
4 - Lower surface protection - polyurethane she et
5 - Skin (2 glass fabric layers)
6 - Leading edge protection (bonded stainless steel)
7 - Glass roving spar
8 - Alkyd isocyanate foam 11 11
9 - Mounting plate for blade assembly balance weights
10 A0
10 - Blade control horn
11 - Boss weights
12 - Tab
T HM
6.5 - TAIL R O T O R C O MP O N E N T S (C o nt.)
A S S E MBLY O F TAIL R O T O R
Laminated taper be arings
B alljoint
6 7 8 9 10 11 12
Ste el insert
E la stom er
1 3
1 - S e esaw half-shell
2 - Blade root ring with boss weights
3 - Laminated half-be aring
4 - Blade spar
5 - S e esaw clamp
6 - Blade control horn
7 - S e esaw bolt (rotor attachment) 5 4 2
8 - Tight-fit, laminated taper be aring. Inner ring
is made integral with the rotor by bolt (7).
The be aring is designed to attenuate blade
swinging.
9 - Hub yoke
10 Woodruff key
11 - Rotor shaft
12 - Pitch change link
T HM
F LIG HT C O NTR O LS
7.1 - O P E R ATIN G P RIN CIP L E O F T H E F LIG H T C O N T R O L S
7.2 - MAIN R O T O R C O NTR O LS

7.2.1. G E N E R AL D E S C RIP TIO N
7.2.2. O P E R ATIO N O F T H E MAIN R O T O R C O N T R O LS
7.2.3. MAIN R O T O R C O N T R O L C O MP O N E N T S
7.2.4. MAIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E
7.3 - TAIL R O T O R C O N T R O L
7.3.1. G E N E R AL D E S C RIP TIO N A N D O P E R ATIO N
7.3.2. TAIL R O T O R C O N T R O L RIG GIN G P R O C E D U R E
T HM
7.1 - O P E R ATIN G P RIN CIP L E O F T H E F LIG H T C O N T R O L S

FN S
The flight controls modify the pitch angle of the main and
tail rotors so that the pilot can control the helicopter's
attitude, velocity and he ading.
The collective pitch lever (1) controls the main rotor lift F N V
by collectively varying the pitch. F N can be resolved into a
"lift" vector S and an " airspe ed" vector V, whose direction
and amplitude are controlled by the cyclic pitch stick (2).
The cyclic stick tilts the rotor disk (cyclic pitch variation).
The yaw control pedals (3) modify the tail rotor thrust Ty ,
i.e. the helicopter he ading.
( 1 ) A ctio n of th e m ain rotor c o ntrols
• Mo ving th e c olle ctiv e pitc h le v er displaces the 3 points

• Mo vin g th e c y clic stic k fore or aft drives a pitch link-
A , B and C simultaneously through the same distance,
age controlling the helicopter about its pitch axis via point
F or instance, pulling the lever up to incre ase the collec-
B on the swashplate. F or instance, moving the stick for-
tive pitch will cause these 3 points to move up.
ward causes point B to move down but points A a n d C
re m ain e d fix e d. The resulting cyclic pitch change tilts
the rotor forwards. H igh
• Moving the collective pitch le- pitch
• Mo vin g th e c y clic stic k laterally drives two roll link- ver actuates the swashplate at
ages controlling the helicopter about its roll axis via points A, B and C so that it moves par-
A and C on the swashplate. F or instance, moving the stick allel to itself without changing the
to the right causes point A to move down and point C to cyclic pitch. Low pitch
move up through equal distances. Point B re m ain s fix e d.
The resulting cyclic pitch change tilts the rotor to the right.
Pitch axis
X
Swashplate A
Y
• Moving the stick fore or aft ac- 60°
tuates the swashplate at B so Roll axis
FWD
that it rotates about the X axis. 30°
B 90°
• Moving the stick laterally actu- FWD S w a shpla t e C
ates the swashplate symmetri- hinge line
in Swashplate
cally at A and C so that it rotates
roll control hinge line
about the Y axis. in pitch control
( 2 ) A ctio n of th e tail rotor c o ntrol
In this case the control action

is simpler, i.e. pushing the R H
pedal forward increases the tail
rotor pitc h a n d h e n c e th e
thru st Ty; p u s hin g th e L H
pedal forward has the opposite S ervo actuator
Ty
effect.
T HM
7.2 - M AIN R O T O R C O N T R O L S
7.2.1. G E N E R A L D E S C RIP TIO N

1
The control linkages betwe en the cyclic stick (10), collec-
tive pitch lever (11) and swashplate (1) consist of rigid rods
interconnected by bellcranks and reversing levers. E ach 15 2
control linkage acts on the swashplate through a hydrau-
lic servo actuator (2, 3, 15) that exerts the necessary con-
trol forces. The standard version of the helicopter is fitted
with single-action controls without an autopilot (dual ac- 14 3
tion controls and an autopilot are options).
Pitch control linkage

Roll control linkage 13
4
C ollective pitch control. Down-
stre am of the mixing unit, the collective control
utiliz es the roll and pitch linkages (the collective
pitch lever moves e ach of the 3 linkages equally). 12
11
10
T h e la t era l b e llcra nk is a
rock er arm a ss e mbly th at
reverses the movement of
the LH and R H roll systems. 5
RH
control
LH control 9 8 7 6
1 - Swashplate
2 - LH roll servo actuator
3 - Pitch servo actuator
4 - Mixing unit
5 - " Quick fit" copilot collective pitch lever (dual controls)
6 - C ollective pitch levers torque tube
7 - " Q uick fit" copilot cyclic pitch stick
8 - C yclic pitch sticks torque tube
9 - Lateral bellcrank
10 - Pilot cyclic pitch stick T h e m i x i n g u n it is th e int erf a c e for th e cyclic a nd
11 - Pilot collective pitch lever colle ctiv e pitch controls. It e n a ble s th e m to op erate
12 - R eversing levers of cyclic pitch linkages independently of e ach other without mutual coupling, i.e.
13 - " C ollective pitch/engine governor" coupling (se e a change in collective pitch does not modify the swashplate
C hapter 12) tilt and hence the cyclic pitch is not altered; conversely,
14 - S ervo actuator input rods (stainless ste el) moving the cyclic stick does not affect the collective pitch
15 - R H roll servo actuator (the swashplate tilts but its height is unaltered).
T HM
7.2.2. O P E R ATIO N O F T H E M AIN R O T O R C O N T R O L S
The simplified schematic of the linkages cle arly illustrates the effect
of moving the cyclic stick and the collective lever.
E XAMPLE S:
Y
( 1 ) L ateral m o v e m e nt of th e c y clic stic k
Moving the stick to the right displaces both the roll linkages by the
same amount but in opposite directions; the swashplate therefore
X
tilts to the right about the Y axis (which passes through the pitch
servo actuator).
AV
( 2 ) F ore/aft (lo n gitu din al) m o v e m e nt of th e c y clic stic k
Moving the stick forward causes the pitch linkage to tilt the swash-
plate forward about the X axis (which passes through the 2 roll servo
actuators).
( 3 ) Mo v e m e nt of th e c olle ctiv e pitc h le v er

Pulling the collective lever up (i.e. increasing pitch) causes
the pitch and roll linkages downstre am of the mix-
ing unit to move through equal distances in
the same direction. This moves the
swashplate upwards parallel to it-
self.
O P E R ATIO N O F T H E MIXIN G U NIT
C yclic stick to right C yclic stick forward C ollective pitch lever up
The roll bellcrank pivots about the The pitch bellcrank pivots about the The mixing unit shaft and the collec-
colle ctiv e pitch b ellcra nk which is collective pitch bellcrank which is tive bellcranks rotate, displacing the
fixed. This motion is reversed on the fixed. pitch and roll bellcranks through the
other bellcrank. same distance.
T HM
7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S
( 1 ) C y clic pitc h stic k F RIC TIO N M E C H A NISM

1
The cyclic stick fe atures an adjustable friction mecha-
nism, allowing the pilot to modify the load required on the 2
control (It should be noted that the hydraulic power sys- 3
tem eliminates the control loads).
4
N O T E : O n helicopters fitted with an autopilot, the friction

5
is rele ased.
1 - Friction adjusting nut 6

2 - Elastomer spring washer
3 - Friction cap
4 - Moving cup 7
5 -Inner cup
6 - Threaded sleeve 8
7 - R etaining nut of cup (5)
8 - Lock ring of nut (7)
10
9 - Lock bolt of sle eve (6)
10 - F ixed friction cup
9
(2) F ore/aft (lo n gitu din al) c o ntrol
13
12
10 11
1 2 3 4 5 6
9
1 - Stick lateral pivot bolt 8 - C yclic stick lever end

2 - Yoke 9 - Rod
3 - B all be arings 10 - Intermediate bellcrank
4 - Trim unit bellcrank (A P option) 11 - C ollective pitch tube
5 - F ore/aft torque tube 12 - Rigging hole
6 - F ore/aft bellcrank 13 - Adjustable stops
7 - Lateral link rod for 2 sticks
T HM
7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S (C o nt.)
( 3 ) L ateral b ellcra n k
1 - B ellcrank mount
2 - B ellcrank pivot tube
3 - Rigging holes
1 2 3 4
4 - Bush-type be aring (Ertacetal)
5 - Lateral bellcrank
6 - Adjustable stop assembly on 2 sides of bellcrank
5
( 4 ) C olle ctiv e pitc h le v er

Note the friction adjusting grip (2) and the "low pitch lock" 1 - C ollective pitch lever
strip (14). 2 - Friction adjusting grip
3 - Elastomer spring washer, compressed by
grip (2) to generate frictional pressure
4 - Friction pad assy with 2 pads rubbing on (9)
1 5 - C over strip
6 - C over strip retention spring
2 7 - Rigging hole
8 - Lever control end with bellcrank
3 9 - Friction plate
4
10 - Rigging hole
11 - C ompensating spring
5 12 - C opilot's lever control end
6 13 - Adjustable stop for low pitch
14 - Lock strip
7
8
9
10
11
12
14
13
T HM
7.2.3. M AIN R O T O R C O N T R O L C O MP O N E N T S (C o nt.)
( 5 ) Mixin g u nit a n d re v ersin g le v ers u n d er pilot's flo or
MIXIN G U NIT
1 - Summing bellcranks
2 - R H lateral bellcrank
1 2 3 - Pivot be arings (Ertacetal)
4 - F ore/aft bellcrank
3 5 - LH lateral bellcrank
6 - B all be aring
7 - C ollective pitch lever
4 8 - Mixing unit torque tube
6 8
5
7 3
1
1
3
6
LAT E R AL R E V E R SIN G L E V E R S
11
10
9
9
9 - Pivot be arings (Ertacetal)

10 - LH lateral reversing levers
11 - R H lateral reversing levers
F O R E/A F T R E V E R SIN G L E V E R S
12
12
12
14
12 - Pivot be arings (Ertacetal)
13 - F ore/aft reversing lever
13
14 - F ore/aft rigging hole
T HM
7.2.4. M AIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E
RIG GIN G : " T H E P O SITI O N S O F T H E C O N T R O L S

A N D O F T H E S WA S H PLAT E "
• D atu m s ettin g s of c o ntrol lin k a g e s : O ne rigging pin C O N T R O L T R AV E L A DJU S TM E N T

per control linkage. With the rigging pins fitted, the cyclic
stick is in the neutral position and the collective lever at
mid-travel (50 %). This adjustment ensures the minimum and maximum pitch
angles are actually achieved when the controls are on their
• D atu m s ettin g s of s w a s h plate : a special fixture locks
travel limit stops.
the swashplate in its datum position (i.e. perpendicular to
the rotor shaft, servo actuator at mid-travel). E ach servo
actuator input lever is centered betwe en its stops by a • D atu m p oints : two fixed index marks on the M G B ring
rigging pin. gear opposite the forward and LH servo actuator input rods.
• Rig gin g p oints: • A dju stm e nt p oints: C ontrol travel limit stops.
- the 3 pitch control rods
- the 3 servo actuator input rods • A dju stm e nt: Adjust the stop screws with e ach control
• Rigging: at its travel limit to obtain the travel X (and hence the pitch),
as specified in the Maintenance Manual for this control
- betwe en the swashplate and rotor: fit the tool shim be-
position.
twe en the star and sle eve upper flange (se e figure) and
adjust the pitch control rods to an angle setting given by
the tool shim.
S ervo actuator rigging pins
- betwe en control linkage and servo actuator: adjust the (input rod centered betwe en its stops)
length of the servo actuator input rods so that they can be
connected without forcing.
Swashplate locking fixture
Adjustable rods
C ollective pitch
rigging pin
X C ollective control
stops
Ind e x m ark F ore/aft cyclic

stops
Lateral cyclic
rigging pin
The control linkage rigging pins fit in

clo s e-tolera n c e holes in the structure
and control component. With the pin in- F ore/aft cyclic
serted, the control is secured to the rigging pin
structure and hence fixed. Lateral cyclic stops
T HM
7.2.4. M AIN R O T O R C O N T R O L RIG GIN G P R O C E D U R E (C o nt.)
Swashplate locking
fixture
IN S TALLIN G T O O L S HIM
Travel X
A DJU S TIN G C O N T R O L T R AV E L
T HM
7.3 - TAIL R O T O R C O N T R O L
7.3.1. G E N E R A L D E S C RIP TIO N A N D O P E R ATIO N

The tail rotor control pedals (1) are interconnected by a The load compensator (8) is connected in parallel with the
rocker arm (2) so that when one pedal moves forward the input rod (9) to reduce the control loads that the pilot has
other moves backward. Downline of the rocker arm, the to apply in case of hydraulic pressure loss.
control linkage includes: a control rod (3), a bellcrank (4), N ote: The operation of the load compensator is explained
a flexible ball-type sliding control (5) and, at the servo in chapter 9.7.
output (7), a rod (9) actuating bellcrank (10) on the tail
rotor pitch change spider.
1 2
10
9
5
4
3
8
1 - Tail rotor control pedals 11
2 - Rocker arm
3 - Rod
4 - B ellcrank
5 - F lexible ball-type sliding control
6 - Dual control installation (option)
7 - S ervo actuator
8 - Load compensator - When the R H pedal is pushed forward (as shown), the tail rotor
9 -Input rod to bellcrank (10) pitch change spider is moved closer to the fuselage by bellcrank (10)
10 - C ontrol bellcrank : the tail rotor blade pitch therefore incre ases.
11 - Engine governor/yaw pedal coupling - C onversely when the LH pedal is pushed forward, the pitch change
potentiometer (se e chap. 12) unit moves away from the fuselage and the blade pitch decre ases.
T HM
7.3.2. TAIL R O T O R C O N T R O L RIG GIN G P R O C E D U R E
RIG GIN G T H E P O SITIO N S O F T H E P E D ALS A N D C O N T R O L T R AV E L A DJU S TM E N T

O F T H E PIT C H C H A N G E S PID E R (W H E N R E Q UIR E D)
• P e d al d atu m s ettin g : The pedals are aligned and se- This adjustment ensures that the low and high pitch an-
cured at mid (50%) travel (i.e. medium pitch) using the gles are actually re ached when the pedals are on their
special fixture (Make sure the load compensator accu- travel stops.
mulator is discharged). • D atu m p oint: dimension M is me asured betwe en the
• Pitc h c h a n g e s pid er d atu m s ettin g : The tail rotor pitch change spider and the T G B.
blades are locked in the medium pitch position by a spe- • A dju stm e nt p oint: stops on bellcrank. These stops are
cial fixture. This blade angle of attack corresponds to one fixed since misadjustment is highly improbable.
position of the pitch change spider.
• A dju stm e nt: Push the LH and R H pedals in turn onto
The servo actuator is pinned (input lever centered between their forward stops and me asure dimension M (S e e Main-
its stops) as per the type of servo actuator. tenance Manual) in e ach position. If M is out of tolerance,
• A dju stm e nt p oint: A single point on the end-fitting of the stops must be re adjusted.
the flexible ball sliding control attached to the servo ac-
tuator.
• A dju stm e nt: With the pedals and tail rotor blades locked
by their fixtures (as above) and the servo actuator pinned,
the adjustment is limited to screwing or unscrewing the
flexible control end-fitting until it can be connected with-
out forcing to the servo actuator input lever.
A djust a ble
end-fitting
Fixed stops
S ervo actuator rigging pin

(if servo has no mechanical
locking system)
Special fixture
(P edals at 50%)
C h e ck dim e nsion
Special fixture
(Tail rotor blades
at medium pitch)
T HM
HYDR A ULIC SYST EMS
8.1 - HYDR A ULIC SYST EM F UN C TIO N A L O R G A NIZ ATIO N
8.2 - HYDR A ULIC SYST EM C OMP O N E NTS
8.3 - HYDR A ULIC SYST EM O P E R ATIO N
without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998. 8. 1
T HM
8.1 - H Y D R A U LIC S Y S T E M F U N C TIO N A L O R G A NIZ ATIO N
Two hydraulic systems supply hydraulic power to the servo LH S Y S T E M RH SYSTEM

actuators.
• T h e L H s y ste m supplies the upper cylinders of the main 1 3

rotor servo actuators. The pump (2), driven by the M G B
LH intermediate pinion, draws hydraulic fluid from reser-
voir (1). 2 4
MAIN R O T O R
S E RV O A C T U AT O R S
• T h e R H s y ste m supplies the lower cylinders of the main Upper cyl
rotor servo actuators and the single-cylinder tail rotor servo Low er cyl
actuator. Hydraulic fluid from reservoir (3) is pressuriz ed
by pump (4), driven by the M G B R H intermediate pinion. Upper cyl
Solenoid valve (5) remains open during normal operation.
Low er cyl 5
If the tail servo actuator distributor seiz es, the pilot will
notice incre ased pedal loads; he must then energiz e the Upper cyl
solenoid valve which isolates the servo actuator. Low er cyl
Tail servo act.
C ompensator
8
1
1 - R H hydraulic unit
2 - R H system reservoir
3 3 - R H system pump
4 - LH system reservoir
5 - LH system pump
5 4
6 - LH hydraulic unit
7 - Main rotor servo actuators
8 - Tail rotor servo actuator (with
N ote: The LH hydraulic system pipes have protective fire-
compensation system)
resistant sle eving.
T HM
8.2 - H Y D R A U LIC S Y S T E M C O MP O N E N T S
LH S Y S T E M RH SYSTEM
P P11 P P12
1 1
2 HYD. 2
6 l/min 3 3 6 l/min
LIMIT
4 4
6 6
P <24 P <24
SERVO
35 b ar 5 5 35 b ar
UPPER LOWER
C YLIN D E R C YLIN D E R
UPPER LOWER
P P13
UPPER LOWER
P P11
15
8 7
17
C O PIL O T PILO T
P P12
9
TAIL S E RV O
13
10
14 15
12
11
16
1 - Hydraulic reservoir 9 - C onnecting rod

2 - Strainer on pump inlet and magnetic drain plug 10 - C ompensator bellcrank
3 - C onstant displacement ge ar pump 11 - C ompensator actuator
4 - Filter 12 - Accumulator
5 - Pressure switch connected to " H Y D " indicator light 13 - C alibrated orifice
6 - Regulating valve 14 - C heck valve
7 - Tail rotor isolation solenoid valve 15 - Pressure relief valve (55 bar)
8 - Tail rotor hydraulic cutoff switches 16 - Accumulator discharge solenoid valve
(on collective levers) 17 - " A C C " pushbutton
T HM
8.2 - H Y D R A U LIC S Y S T E M C O MP O N E N T S (C o nt.)
( 1 ) L H a n d R H h y dra ulic u nits
LH RH
1 1
2 3 4 3 2
1 - Regulating valve 1 - Regulating valve

2 - Filter 2 - Tail servo isolating solenoid valve
3 - Pressure switch 3 - Pressure switch
4 - Filter
( 2 ) H y dra ulic s y ste m c o ntrols a n d m o nitorin g
HYD 2
1 - " A C C " pushbutton (compensator

accumulator discharge)
2 - " H Y D " warning light
3 - C ollective pitch lever grip
4 - Tail rotor and compensator hydraulic
cutoff switch
T HM
8.3 - H Y D R A U LIC S Y S T E M O P E R ATIO N
Both hydraulic systems are pressuriz ed and the " H Y D "

warning light is off.
The 3 main rotor servo actuators and the tail rotor servo
actuator are supplied at a pressure of 35 bar.
P P11 P P12
HYD.
6 l/min 6 l/min
LIMIT
SERVO
35 b ar 35 b ar
UPPER LOWER
UPPER LOWER
P P13
UPPER LOWER
P P11
15
C O PIL O T PILO T
P P12
TAIL S E RV O
T HM
8.3 - H Y D R A U LIC S Y S T E M O P E R ATIO N (C o nt.)
( 2 ) D e pre s s uriz atio n of L H h y dra ulic s y ste m
T h e 3 w a rnin g lig h t s ( " H Y D " , " LIMI T " a n d " S E R V O " )

illuminate, telling the pilot that the LH hydraulic system has
failed.
P P11 P P12
HYD.
6 l/min 6 l/min
LIMIT
SERVO
35 b ar 35 b ar
UPPER LOWER
UPPER LOWER
P P13
UPPER LOWER
P P11
15
C O PIL O T PILO T
P P12
TAIL S E RV O
T HM
( 3 ) D e pre s s uriz atio n of R H h y dra ulic s y ste m
The " H Y D " and " S E R V O " lights illuminate. When the "LIMIT "
light is off, this indicates the R H system has failed. The load
compensator system is isolated by check valve (14) and re-
mains active. The pedal actuating load incre ases slightly.
P P11 P P12
HYD.
6 l/min 6 l/min
LIMIT
SERVO
35 b ar 35 b ar
UPPER LOWER
UPPER LOWER
P P13
UPPER LOWER
P P11
15
C O PIL O T PILO T
P P12
TAIL S E RV O
14
T HM
( 4 ) Tail s erv o a ctu ator m alfu n ctio n
The pilot is warned of a tail servo actuator malfunction by increased

pedal control loads. H e should then cut off the pressure by tripping
switch (8), which energiz es solenoid valve (7).
P P11 P P12
HYD.
6 l/min 6 l/min
LIMIT
SERVO
35 b ar 35 b ar
UPPER LOWER
UPPER LOWER
P P13
UPPER LOWER
P P11
15
8 7
C O PIL O T PILO T
P P12
TAIL S E RV O
T HM
( 5 ) Dis c h argin g th e lo a d c o m p e n s ator a c c u m ulator (after e a c h flig ht)
Pressing the " A C C " pushbutton (17) energiz es and opens Note: In the event of a RH hydraulic system failure in flight,
solenoid valve (16). The accumulator is discharged, de- do not press the " A C C " pushbutton as this would incre ase
pressurizing the load compensator system. the pedal control loads (especially on the R H pedal).
P P11 P P12
HYD.
6 l/mIn 6 l/min
LIMIT
SERVO
35 b ar 35 b ar
UPPER LOWER
UPPER LOWER
P P13
UPPER LOWER
P P11
15
17
C O PIL O T PILO T
P P12
TAIL S E RV O
16
T HM
S E RV O A C TU ATO RS
9.1 - T H E N E E D F O R S E RV O A C T U AT O R S
9.2 - S A MM M AIN R O T O R S E RV O A C T U AT O R S
9.2.1. MAIN C O MP O N E N T S A N D S P E CIFIC ATIO N S
9.2.2. MAIN R O T O R S E R V O A C T U AT O R O P E R ATIO N
9.2.3. D O U BL E DIS T RIB U T O R VALV E - A S A F E T Y F E AT U R E
9.2.4. D E T E C TIO N O F DIS T RIB U T O R VALV E S EIZ U R E
9.3 - AIR-E Q UIP E M E N T M AIN R O T O R S E RV O A C T U AT O R S

9.3.2. MAIN R O T O R S E R V O A C T U AT O R O P E R ATIO N
9.3.3. D O U BL E DIS T RIB U T O R VALV E - A S A F E T Y F E AT U R E
9.3.4. D E T E C TIO N O F DIS T RIB U T O R VALV E S EIZ U R E
9.4 - IN DIC ATIO N O F S E RV O A C T U AT O R DIS T RIB U T O R VA LV E S EIZ U R E

9.4.1. IN DIC ATIN G P RIN CIPL E O F S E RV O A C T U AT O R DIS T RIB U T O R VALV E S EIZ U R E
9.4.2. C O MP O N E N T L O C ATIO N
9.5 - L O A D S E N S O R A N D " LIMIT " WA R NIN G LIG H T

9.5.1. D E T E C TIO N A N D IN DIC ATIN G P RIN CIPL E
9.5.2. "LIMIT " LIG H T L O C ATIO N
9.6 - S A MM TAIL R O T O R S E RV O A C T U AT O R
9.6.2. TAIL R O T O R S E RV O A C T U AT O R O P E R ATIO N
9.7 - YAW L O A D C OMP E NS AT O R
T HM
9.1 - T H E N E E D F O R S E R V O A C T U AT O R S
F light control operating loads are assisted by hydraulic

servo actuators to allow the pilot to control the helicopter TAIL R O T O R S E RV O A C T U AT O R
effortlessly and accurately. A N D L O A D C O MP E N S AT O R
MAIN R O T O R S E RV O A C T U AT O R S The tail rotor can be controlled without hydraulic assist-

ance. The tail servo actuator is thus a single-cylinder unit
The main servo actuators are a tandem-cylinder design. supplied by the R H hydraulic system.
The upper cylinder is supplied by the LH hydraulic sys- N evertheless a load compensator system is fitted in par-
tem, the lower cylinder by the RH hydraulic system. There- allel with the servo actuator to reduce the pilot's muscular
fore, if one of the hydraulic systems fails, the servo actua- effort in the event of loss of hydraulic pressure.
tor cylinder remaining under pressure is sufficient to oper-
ate the swashplate in all flight configurations.
1 "single-cylinder"
tail rotor servo actuator
3 "tandem-cylinder"
main rotor
servo actuators Load compensator
SAMM AIR-E Q UIP E M E N T

S E RV O A C TU AT O R S E RV O A C T UAT O R
T W O T Y P E S O F MAIN R O T O R S E RV O A C T U AT O R
The AS 355 can be equipped with Samm or Air-Equipement
main servo actuators which have the same main charac-
teristics.
T HM
9.2 - " S A MM " M AIN R O T O R S E R V O A C T U AT O R S
9.2.1. M AIN C O MP O N E N T S & S P E CIFIC ATIO N S

Tandem-cylinder servo actuator: The casing moves and trol from being jammed in the event of valve seizure and
drives the swashplate. The piston is anchored on the M G B continues to supply the servo actuator with hydraulic power.
casing and is therefore stationary. The piston and cylin- The operation of the valve and the seizure indicating sys-
der together form a double-action hydraulic actuator con- tem will be discussed later.
trolled by two double rotary distributor valves (one per cyl- The R H servo actuator is equipped with an overload sen-
inder). The double distributor valve prevents the flight con- sor (refer to chapter 9.5).
11
1 1
8
12
5
2
2
13
7 Pilot input
10
B
3 3
8
8
4
9 9
A
10
O P E R ATIO N O F C O A XIAL DIS T RIB U T O R

VALVE
1 - Upper cylinder - Normal operation: Distributor A rotates inside

2 - Input lever & stop (pilot control) distributor B.
3 - Lower cylinder
- With A seiz ed: Distributors A and B rotate
4 - E lectrical receptacle
together inside the casing. Hydraulic fluid is
5 - Distributor seizure alarm unit
distributed by B.
6 - Rigging hole for Input lever (2) S P E CIFIC ATIO N S
(mechanical z ero)
7 - Distributor control link Effective travel ........................................................................ 128 mm
8 - Double rotary distributor valve Piston stop-to-stop travel ....................................................... 130 mm
9 - Filter (105µ) Input lever & stop travel .......................................................... + 3 mm
10 - Piston Distributor opening angle ................................................................ 6°
11 - O verload sensor (R H servo only) E xtension force (2 cylinders at 35 bar) ................................... 350 daN
12 - Liner (equaliz es cross-sectional R etraction force (2 cylinders at 35 bar) .................................. 217 daN
are as in both cylinders) Input load with hydraulic power ......................................... < 0.25 da N
13 - C entral be aring Ste ady-state hydraulic fluid flow (normal operation) .............. 0.3 l/min.
T HM
9.2.2. M AIN R O T O R S E RV O A C T U AT O R O P E R ATIO N
The figure below shows a servo actuator during retraction. S E RV O C YLIN D E R F O LL O W S IT. W H E N T H E L E V E R
The pilot's control input moves the input lever downward S T O P S, T H E S E RV O C YLIN D E R " C AT C H E S U P " WIT H
through an angle of - , causing the distributor valves to T H E L E V E R , R E C E N T E RIN G T H E DIS T RIB U T O R
rotate in direction - C hambers A in e ach cylinder are VALV E S IN T H E H Y D R A ULIC Z E R O C O N FIG U R ATIO N.
open to hydraulic pressure and chambers B to the return T H E S E RV O A C T U AT O R T H E N S T O P S M O VIN G.
line. T h e s erv o a ctu ator retra cts. It continues to retract
as long as the pilot acts on the servo actuator input lever. Similarly, moving the input lever in direction + causes
the servo actuator to extend. The distributor valve opening
This is the principle which slaves the servo actuator out- angle ± depends on the rate of the pilot's action on the
put motion to the input action (pilot's command): collective lever or cyclic stick, and determines the servo
actuator displacement rate.
A S L O N G A S T H E IN P U T L E V E R IS IN M O TIO N, T H E
UA UB B
- P
P
H y dra ulic z ero
= - A
servo actuator immobiliz ed
UB UA
Stops
+
R
UA UB
B
-
Input lever
P
- P
travel range
A
- UB UA
Pilot's
input R
P: Pressure
R: Return
A: R etraction chambers
B: E xtension chambers
T HM
9.2.3. D O U B L E DIS T RIB U T O R VA LV E - A S A F E T Y F E AT U R E
If no safety provision were included, the seizing of a distributor valve

would jam the corresponding flight control linkage and make the

rotors almost impossible to control. The double distributor valve pre-  
vents the control from jamming and continues to supply the servo- 1 2
control in the event of a valve seizing
The unit comprises two coaxial rotary valves :

ˇ ˇ
- the main distributor valve (1)
- and the secondary valve (2) (B ack-up distributor valve)



The main distributor valve is driven by the input lever (5) and rotates ˇ 4
fre ely inside the back-up distributor valve. 3
The back-up valve is secured by thre e balls (3) held in their recesses
by a coil spring (4) .As long as the force F 1 exerted on the input
lever does not exce ed the locking spring force F 2, the main dis-
tributor rotates inside the back-up valve and supplies the servo-con-
trol.
This is the normal operating mode.
5 ˇ˛ 1 2
( 2 ) S eizin g of th e m ain distrib utor v alv e
If the main distributor valve seiz es inside the back-up distributor,
the coaxial valve acts as a single unit and the input lever force (F'1
overcomes F 2) pushes locking balls out of their recesses. Both dis-
tributors then rotate together, and the relevant servo-control cylinder
is supplied via the back-up valve.
If the main distributor valve seiz es "closed", the servo-control oper-
ates normally. If the main distributor valve seiz es "open" the servo-
control is still supplied but the hydraulic z ero, hence the balance
position, is offset (when the servo-control is shut down, the stop
bellcrank is no longer exactly centered with respect to its stops)
This results in an asymmetrical supply to chambers A and B of e ach
cylinder
ˇ˝˛
 
   
ˇ ˇ ˇ ˇ
 
 
 
Main distributor valve seiz ed "opened" Main distributor valve seiz ed "closed"
T HM
9.2.4. D E T E C TIO N O F DIS T RIB U T O R VA LV E S EIZ U R E

1 2 3 4
( 1 ) S eiz ure d ete ctio n & a uto m atic te st fe ature
Pressure
5
The double distributor valve mechanism has a seizure in-
dicator system consisting of the following on e ach dis-
tributor unit:
6
1 - Automatic test plunger
2 - G uide plate retaining the locking balls
10
3 - Rocker lever
4 - Thre e balls locking the backup valve
5 - Actuator of microswitch (7) To
6 - Locking spring distributor
v alv e 7
7 - Indicator microswitch
8 - B ackup distributor valve
9 8
9 - Main distributor valve
10 - Test lever integral with backup valve
O P E R ATIO N
AUT OMATIC T E ST N O RMAL
R O P E R ATIO N
O n th e ground, hydra ulic
pressure = z ero (before en-
gines are started) To distributor
P v alv e
P =0 8
SERVO SERVO
6
ˇ˛
In the absence of hydraulic pressure, spring (R) extends The hydraulic pressure retracts the test plunger. The
test plunger (1) which rotates backup valve (8). The balls backup distributor valve returns to its normal configura-
are unse ated, moving the rocker lever and tripping the tion, lock e d by th e 3 b alls h eld by spring (6). T h e
microswitch: the S E R V O light comes on. microswitch contacts are open and the S E R V O light is
off.
S EIZ U R E O F A DIS T RIB U T O R VALV E
The main and backup distributor valves now act as a

single unit. Any movement of the input lever causes the
backup valve to rotate: the microswitch is tripped and SERVO
the S E R V O light comes on.
N ote: The light goes out when the control returns to the
position where seizure occurred, since in this position
the balls are se ated in the locking retainer.
T HM
9.3 - AIR-E Q UIP E M E N T M AIN R O T O R S E RV O A C T U AT O R S
9.3.1. M AIN C O MP O N E N T S A N D S P E CIFIC ATIO N S

Tandem-cylinder servo actuator: The casing moves and and continues to supply the servo actuator with hydraulic
drives the swashplate. The piston is anchored on the M G B power. The operation of the valve and the seizure indicat-
casing and is therefore stationary. The piston and cylin- ing system will be discussed later.
der together form a double-action hydraulic actuator con- The R H servo actuator is equipped with an overload sen-
trolled by two coaxial spool distributor valves (one per sor that triggers the LIMIT warning light (refer to chapter
cylinder). The double distributor valve prevents the flight 9.5).
control from being jammed in the event of valve seizure
C
D 2
B A
O P E R ATIO N O F C O A XIAL S P O O L
DIS T RIB U T O R VALV E
- N orm al op eration: Distributor A slid e s in

distributor B.
- With A seiz ed: A and B slide together and B
distributes the hydraulic fluid.
1 - Load sensor (R H servo only)

MAIN S P E CIFIC ATIO N S 2 - Upper cylinder
3 - Lower cylinder
Effective travel ....................................................... 128 mm 4 - E lectrical receptacle
Piston stop-to-stop travel ...................................... 130 mm 5 - Input lever and stop (pilot control)
E xtension force (2 cylinders at 35 bar) ................ 350 daN C - Rigging hole
R etraction force (2 cylinders at 35 bar) ................ 210 daN D - Mechanical stop adjusting slot
T HM
9.3.2. M AIN R O T O R S E RV O A C T U AT O R O P E R ATIO N
The figure below shows a servo actuator during retraction. A S L O N G A S T H E IN P U T L E V E R IS IN M O TIO N, T H E

The pilot's control input moves the input lever downward S E RV O C YLIN D E R F O LL O W S IT. W H E N T H E L E V E R
through an angle of - , causing the distributor valves to S T O P S, T H E S E RV O C YLIN D E R " C AT C H E S U P " WIT H
slide C hambers A in e ach cylinder are open to hydraulic T H E L E V E R , R E C E N T E RIN G T H E DIS T RIB U T O R
pressure and chambers B to the return line. T h e s erv o VALV E S IN T H E H Y D R A ULIC Z E R O C O N FIG U R ATIO N.
a ctu ator retra cts. It continues to retract as long as the T H E S E RV O A C T U AT O R T H E N S T O P S M O VIN G.
pilot acts on the servo actuator input lever.
Similarly, moving the input lever in direction + causes
This is the principle which slaves the servo actuator out- the servo actuator to extend. The distributor valve opening
put motion to the input action (pilot's command): angle ± depends on the rate of the pilot's action on the
collective lever or cyclic stick, and determines the servo
actuator displacement rate.
R eturn
Pressure B
Input lever
mov e m e nt
B
-
R eturn
Pressure
Pilot
input
A - R etraction chambers
B - E xtension chambers
T HM
9.3.3. D O U B L E DIS T RIB U T O R VA LV E - A S A F E T Y F E AT U R E
If no safety provision were included, seizure of a distribu- The unit comprises two coaxial valves:
tor valve would jam the corresponding flight control link- - the main distributor valve (2)
age, making the main rotor almost impossible to control.
- the backup valve (3).
The double distributor valve prevents control jamming and
continues to supply the servo actuator in the event of sei-
zure.
N O RMAL O P E R ATIO N S EIZ U R E O F MAIN DIS T RIB U T O R VALV E
1 F
2
F'
F
R eturn
4
F1 F1
F2
7
Pressure
The main distributor (2) is controlled by input lever (1) and If the main distributor seiz es in the backup distributor,
slides fre ely in backup distributor (3). both the distributors form a single unit.
The backup distributor is held in neutral position by the In the example shown, force F' applied by the input lever
movement of test piston assembly (7) and caps (5, 6) exce eds the spring force F 1 .
when the hydraulic system is pressuriz ed. Spring (4) se ats Both distributors slide and the backup distributor now
the backup distributor on cap (5). controls the supply to the corresponding servo actuator
During operation: F < F 1 or F 2. cylinder.
T HM
9.3.4. D E T E C TIO N O F DIS T RIB U T O R VA LV E S EIZ U R E
P RIN CIPL E O F S EIZ U R E D E T E C TIO N N O RMAL O P E R ATIO N

The double distributor mechanism also includes a seizure
indicating system. O n e ach distributor unit, a microswitch,
connected to a single " S E R V O " indicator light, detects
any backup distributor movement. SERVO
The pressure pushes up

t e s t p i s t o n (3) . T h e
backup distributor is held
in neutral position by 2 op-
SERVO posing springs (1 and 2).
The microswitch is open
and the " S E R V O " light is
not lit.
The main distributor slides
freely.
S EIZ U R E O F A DIS T RIB U T O R VALV E A U T O MATIC T E S T O F T H E B A C K U P DIS T RIB U T O R
SERVO SERVO
The main and backup dis- W h e n th ere is no pre s-

tributors form a single sure , t e st piston (3) is
unit. Input lever operation push e d down by th e
causes the backup dis- backup distributor under
tributor to slide and com- the action of spring (1),
press spring (1). The mi- which extends.
croswitch closes and the T h e b a ckup distributor
" S E R V O " light com e s mov e s from th e n e utral
on. position and actuates the
microswitch.
N O T E : A n input l e v er The "S E RV O " light comes
movement in the opposite on.
dir e ctio n c o m pr e s s e s
spring (2).
1
1 3
2
T HM
9.4 - IN DIC ATIO N O F S E RV O A C T U AT O R DIS T RIB U T O R VA LV E S EIZ U R E

9.4.1. IN DIC ATIN G P RIN CIP L E O F S E RV O A C T U AT O R DIS T RIB U T O R VA LV E S EIZ U R E
The seizure detector microswitches (2 per servo actua- - when the monitoring loop is open, the z ener diode (2)
tor) are connected in series to form a monitoring loop: voltage is re ached and transistor (1) is biased and con-
- when the monitoring loop closes via the ground, transis- ducts: the " S E R V O " light comes on.
tor (1) is no longer biased and the " S E R V O " light is off.
( 1 ) O n th e gro u n d b efore th e h y dra ulic s y ste m s are pre s s uriz e d

Microswitches on main rotor servo actuator
1
SERVO
P P11 2
RH F WD LH
P P12 SERVO
3
30
Test
All the microswitches are in their make position (the backup distributors have turned, pushed by the test pistons). The
monitoring loop is open and the indicator light is lit.
( 2 ) Te st b efore th e h y dra ulic s y ste m s are pre s s uriz e d
1
SERVO
P P11 2
RH F WD LH
P P12 SERVO
30 3
Test
Pressing test pushbutton (3) once closes the monitoring loop: the light should go out to indicate that:
- all the microswitches are in their make position
- the monitoring circuit is correct (all connectors plugged in, no bre aks).
( 3 ) T h e h y dra ulic s y ste m s are pre s s uriz e d
1
SERVO
P P11 2
RH F WD LH
P P12 SERVO
3
30
Test
All the microswitches bre ak contact (the test pistons retract under the hydraulic pressure and the backup distributor
valves return to the neutral position). The monitoring loop is closed and the indicator light goes out.
T HM
9.4.1. IN DIC ATIN G P RIN CIP L E O F S E RV O A C T U AT O R DIS T RIB U T O R VA LV E S EIZ U R E (C o nt.)
( 4 ) Te st with th e h y dra ulic s y ste m s pre s s uriz e d
1
SERVO
P P11 2
RH F WD LH
P P12 SERVO
3
30
Test
Pressing test pushbutton (3) once causes the monitoring loop to loop back on itself (the ground is lost) and the indicator
light comes on. This test checks there is no short circuit in the line. If there is a short circuit (as shown above), the
indicator light remains off.
5) S eiz ure of a distrib utor v alv e
1
SERVO
P P11 2
RH F WD LH
P P12 SERVO
3
30
Test
If one of the distributor valves seiz es, the related microswitch makes contact and the monitoring loop goes open circuit:
the indicator light comes on.
N O T E : The " S E R V O " light also comes on for a drop in the LH or R H system hydraulic pressure.
9.4.2. C O M P O N E N T L O C ATI O N
 
   
 
   

   

ˇ
 ˇ
 ˇ
  
 
 ˇ


 
"S E RV O T E ST"
pushbutton
T HM
9.5 - L O A D S E N S O R A N D " LIMIT " WA R NIN G LIG H T
In highspe ed flight, tight small radius maneuvers generate the pilot that the helicopter is at its maneuverability limit,
high structural stresses capable of causing damage if the a load sensor is mounted on the R H roll servo actuator.
permissible load factors are exce eded. The loads on the When the load on the servo actuator re aches the permis-
main rotor incre ase with the load factor, and are partially sible threshold, a "LIMIT " light illuminates on the instru-
transmitted to the control channels - especially the R H ment panel to warn the pilot either to reduce the pitch or
roll channel, which is the most he avily loaded. To warn "open out" the maneuver.
9.5.1. D E T E C TIO N A N D IN DIC ATIN G P RIN CIP L E

AIR-E Q UIP E M E N T SAMM The servo actuator rod end consists of an actua-
tor (1) supplied by the LH hydraulic system.
In flight when the load (F) on the servo actuator is
below the permissible value, the higher pressure
(P) ke eps the piston se ated on the upper stop.
Microswitch (2) is in its bre ak position.
If the load (F) on the servo actuator exce eds the
limit threshold, microswitch makes contact and
the light comes on.
Note: When the unbiased transistor T is saturated,
the "LIMIT " light is off.
A restrictor (3) damps out any pressure drops
caused by rapid servo actuator movements.
The charging time of capacitor (C) delays the illu-
mination of the "LIMIT " light in response to small
dynamic spikes.
F
P P11 P P12
LIMIT
1
30
T
Z
P
2 C
3
9.5.2. " LIMIT " LIG H T L O C ATIO N
 
   
 
   

   

ˇ
 ˇ
 ˇ
  
 
T HM
9.6 - S A MM TAIL R O T O R S E RV O A C T U AT O R
9.6.1. M AIN C O MP O N E N T S A N D S P E CIFIC ATIO N S

S P E CIFIC ATIO N S The servo actuator has a single cylinder (the tail rotor can
be controlled without hydraulic assistance by me ans of
Maximum stroke ............................................... 100 mm the load compensator).
E ffective stroke ................................................. 84 mm The piston rod (1) is secured to the structure, and the
S ervo force at 32 bar ........................................ 146 daN mobile cylinder (3) is equipped with a long rod (4) to oper-
Bypass operation: ate the tail rotor pitch change spider.
P incre asing for unlocking ............................... 6 bar
P decre asing for locking ................................ 14 bar
2 4
Lo a d
comp e ns ator
Without hydraulic pressure,

input lever (2) is locked.
1 - Input lever (connected to pedals)

2 - Distributor slide valve
R P 3 - Bypass spring
4 - Bypass valve
2 5 - S ervo actuator cylinder
6 - Piston rod
1
7 - Lever (1) travel stop
3
8 - Input lever locking pin
A - C ompression chamber
4 B - E xtension chamber
P - Pressure line
R - R eturn line
8
7 A B 6 5
T HM
9.6.2. TAIL S E R V O A C T U AT O R O P E R ATIO N
1 R P 2 The diagram shows the servo actuator compressed.

When over 6 bar, the hydraulic pressure moves the by-
pass valve, which closes off the line interconnecting cham-
bers A and B and unlocks input lever (1).
Pilot action on the input lever, within the limits imposed
by stop (8), moves distributor (2) which connects:
- chamber A to the pressure line,
- and chamber B to the return line.
The servo actuator cylinder moves and tends to bring the
input lever back into the neutral position while the pilot's
control tends to move it away. When the pilot's control
action stops, the input lever remains in place and the servo
cylinder returns the input lever to neutral: the servo actua-
tor then stops.
8 A B
( 2 ) L o s s of h y dra ulic pre s s ure

If the pressure drops below 14 bar, the spring pushes back
the bypass valve and pin (7) locks the input lever in neu-
tral. Chambers A and B are now interconnected. The servo
actuator then acts as a simple rod transmitting movement.
( 3 ) P e d al " stiffe nin g "

7 A B
In hydraulic mode, if the pilot fe els that pedal operation is
stiff (probably indicating excessive friction in the distribu-
tor), he must operate one of the switches (1 or 2) to close
solenoid valve (3). With the solenoid valve closed, the pres-
sure drops and the bypass valve interconnects chamber A P
and B. 3
1 2 P P11
P P12
T HM
9.7 - YAW L O A D C O MP E N S AT O R
Moving the yaw pedals from stop to stop varies the pitch C ontrol
of the tail rotor blades from - 8° to + 23°. rod
C omp e ns ator
In flight when the rotor thrust is non-z ero (i.e. the pitch is le v er
not 0°), the z ero pitch return moment of the blades (partly C omp e ns ator
compensated by the boss-type " C hinese " weights) tends connecting link
to bring the pitch back to z ero. The servo actuator hydrau-
lic pressure overcomes the rotor's z ero pitch return mo-
S ervo actuator
ment and cancels out the control reversal.
Without any hydraulic pressure, the pedal operating force
is very high.
This is why a hydraulic device or "load compensator" has
be en mounted in parallel with the tail rotor servo actuator.
S ole noid
v alv e
A ccumulator
P RIN CIPL E O F YAW L O A D C O MP E N S AT O R
7
In flight the helicopter's R H hydraulic system charges an
accumulator (3) and an actuator (5).
1
Any pedal movement acts on the servo actuator.
5
6
In case of hydraulic failure (pump inoperative, le akage,
etc.), the accumulator is kept charged by:
2
- non-return valve (4) in the pressure circuit
- pressure relief valve (2) set at 55 bar (N.B. The system's
3 4 operating pressure is 40 bar)
- solenoid valve (1), which is always closed and opened
by the pilot.
Mo vin g to lo w pitc h Mo vin g to hig h pitc h
Pilot-applied force Z ero pitch return force Z ero pitch return force Pilot-applied force
C omp e ns ator
force C omp e ns ator
force
A ccumulator A ccumulator
pre ssure pre ssure
The total force applied by the pilot and by the compensator actuator
is equal to the z ero pitch return force
T HM
10
F U E L SYST EM
10.1 - O N E F U E L TA N K P E R E N GIN E
10.2 - E SS E NTIA L F UN C TIO NS
10.3 - F U E L TA N K FIL LIN G A N D V E N TIN G
10.4 - F U E L S Y S T E M F U N C TIO N S
10.4.1. F O RW A R D F U E L TA N K
10.4.2. R E A R F U E L TA N K
10.4.3. F U E L TA N K C R O S S F E E D
10.5 - SIMP LIFIE D DIA G R A M O F T H E F U E L S Y S T E M
10.6 - F U E L SYST EM C OMP O N E NTS

10.6.1. E Q UIPM E N T O N M O U N TIN G PLAT E S
10.6.2. E Q UIPM E N T O F E N GIN E F U E L S U P PLY S Y S T E M
10.7 - F U E L S Y S T E M C O N T R O L S A N D M O NIT O RIN G
T HM
10.1 - O N E F U E L TA N K P E R E N GIN E
There are two fuel tanks, one per engine.

The fuel tanks are structural units and are tandem-mounted
below the M G B transmission deck, aft of the cabin bulk- E N GIN E 2 E N GIN E 1
he ad betwe en the baggage compartments. This ensures
the centre of gravity (c.g.) of the fuel is below the aircraft's
theoretical c.g.
F orward fuel tank capacity ................................... 330 l

R e ar fuel tank capacity ........................................ 400 l
Unusable fuel in forward tank ................................ 3.5 l
Unusable fuel in re ar tank ..................................... 3.2 l
10.2 - E S S E N TIA L F U N C TIO N S

( 1 ) In d e p e n d e nt e n gin e fu el s y ste m s
• The forward tank supplies engine 1 (LH engine).
• The re ar tank supplies engine 2 (R H engine). To Suction of
E N GIN E 1 E N GIN E 2
( 2 ) F u el cro s sfe e d fro m o n e ta n k to th e oth er
A solenoid valve controls the transfer of fuel by gravity
from one tank to the other. In flight, the fuel level in the two FWD REAR
tanks can therefore be balanced; in particular with one
engine inoperative, the crossfe ed enables all the fuel to
be used.
( 3 ) B o o ster p u m p failure
The booster pump includes a bypass line with an inlet
strainer. If one booster pump fails, fuel is drawn out of the
tank via the strainer by the engine low-pressure pump.
The strainer includes a non return valve to prevent the
booster pump from discharging fuel back through the
strainer into the tank in normal operation.
Strainer with Strainer with

non return valve non return valve
Booster pump C rossf e e d Booster pump

solenoid valve
10.3 - F U E L TA N K FIL LIN G A N D V E N TIN G
The filler necks are located on the LH wall of e ach fuel

tank and provide an expansion volume when the tanks are
filled to the top.
The air vent lines are routed to prevent fuel spillage if the
helicopter were to roll over on its side.
T HM
10.4 - F U E L S Y S T E M F U N C TIO N S
10.4.1. F O RWA R D F U E L TA N K
F U N C TIO N S
E N GIN E 1
• F u el s u p ply to L H e n gin e b y a b o o ster p u m p : This
pump maintains the pressure at the engine pump input
and ble eds the entire fuel system before starting.
N O T E : If a booster pump fails during a mission, the pilot
can continue the flight normally.
Max. level
• F u el c o nte nts d ete ctio n : The fuel quantity in the tank
is me asured by a capacitive fuel content gauge connected
FUEL to an indicator graduated in percentage of the total capac-
ity of both tanks.
• " L o w le v el " in dic atio n : When the fuel quantity drops

to 6 % of the total capacity of the fuel tanks, a thermistor
detector illuminates a " F U E L" light to indicate 18 minutes
of level flight remain.
40 l
10.4.2. R E A R F U E L TA N K
It performs the same functions as the forward fuel tank.
10.4.3. F U E L TA N K C R O S S F E E D
F uel is only cross-fed betwe en the tanks if one engine fails

so that the maximum quantity of fuel in the tanks can be
used.
A " C/F E E D" pushbutton energizes the solenoid valve, which
when fully open illuminates a light in the pushbutton.
C A U TIO N: The different capacities of the 2 tanks and their 330 LIT E R S 400 LIT E R S
relative positions require that certain precautions be taken
when operating the crossfe ed valve.
• If the tanks are full, the crossfe ed valve must not be
opened, otherwise the forward tank would overflow via the
air vent line.
• When the re ar tank is full, the forward tank fuel contents
re ading on the tank's indicator must be less than 40 % to
balance the fuel levels.
• When e ach tank contains less than 20 % fuel, level bal-
ancing results in a re ading difference of about 4 % higher
for the forward tank.
T HM
10.5 - SIMP LIFIE D DIA G R A M O F T H E F U E L S Y S T E M
1 1
2 2
LH RH
FILTER FILTER 3
3 P2 P2
4 4
5 6 6 5
P1 P1
7 7
10 10
8 8
13
9 FUEL 9
11 11
12 14 14 12
F ORWARD R E AR
15 15
16
20 18 18 20
19 19
17
1 - Flowmeter transmitter (optional) 13 - F orward and re ar tank low level indicator flight
2 - High pressure fuel pump 14 - F uel contents indicator
3 - F ilter bypass with clogging indicator 15 - F uel gauge transmitter
4 - F uel filter 16 - Pushbutton control of solenoid valve (17)
5 - Differential pressure switch ( P = P1 - P2) 17 - Crossfe ed solenoid valve
6 - " F ilter pre-clogging" indicator light 18 - Booster pump
7 - Low pressure fuel pump 19 - Strainer with non return valve
8 - C alibrated orifice 20 - Pushbutton control of booster pump (18)
9 - F uel pressure transmitter
10 - F uel pressure indicator Booster pump maximum flowrate ....................... 900 l/hr
11 - F uel shutoff valve "Low level" indicator light comes on at ..................... 6%
12 - F uel shutoff valve control lever F ilter indicator light comes on at .................. P 1.2 bar
F ilter bypass opens at ................................. P 2.2 bar
T HM
10.6 - F U E L S Y S T E M C O MP O N E N T S
10.6.1. E Q UIPM E N T O N M O U N TIN G P L AT E S

( 1 ) B o o ster p u m p
4 5
3
2
1 6 5
6
8
7 9
B O O S T E R P UMP D ATA
- C entrifugal pump (bladed rotor) 1 - Ble ed valve
- E xplosion-proof motor with R FI filter 2 - F uel crossfe ed connection
- R ated delivery 600 l/hr at 0.8 bar pressure 3 - F uel jettison provision
4 - F uel contents gauge
A 400 l/hr flow through the non-operating pump results in
5 - E ngine fuel supply line
a pressure drop of less than 60 mbar.
6 - Booster pump
F O R R E F E R E N C E: 7 - Pump drain
TM319 consumption at M CrP ............... 127 l/hr approx. 8 - Non return valve
Maximum consumption at MT O P ......... 157 l/hr approx. 9 - Strainer
( 2 ) C a p a citiv e fu el c o nte nts s y ste m

A capacitive fuel contents system offers more reliable fuel
A B C contents me asurements and makes the "low level" alarm
independent of the me asurement.
This system provides operators having to work with low
fuel levels (e.g. hoist operations) with fully redundant data.
FUEL F U EL C O NT E NTS G AU G E
The fuel probe unit consists of 2 concentric electroplated
tubes (A and C) forming the plates of a capacitor with
1 either the fuel (below fuel level) or air (above fuel level)
forming the dielectric (B). Since the dielectric constant of
3
fuel is twice that of air, it is cle ar that the probe capaci-
tance will vary with the fuel level; in fact, tubes A and C are
electroplated so that the capacitance is proportional to
the fuel level.
The me asured signal is sent to the fuel contents indica-
tor via an amplifier.
A m plifier A m plifier
A thermistor "fuel level low" detector (3) connected to an-
other amplifier illuminates the " F U E L" light on failure warn-
ing panel 4 when there is 6 % of fuel remaining.
Power
supply The system is D C-powered and internally generates the
A C power ne eded for its operation.
1 - F uel
2 - F uel contents gauge
3 - Level low sensor
T HM
10.6.1. E Q UIPM E N T O N M O U N TIN G P L AT E (C o nt'd)
( 3 ) B le e d s y ste m
P ull knob
R eturn spring
V alv e
The two ble ed valves are installed at the low point of e ach
tank and are operated by a cable-controlled mechanism.
The pull knobs are accessible on the LH side of the helicopter.
10.6.2. E Q UIPM E N T O F E N GIN E F U E L S U P P LY S Y S T E M
( 1 ) F u el s h utoff v alv e s
The operating levers (3) of the fuel shutoff valve (4) are
E N GIN E installed in the M G B compartment and are connected
2 3
1 to their control levers (1) by ball-flex cables (2).
Visual clogging
indic ator
4
( 2 ) F ilter
6 7
5 ˇ

8
10 11
4
1 - F uel outlet
2 - F uel inlet
3 - E ngine oil inlet (fuel he ating system)
4 - Le aktight he at exchanger shell
5 - Filter cartridge
6 - Visual filter clogging indicator (magnetically
3
attracted to bypass valve)
2
1
7 - Bypass valve (opening P bar)
8 - E ngine oil outlet (fuel he ating system)
9 - F uel drain orifice
10 - F uel/oil filter unit
9
11 - F uel filter pre-clogging differential pressure switch
T HM
10.6.2. E N GIN E F U E L S U P P LY S Y S T E M E Q UIPM E N T (C o nt'd)
( 2 ) F ilter
F U EL FILT E R PR E-CLO G GIN G
When P (P1-P2) re aches 1.2 bar, the differential pres-

sure switch illuminates the " FILT E R " pre-clogging warn-
ing light on the failure warning panel. When this occurs, RH
the pilot must apply the instructions specified in the Flight FILTER
Manual. P2
P1
E N GIN E 2
F U EL FILT E R CLO G GIN G

When P re aches 2.2 bar, the fuel pressure from the en-
2 3 gine low-pressure pump forces the bypass valve (3) down-
ward to open the filter bypass orifices (1) and thus supply
the engine with unfiltered fuel. The top-to-bottom displace-
ˇ
ment of valve (3) bre aks the magnetic force attracting it to
visual indicator (2); the indicator is thus rele ased and
pushed upward by its spring so that its top part protrudes

out of the filter unit.

When the engine is shut down, the return spring pushes
1
bypass valve (3) back to its top position. The clogging
indicator (2) remains extended as it is beyond the mag-
netic attraction (incre ased distance from valve + effect of
its spring). It must be pressed in by hand to bring it back
into magnetic retention.
When the indicator is out and visible, it indicates the en-
gine has be en operated with unfiltered fuel. In this case
refer to the engine manufacturer's documentation for the
proper procedure.
To fuel filter
( 3 ) F u el pre s s ure in dic atin g unit
A pie zo-resistive pressure sensor (9) transmits a signal

depending on the system pressure to the electronic unit E N GIN E 2
(10), which converts the signal and outputs it to the fuel
pressure indicator.
9
N.B. The electronic unit delivers a calibrated current to
power the sensor.
10
T HM
10.6.2. E Q UIPM E N T O F E N GIN E F U E L S U P P LY S Y S T E M (C o nt'd)
( 4 ) Pre s s ure tra n s mitter a n d differe ntial pre s s ure s witc h
The fuel pressure transmitter (2) and the differential pressure switch (1) are
mounted on the accessory drive housing on the LH side of the engines.
The pressure transmitter elec-

tronic units are located behind
and at the bottom of the re ar
cabin bulkhe ad.
10.7 - F U E L S Y S T E M C O N T R O L S A N D M O NIT O RIN G
F uel crossfe ed
LH fuel pushbutton with
shutoff lever integrated light
LH engine pump
R H fuel
shutoff lever
 ˇ
 ˇ
 
 
   
R H engine
pump

C O NTR OL PUSHBUTT O N PAN ELS
F U EL C O NT E NTS INDIC AT O RS
45% Tanks full 55%
FAILU R E WA R NIN G PA N E L
 ˇ 
  
  
    ̌  ̌ 
  ̌  ̌   
   
 
   
F U EL PR E SSUR E INDIC AT O RS
T HM
11
E L E C TRIC P O W E R
11.1 - D C P O W E R G E N E R ATIN G S Y S T E M (28V)

11.1.1. O V E R VIE W
11.1.2. D C P O W E R S Y S T E M O R G A NIZ ATIO N A N D F U N C TIO N S
11.1.3. D C P O W E R S Y S T E M C O MP O N E N T S
11.1.4. D C P O W E R S Y S T E M O P E R ATIO N
11.1.5. D C P O W E R DIS T RIB U TIO N
11.2 - SIN G L E-P H A S E A C P O W E R G E N E R ATIN G S Y S T E M (26V A N D 115V, 400H Z)

11.2.1. O P E R ATIN G P RIN CIPL E
11.2.2. A C P O W E R S Y S T E M C O MP O N E N T S
11.2.3. A C P O W E R S Y S T E M O P E R ATIO N
11.2.4. A C P O W E R DIS T RIB U TIO N
11.2.5. L O C ATIO N O F A C P O W E R S Y S T E M C O MP O N E N T S
T HM
11.1 - D C P O W E R G E N E R ATIN G S Y S T E M (28V)

11.1.1. O V E R VIE W SYSTEM 1 SYSTEM 2
( 1 ) B a sic prin ciple s of th e re d u n d a nt p o w er

g e n eratin g a n d distrib utio n s y ste m U
U1 U2
1+2
Two distribution systems (1 & 2) are supplied via two

busbars (1 & 2) from two power generating systems (1 &
2).
U3
The utiliz ation circuits are connected to the distribution
buses:
• U1 = utiliz ation circuits supplied by system 1,
• U2 = utiliz ation circuits supplied by system 2,
• U1 +2 = utiliz ation circuits with dual supply, BUS 1 BUS 3 BUS 2
• U3 = utiliz ation circuits with dual supply (supplied by
both systems) and load shedding provision,
G E N E R AT O R G E N E R AT O R
Dual supply users are the essential consumers that are 1 2
vital for in-flight safety. The single supply users are sec-
ondary consumers.
BATT E RY
C O NS E Q U E NTLY:
• If one power generating system fails, the remaining gen- U1 U2
erator is capable of supplying both distribution systems + +
B AT T B AT T. B U S B AT T
(U1 & U2).
A number of particularly important safety-related utiliz a-
BUS 1 BUS 2
tion circuits (e.g. fire extinguisher system) are provided
with a redundant power supply from the aircraft battery
(via the direct battery bus) and from power system 1 or 2.
These circuits therefore remain operational even in the G E N E R AT O R G E N E R AT O R
event of the failure of both power generating systems. 1 2
( 2 ) P o w er s o urc e s
The aircraft is supplied with D C power from the following
sources:
- two starter-generators G 1 & G 2 (one per engine) when
the engines are running, E xt. power
- the aircraft battery or a ground power unit when the en- B attery receptacle G2 G1
gines are shut down. This is for starting the engines and
performing checks and electrical tests.
BASIC SP E CIFIC ATIO NS

G E N E RAT O R
O utput voltage regulated at ....................... 28.5 V
R ated current .............................................. 150 A
BATT E RY
Voltage ......................................................... 24 V
C apacity ................................................... 16 A-hr
The standard helicopter has 1 battery

Two batteries (option) may be fitted for cold weather starting.
T HM
11.1.2. D C P O W E R S Y S T E M O R G A NIZ ATIO N A N D F U N C TIO N S
( 1 ) G e n erators a n d c o u plin g d e vic e s
Direct battery
ˇ˛˝˝ circuits

LH utiliz ation R H utiliz ation
circuits circuits

 
  
  

Load-shedding circuits
 
 
• The battery is connected to busbars PP8 and PP9 across R EM EMB E R

two battery contactors 19P1 and 19P2. When power is supplied via the external power recepta-
• Bus P P10 is connected to the system via two load-shed- cle, battery contactors 19P1, 19P2 and generator con-
ding contactors 23P1 and 23P2. tactors 22P1, 22P2 are automatically open to isolate the
• G enerators G 1 and G 2 are connected in parallel to the helicopter generators from the ground power unit.
buses via generator contactors 22P1 & 22P2 and battery Load-shedding contactors 23P1, 23P2 also act as bus
contactors 19P1 & 19P2. coupling (tie) contactors, and are automatically closed
• Direct battery bus P P21 is connected to the battery posi- when:
tive terminal via contactor 35P. - power is supplied from the external power receptacle,
- power is supplied from the helicopter battery,
• The external power receptacle 8P supplies buses P P8,
- power is supplied from the helicopter generators.
P P9 and P P10 via external power contactor 20P and con-
tactors 23P1, 23P2.
In flight the direct battery utiliz ation circuits are connected
to the battery by the commanded closure of contactor
35P. This prevents the battery from being discharged after
a flight by a utiliz ation circuit that was not switched off
(e.g. cabin dome lights).
T HM
11.1.2. D C P O W E R S Y S T E M O R G A NIZ ATIO N A N D F U N C TIO N S (C o nt.)
( 2 ) C ontrols
The pilot has two types of controls:
• G e n erator c o u plin g a n d is olatio n c o ntrols, c o n sist-
in g of " Push-on/push-off" switches. 
1
- a DIR E C T-BATT pushbutton (1) controlling contactor 35P.
- a LH E XT PWR/BATT pushbutton (2) and a RH E XT PWR/ ˇˇ˛˝
BATT pushbutton (3) controlling contactors 19P1 and 19P2, 2 ˇ˛˝
3
or contactor 20P when external power is supplied.
- a G E N 1 pushbutton (4) and a G E N 2 pushbutton (7)
controlling contactors 22P1 and 22P2. ̋ 
 ̋ 

• E m erg e n c y c o ntrols ̌˝ ̌˝

ˇˇ ˇˇ˝ ˇˇ
- a LH B U S S H E D pushbutton (5) and a R H B U S S H E D
pushbutton (6) which are normally pushed off: when either ̋
of these switches is pushed "on", the corresponding con- 5 6 ̋

4
tactor 23P is tripped open, allowing bus P P10 to be iso-
lated.
- a G E N R E S E T pushbutton (10). ̋ 
 8 9 ̋ 

- Two coupled E M E R G C U T O F F pushbuttons (8 and 9).

When pressed "on", they open all the contactors except ̋ ˛

10 7
for 35P.
( 3 ) In dic ators
In the normal flight configuration, all the warning lights are
9 off. Illumination of a warning light indicates a fault condi-
BAT
tion in the corresponding circuit.
8 1 • C uto ut w arnin g lig hts (1 thro u g h 7)
ˇˇ˛˝ E ach contactor is monitored by a warning light which op-
7 2 erates as follows:
ˇ˛˝
- C ontactor closed: light off.
- C ontactor open: light on.
̋ 
 ̋ 

• B attery fu s e w arnin g lig ht (8)
5 4
This light illuminates if the battery fuse blows.
• B attery te m p erature w arnin g lig ht (9)
̋ This light illuminates if the battery temperature exce eds
̌˝ ̌˝ ̋
 71°C . The pilot must then isolate the battery by switching
6 3 "off" the E X T P W R/B AT T pushbutton .
̋ 
 ̋ 
 • G e n erator v olta g e a n d c urre nt m o nitorin g
A voltmeter (11) indicates the voltage of the generator con-
̋ ˛

nected to the primary busbars as chosen by selector (10).
U. A z ero-center ammeter (12) is controlled by the same
SHED selector: the pointer deviates to the left to indicate the
U. R H E S S. I L H G E N. power consumption during engine starting, generator power
U. L H E S S. I R H G E N. output causes the pointer to deviate to the right.
10
ˇ 
11 12
T HM
( 4 ) Prote ctio n circ uitry

• Prim ary b u s a n d wirin g s h ort-circ uit prote ctio n.
The system is designed to make short-circuits highly im-
BAT
probable:
- Electrical master unit components are installed in he avy- To To
duty insulated shells. secondary
secondary ˇˇ˛˝
- E lectrical le ads to and from the master units are pro- buses buses
tected in vibration-, abrasion- and he at-resistant she aths.
T HIS IS PA S SIV E P R O T E C TIO N
- S econdary bus fe eders le ading to the cockpit are pro-

tected by circuit-bre akers (D).  ˇˇ ˇˇ˝ ˇˇ 
T HIS IS A C TIV E P R O T E C TIO N
 
̋ To ˛

secondary
LH E L E C T RIC RH
buses
MA S T E R U NIT E L E C T RI C
MA S T E R U NIT
• B attery fe e d er s h ort-circ uit prote ctio n
A 400-amp fuse (F) in the battery negative le ad isolates

the battery to protect against current overloads caused
by short-circuits on the battery fe eder or betwe en battery
BATT. BAT cells. The direct battery bus P P21 is then no longer sup-
FUS. F plied.
The fuse controls a detection circuit which illuminates a
B AT T F U S E light if the fuse blows.
When the light comes on, the pilot must switch off both
B AT T switches. The direct battery bus P P21 is then no
longer supplied, but the circuits connected to it have re-
dundant power supplies and continue to operate.
• Dire ct b attery b u s s h ort circ uit prote ctio n

A 30 amp circuit-bre aker (D) in the battery positive le ad
protects the fe eder and bus P P21 against short circuits.
BAT
ˇˇ˛˝

To electrical master unit
T HM
( 5 ) A uto m atic fu n ctio n s

• E xtern al p o w er re c e pta cle prote ctio n

- G enerator isolation: when power is supplied via the ex- ˇˇ˛˝
ternal power receptacle, two auxiliary external power re-
lays RL4 & RL8 cut off the supply to battery contactors ˇ˛˝
(19P1, 19P2) and to generator cut-in/cut-out contactors
(22P1, 22P2). Load-shedding contactors (23P1, 23P2) act ̋ 
 ̋ 

as bus coupling contactors. ̋
- O vervoltage protection: if the external power supply volt-
age exce eds 32 V, a fuse (9P) and related z ener diode ̌˝ ̌˝ ̋

cut off the excitation circuits of the external power con-
tactor and auxiliary relays.
- Polarity reversal protection: a series-connected diode in ̋
the control circuit prevents the auxiliary relays from clos- ̋ 

AUX A U X ̋ 
ing if the polarity is incorrect. R E LAY R E LAY
̋   ˛

̌


• B u s c o u plin g ˇˇ˛˝
In normal operation, whenever a primary bus is energiz ed
ˇ˛˝
via the battery or generator contactor, the corresponding
load-shedding contactor closes.
̋ 
 ̋ 

̋
̌˝ ̌˝ ̋

• G e n erator c o u plin g a n d is olatio n

- The generators are coupled to their distribution buses
when the generated output voltage exce eds their coupling
bus voltage by 0.5 V.

- The generators are isolated when a reverse current of 8
± 2 amps is detected from the battery to the generator.
ˇˇ˛˝
• Volta g e re g ulatio n a n d o v erv olta g e prote ctio n ˇ˛˝
E ach generator is monitored by electronic voltage regula-

tion and protection P C Bs performing the following func-
̋ 
 ̋ 

tions:
- Voltage regulation at 28.5 ± 0.5 V by modulating the ˇˇ ˇˇ˝ ˇˇ
excitation current
̌˝ ̌˝
- System overvoltage protection by cutting off the genera- ̋
̋

tor excitation and the generator contactor supply when
the voltage (U) exce eds 31.5 V
- P arallel coupling of the two generators by balancing their ̋ 
 B ala ncing ̋ 

outputs within 10%; the generators are interconnected via
a balancing circuit that detects any load imbalance be- R egul. R egul.
̋ ˛

twe en them. Module Module
E xcitation
T HM
( 6 ) Dire ct b attery in dic atin g circ uit lo gic

• S y ste m d e-e n ergiz e d
Buses PP21, PP8 and PP9 are not energized: the DIR E C T 
B AT T light in pushbutton (3) is off.
ˇˇ˛˝
ˇ˛˝
3
ˇ

̋ 
 ̋ 

ˇˇ ˇˇ
1 2
LH E X T P W R/ R H E X T P W R/
BATT BATT
• B u s e s P P8 a n d P P9 e n ergiz e d

Power is supplied to primary buses P P8 and P P9 by en-
ˇˇ˛˝
ergizing relays 19P1 and 19P2, which are controlled by
ˇ˛˝ 3 the B AT T switches (1 and 2).
The DIR E C T B AT T light (3) is illuminated to indicate that
bus P P21 is not supplied since relay 35P is still in its
bre ak position.
ˇ
̋ 
 ̋ 
 
In normal flight configuration, pressing the DIR E C T B AT T
ˇˇ ˇˇ pushbutton (3) supplies power to bus P P21 by closing
contactor 35P, which switches off the DIR E C T B AT T light.
1 2
LH E X T P W R/ R H E X T P W R/
BATT BATT

• " DIR E C T-B ATT " pushbutton set to " O N "
ˇˇ˛˝
If the BATT1 and BATT2 switches are off, the DIR E C T BATT
light (3) illuminates to indicate that bus P P21 is ener- ˇ˛˝ 3
giz ed.
ˇ
̋ 
 ̋ 
 
ˇˇ ˇˇ
1 2
LH E X T P W R RH EXT PWR
BATT BATT
T HM
( 7 ) D u al b attery in stallatio n
In order to incre ase the available electric power, the elec- - self-contained engine starting in cold we ather,
trical system may be equipped with a second battery hav- - extended range in IF R conditions after the loss of both
ing the same specifications as the standard battery. generators (one generator cut out and failure of the oppo-
The addition of a 2nd battery permits: site engine).
B A SIC DIA G R AM O F D U AL B AT T E RY S Y S T E M
BATT
FUSE
˛
 ̋
 
BATT
TEMP
ˇˇ˛˝
B AT G. B AT D. ̌

˝̌˝ ˝̌˛
˛̌˝ ˛̌˛ ˛̌
̌
˛˛ˇ˝ ˛˛ˇ˛
̋ ˛

E ach battery is connected to the helicopter's electrical The system indicator lights have the same functions as in
system via its respective battery contactor. the single-battery version but the procedures are not iden-
The batteries are coupled by closing the load-shedding tical:
contactors. - If the BATT F US E light illuminates, set both BATT switches
With this arrangement, a defective battery (overhe ating, to O F F and then back O N: the contactor for the faulty
short-circuit, etc.) can be isolated and the remaining "valid" battery will not close and its light will remain on.
battery kept connected to the system. - If the B AT T T E MP light illuminates, set both B AT T
Note that direct battery bus (P P21) is still supplied by the switches to O F F and wait until the B AT T T E MP light goes
original equipment battery. out. C ut e ach battery back into the system again and
check the generators' current flows using the ammeter.
In this installation, the generator balancing circuit is only
The higher current on battery coupling can give an indica-
monitored with load-shedding contactors energiz ed (se e
tion of the fault condition of the battery.
page 11.21/22).
THM
11.1.3. DC POWER SYSTEM COMPONENTS
PP11
GEN. LH BUS BAT. BAT. BAT. DIRECT. BAT. RH BUS GEN.
1P -- Battery PP12
LH SHED LH TEMP. FUSE BAT. RH SHED RH
m3P --LH starter generator PP11
m4P --RH starter generator PP11 PP11 PP12 PP11 PP11
PP12 PP12 PP12 PP12
5PaU-6PaU --Single battery installation shunt terminals 1P
8P --External power receptacle PP21
19P1-19P2 --Battery contactors 29P 1
20P --External power contactor
35P
21P1-21P2 --Starting contactors
22P1-22P2 --Generator contactors
F15 F1
23P1-23P2 --Bus coupling or load-shedding contactors 19P1 19P2
5PaU 6PaU
28P1-28P2 --RFI filters
29P --Battery detecting fuse
35P --Direct battery contactor 8P
RL2-RL5 --Generator excitation relays PP11
PP12
RL3-RL7 --Bistable overvoltage/reset relays PP9 PP10 PP8
RL4-RL8 --Auxiliary external power relays 10P1 23P1 12P1 12P2 23P2 10P2 F4 F6
F13 F5 F2
PP8 --RH primary bus PP19 F16 PP11 2 PP13 PP14 3 PP12 PP20
PP9 --LH primary bus
PP10 --Load-shedding primary bus Voltmeter Voltmeter START 1 START 2 Voltmeter 9P
1 --Direct battery switch

2 --LH bus load-shedding switch
3 --RH bus load-shedding switch EMERGENCY CUT-OFF 20P
4 --Voltmeter (measuring volts on each RL5 RL7 RL3 RL2

primary bus)
5 --Selector (2 stages, 5 positions)
6 --Ammeter (measuring current in starter &
generator modes)
CRP1-CRP2 --Regulation and protection PCBs.
AUX AUX
START 1 START 1
CRANK 1 CRANK 2
LH EXT RH EXT
PWR BAT PWR BAT
21P2
21P1
F14 RL8 RL4

F3
START
START
22P1 22P2
PP10
5
PP8 G1 F17
PP9 G2 F11
U +1V REGUL U +1V U>32V

REGUL
REV. U>31.5V U>31.5V REV.

GEN
CURR. RESET CURR.
V A
RESET RESET
4 6
CRP1 CRP2
28P1 28P2
+ GEN 1 + GEN 2
m3P m4P
G1 G2
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or 11.9 /10
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
11.1.4. DC POWER SYSTEM OPERATION

This selection covers the main functional configurations: GEN . LH BUS BAT. BAT.
PP11
PP12
BAT. DIRECT. BAT. RH BUS GEN.
- power supply by external power receptacle,
PP11
- power supply from the helicopter battery, PP11
PP12
PP11
PP12
PP12 PP11
PP12
PP11
PP12
- power supply from the generators. 1P
PP21
The starting function is described in chapter 12 "Engine Installation". 29P
( 1 ) Power supply via external power receptacle 35P
F15 F1
19P1 19P2
5PaU 6PaU
BAT
BAT 1 BAT 2
8P
PP11
PP12
PP9 PP10 PP8
10P1 23P1 12P1 12P2 23P2 10P2 F4 F6
F13 F5 F2
L/SHED PP19 F16 PP11 PP13 PP14 PP12 PP20
PP9 PP10 PP8 Voltmeter Voltmeter START 1 START 2 Voltmeter 9P
EMERGENCY CUT-OFF 20P

RL5 RL7 RL3 RL2
GEN 1 GEN 2
G1 G2
AUX AUX
SYSTEM CONFIGURATION START 1 START 1
CRANK 1 CRANK 2
Energizing the external power receptacle has the following effects: LH EXT RH EXT
PWR BAT PWR BAT 21P2
• Via the small positive pin: 21P1
- Relay RL4 is energized if the voltage is less than 32V and if the
Battery/Ext. power switches are ON and the emergency cutoff switch F14 RL8 RL4
F3
is not set.
START
• Via the large positive pin:
START
- RL8 is energized by RL4 which makes contact. 22P1 22P2
• After relay RL8 closes:
- External power relay 20P is energized via contactors 22P1, 19P1,
F17
19P2, 22P2 which break contact.
F11
- Bus coupling is ensured by load-shedding contactors 23P2, then U>32V
U +1V REGUL REGUL U +1V
23P1 via the auxiliary contact of contactor 20P.
- Buses PP8, PP10, PP9 are supplied. REV. U>31.5V U>31.5V REV.
GEN
CURR. RESET CURR.
REMARKS RESET RESET
• In the external power configuration, the battery and the generators

are isolated: 28P1
CRP1 CRP2 28P2
THE GROUND POWER UNIT HAS PRIORITY + GEN 1 + GEN 2
m3P m4P
• Pressing the EMERG. CUTOFF push-button de-energizes the ex-
G1 G2
ternal power priority relays RL4 and RL8, causing relay 20P to trip
open.
• The system is protected against an external power overvoltage ex- ing and for engine starting (when a ground power unit is available). The standard procedure is as follows:
ceeding 32V by fuse 9P and a zener diode. Power supply via the external power receptacle → Pre-starting checks and tests → Engine starting→ "Disconnection" of the ground power unit → Automatic generator coupling
• The external power supply configuration is standard for ground test- (the helicopter is now electrically self-sustaining and ready for flight).
THM
11.1.4. DC POWER SYSTEM OPERATION (Cont.)
( 2 ) Power supply from battery PP11

GEN. DELEST. BAT T. T° PP12 FUS. DIRECT. BATT. DELEST. GEN.
1 BUS G. 1 BATT. BATT. BATT. 2 BUS D 2
PP11
BAT PP11 PP11 PP12 PP11 PP11
PP12 PP12 PP12 PP12
1P PP21
BAT 1 BAT 2
29P
35P
L/SHED
F15 F1
19P1 19 P2
5PaU 6PaU
PP9 PP10 PP8
8P
PP11
1 2 PP12
PP9 PP10 PP8
10P1 23P1 12P1 12P2 23P2 10P2 F4 F6
GEN 1 GEN 2 F13 F5 F2
PP19 F16 PP11 PP13 PP14 PP1 2 PP20
1 2
G1 G2
Voltmètre Voltmètre DEM.1 DEM.2 Voltmètre 9P
COUPE-TOUT 20 P
RL5 RL7 RL3 RL2
SYSTEM CONFIGURATION
Both load-shedding switches (1 - 2) are tripped. The two
Battery/Ext. power switches are ON:
AUX AUX
Battery contactors 19P1 & 19P2 close, buses PP8 & PP9 DEM.1 DEM. 2
GEN.1 GEN. 2
are supplied from the battery and the BATT lights are out. VENTIL.1 VENTIL.2
BATT BATT
The bus coupling function between PP8 and PP9 via PP10 PARC G PARC D 21P2
is performed by the closures of load-shedding contactors 21P1
23P1 and 23P2, energized by their respective primary buses.

F14 RL8 RL4
The GEN lights are illuminated. F3
DEM
REMARKS DEM
22P1 22P2
• When in the normal position, the EMERG. CUTOFF switch
allows the battery relays to be energized.
• The battery supply configuration is the standard for ground
F17
testing and engine starting when no ground power unit is
available. The standard procedure is as follows: F11
U +1V U +1V U>32V

Power supply from battery → Pre-starting checks and REGUL REGUL
tests → Engine starting → Generator coupling after REARM.
U>31.5V U>31.5V
starting the 2nd engine. CONJ. GEN CONJ.
REARM REARM
NOTE: If the battery charge is insufficient to start the 2nd
engine while complying with the limitations, cut in the gen-
erator of the 1st engine before starting the second engine. CRP1 CRP2
28 P1 28P2
+ GEN 1 + GEN 2
m3P m4P
G1 G2
THM
( 3 ) Power supply from helicopter generators, PP11

GEN. LH BUS BAT. BAT. BAT. DI RECT. BAT. RH BUS GEN.
PP12
Coupling of 1st generator
PP11
PP11 PP11 PP12 PP11 PP11
PP12 PP12 PP12 PP12
1P
PP21
BAT
29P
BAT 1 BAT 2 35P
19P1 F15 F1 19P2

5PaU 6PaU
L/SHED
PP9 PP10 PP8

8P
PP11
PP12
PP9 PP10 PP8
F13
10P1 23P1 12P1 12P2 23P2 10P2 F4 F6
F5 F2
PP19 F16 PP11 PP13 PP14 PP12 PP20
GEN 1 GEN 2 Voltmeter Voltmeter START 1 START 2 Voltmeter 9P
G1 G2
RL5 RL7 RL3 RL2
ASSUMPTIONS
• The system is initially in the battery power configuration.
• The RH engine is not running.
• The LH engine is starting.
AUX AUX
START 1 START 1
CRANK 1 CRANK 2
SYSTEM CONFIGURATION LH EXT RH EXT
PWR BAT PWR BAT
• The GEN 1 & GEN 2 switches are ON. 21P2
21P1
• Excitation relays RL5 & RL2 make contact: the excitation
and regulation circuits of the generators are active.
F14 RL8 RL4
• When generator 1 voltage exceeds the battery voltage by F3
0.5V, the cut-in system grounds line contactor 22P1. START
• Generator 1 is coupled to bus PP9 and to bus PP8 via the START
2 battery contactors 19P1 & 19P2. 22P1 22P2
• The bus coupling function with PP10 is ensured by load-

shedding contactors 23P1 & 23P2.
F17
• The GEN1 light goes out.
F11
U +1V REGUL U +1V U>32V

REGUL
REMARKS
• As soon as one generator is coupled, the battery becomes REV. U>31.5V U>31.5V REV.
GEN
a consumer, i.e. reverts to charging mode. CURR. RESET CURR.
• The voltage on all the system buses is equal to the genera- RESET RESET
tor G1 output voltage of 28 ± 0.5V.
CRP1 CRP2
28P1 28P2
+ GEN 1 + GEN 2
m3P m4P
G1 G2
THM
PP11
( 4 ) Power supply from helicopter generators, GEN. LH BUS BAT. BAT. PP12 BA T. DIRECT. BAT. RH BUS GEN.
LH SH ED LH TEMP. FUSE BAT. RH SHED RH
Coupling of 2nd generator
PP11
PP11 PP11 PP12 PP11 PP11
PP12 PP12 PP12 PP12
BAT
1P
PP21
BAT 1 BAT 2 29P
35P
F15 F1
19P1 19P2
L/SHED 5PaU 6PaU
PP9 PP10 PP8

8P
PP11
PP12
PP9 PP10 PP8
10P1 23P1 12P1 12P2 23P2 10P2 F4 F6
F13 F5 F2
PP19 F16 PP11 PP13 PP14 PP12 PP20
GEN 1 GEN 2 Voltmeter Voltmeter START 1 START 2 Voltmeter 9P
G1 G2
RL5 RL7 RL3 RL2

ASSUMPTIONS
Generator 1 is coupled and supplying the 3 buses PP8, PP9
and PP10.
Engine 2 is driving generator 2, which is not energized.
AUX AUX
SYSTEM CONFIGURATION START 1 START 1
CR ANK 1 CRANK 2
Pressing the "GEN 2" switch activates the excitation and LH EXT RH EXT
PWR BAT PWR BAT 21P2
regulation circuits of generator 2, by closing excitation relay 21P1
RL2.
For the cut-in system to detect a generator 2 overvoltage of F14 RL8 RL4
F3
at least 0.5V, an additional "U + 1 volt" circuit offsets the START
voltage regulation threshold while line contactor 22P2 is in
START
break position. Generator 2 is coupled into the system. 22P1 22P2
All the indicator lights are off.
• The voltmeter reading is the same in with the reading se-
lector set to RH PRIMARY, LH PRIMARY, L/SHED because F17
the generators are coupled. F11
U +1V U +1V U>32V

• The ammeter indicates the load current of each generator REGUL REGU L
when the selector is set to LH GEN, RH GEN. REV. U >31.5V U >31.5V REV.
GEN
CURR. RESET CURR.
REMARKS RESET RESET
• If a generator fails, the cut-in system opens when the re-

verse (bus to generator) current exceeds 8 ± 2 A. 28P1
CRP1 CRP2
28P2
+ GEN 1 + GEN 2
When the coupling conditions are realized again, the gen-
erator is automatically recoupled. U. SHED
m3P m4P
• When the generator's second contactor is in make posi- G1 G2
U. RH PRIM LH GEN
tion, the balancing system cut-in system is grounded via the
auxiliary contacts of the system contactors. The balancing U. LH PRIM RH GEN
line controls the voltage regulating circuits to balance the
generator outputs within ± 10%.
V A
T HM
11.1.3. D C P O W E R S Y S T E M C O MP O N E N T S (C o nt.)
( 1 ) C o ntrol a n d m o nitorin g
O V E R H E A D PA N E L P U S H B U T T O N S
1 - G enerator 1 contactor pushbutton

2 - B attery 1 contactor pushbutton
3 - Voltmeter/ammeter selector
4 - Direct battery contact pushbutton with 8
7
built-in indicator light
 ˇ
 ˇ
 
5 - B attery 2 contactor pushbutton  
6 - G enerator 2 contactor pushbutton    
7 - Voltmeter
8 - Ammeter
1 
2 3 4 5 6
P U S H B U T T O N PA N E L
LH-RH
GEN
EMERGENCY
RESET CUT-OFF
1
RH BUS 4
2 SHED.
3 LH BUS
SHED.
1 - G enerator reset pushbutton

2 - R H load-shedding contactor pushbutton with
3 - LH load-shedding contactor pushbutton with
4 - C oupled LH-R H system emergency cutoff
pushbutton
   
ˇ
  ̌     
    
   
      

      
  
̌     
     
    
FAILU R E WA R NIN G PA N E L
d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted 11 .11
T HM
E xternal power G enerator

receptacle
B attery detecting
fuse
BATT E RY E L E C T RIC AL MA S T E R U NIT S
T HM
E L E C T RIC AL MA S T E R U NIT S
RETURN G E N E R AT O R
O V E RV OLTA G E T E ST CURRENT TEST V OLTA G E
PUSHBUTTON PUSHBUTTON A DJU S TM E N T
+ G E N E R AT O R
V OLTA G E JA C K
C ONNE CTOR N E G ATIV E JA C K
C ONNE CTOR
+ B ALA N CIN G
ˇ˛˝ JA C K
C ONNE CTOR
̌
ˇ̋ 
  B ALA N CIN G
̋ 
  
ˇ̋ ˇ  A DJU S TM E N T
˛
̌ ˇ
̌
 ̌
ˇ̋ ̌˝
RH MA ST E R UNIT ̌
̌ˇ ̌
ˇ̋ ˇ   
̋
 ˇ


 ˛
 
ˇ̋
̋ 
 ˇ
 
ˇ̋  ̌ 
ˇ̋  
N E G ATIV E JA C K
C ONNE CTOR
̌
 ˛ 
ˇ̋ ˇ  + G E N E R AT O R
ˇ 
   V OLTA G E JA C K
̋ ˇ
 
̌ ̌ ̌˛  C ONNE CTOR

ˇ
̌˝ˇ + B ALA N CIN G
JA C K
ˇ̋ ˇ ̌
̌ C ONNE CTOR
LH MA ST E R UNIT
B ALA N CIN G
̋ ˇ

A DJU S TM E N T


O V E RV OLTA G E T E ST RETURN G E N E R AT O R V O LTA G E

PUSHBUTTON CURRENT TEST A DJU S TM E N T
PUSHBUTTON
d'E UR O C O PT E R et son contenu ne peut être divulgué. This document is the property of E UR O C O PT E R ; no part of it shall be reproduced or transmitted 11 .13 /14
T HM
11.1.4. D C P O W E R S Y S T E M O P E R ATIO N (C o nt.)
( 5 ) P o w er s u p ply fro m aircraft g e n erators : d e-e n ergizin g a n d re s ettin g
+ (P P9)

ˇ
 ˇ

ˇ
̌ 
 ̌ 
 
̌  ̌ 
 ˇ

 ˇ

 
ˇ˛˝¸ 
 ˇ¸
̌
ˇ

ˇ˛˝¸
 ˛

 The system is shown in self-contained reset configuration

̧
R E S E TTIN G
Without going into unnecessary detail about relatively
A " G E N R E S E T' pushbutton activates an electronic cir-
complex operation of the voltage regulator, it is important
cuit shared with the self-contained reset function to reset
to know that excitation relay RL5 is controlled by a bistable
the bistable relay and thus restore the generator excita-
relay RL7 and the E M E R G E N C Y C U T O F F switch.
tion current.
R elay RL5 bre aks the generator excitation circuit:
R esetting is possible even if the primary bus is de-ener-
- if an overvoltage exce eding 31.5 V is detected,
giz ed (self-contained reset).
- or if the pilot actuates the E M E R G C U T O F F switch.
S ELF-C O NTAIN E D R E S E T F UN C TIO N

D E-E N E R GIZIN G C O NDITIO NS
In the event of a generator fault with loss of voltage on the
• O v erv olta g e
primary bus, this circuit uses the generator remanence to
If the voltage exce eds 31.5 V, an electronic circuit causes supply a current pulse to the excitation circuit via the bre ak
bistable relay RL7 to trip: contact of relay RL5. When the generator voltage is high
- Line contactor 22P1 opens enough, bistable relay RL7 is supplied together with exci-
- E xcitation relay RL5 opens. tation relay RL5. Line contactor 22P1 closes, and the gen-
erator is coupled to the system.
• E m erg e n c y c utoff
When the E M E R G C U T O F F switch is tripped open:
N O T E that the G E N 1 switch remains "on" throughout
- E xcitation relay RL5 opens.
this procedure.
- Line contactor 22P1 opens.
T HM
11.1.5. D C P O W E R DIS T RIB U TIO N
( 1 ) Prin ciple Primary bus (generation)

The utiliz ation circuits, protected by fuses, are supplied 
from a distribution bus which in turn is supplied from the Supply cable
primary power buses.
Distribution bus
The distribution buses and fuses are located on distribu-   
tion panels on the cockpit ceiling and console.
Utiliz ation circuits ˇ ˇ ˇ
( 2 ) Distrib utio n s y ste m org a niz atio n  16

DIR E C T
ˇ˛˝ BATT E RY
B us e s P P 8 a nd P P 9 supply bus e s LH
P P12, P P20 and P P11, P P19 respec- MAST E R ˇˇ ˛
tively for the essential utiliz ation circuits. U NIT
All these utiliz ation circuits have redun-
dant (dual) power supplies. R H MA S T E R
Bus P P10 supplies buses P P13, P P14, ˇˇ˝ ˇˇ˛ U NIT ˇˇ
whose secondary utiliz ation circuits are ˇ ˝ˇ ˇ ˝ˇ ˇ ˝ ˇ ˝
located on two panels (pilot's and copi-
lot's circuits) and may be shed from the
system in flight.
Safety-related utilization circuits (e.g. fire 7 7
extinguishing) are supplied from the "di- ˛ 
rect battery" bus P P21.
ˇˇ˛ ˇˇ˛
SE C ONDARY
utiliz ation circuits
(Pilot)
10
SE C ONDARY ˇˇ˛˛ ˇˇ˛

utiliz ation circuits
( C opilot)
E S S E N TIAL
8 utiliz ation circuits
(R edundant supply)
ˇˇ˛˝ ˇˇ 
( 3 ) F u s e p a n el lo c atio n
7 1 V ertic al
Spare fuses
7 1 Horizon-
tal
8 + 7 2 V ertical
7 2 H oriz ontal 16
10 Direct battery panel
11 .24 without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998.
T HM
11.2 - SIN G L E-P H A S E A C P O W E R G E N E R ATIN G S Y S T E M (26 V A N D 115 V, 400 H z)
11.2.1. O P E R ATIN G P RIN CIP L E

Two static inverters supplied by the D C power system each
generate:
- single-phase 26 VA C
STATIC STATIC
- single-phase 115 VA C
IN V E R T E R IN V E R T E R
E ach inverter is connected to a separate distribution sys- 1 2
tem supplying radionavigation equipment requiring A C
power.
Both inverters are powered in normal operation.
If one inverter fails, the remaining inverter is capable of
26 V 26 V
supplying both systems: the systems transfer function is
automatic.
The system may be equipped with an optional manual 115 V 115 V
transfer provision.
SYSTEM 1 SYSTEM 2
Inverter transfer options are indicated by broken lines.
11.2.2. A C P O W E R S Y S T E M C O MP O N E N T S
LH 5
1X P10 A
INV
P P19
1 2
115V
LH
INV 26V
3 4
1X P11 A
U<60V U<14V
6
T
K1 K2
26V
7
115 V
8
115 V
26V
K1 K2
T
3 4
1 6
U<60V U<14V
2X P11 A
26V
RH
INV 115V
P P20
2
RH 2X P10 A
INV
5
1 - Inverter control switches 6 - R elay K1 time delay

2 - Static inverters 7 - Voltmeter (26 V and 115 V re adings)
3 - 115 V undervoltage detector 8 - Voltmeter selector
4 - 26 V undervoltage detector K1 - Protection relay
5 - Inverter failure warning lights K2 - Transfer relay
T HM
11.2.3. A C P O W E R S Y S T E M O P E R ATIO N
LH
INV
115V
P P19 LH
INV 26V
U<60V U<14V
T
K1
K2 26V
115V
115V
K2
K1 26V
T
U<60V U<14V
26V
P P20 RH
INV 115V
RH
INV
Both switches are O N. Both inverters are supplied with The undervoltage detectors are not active, and the protec-
D C power and produce 115 VA C and 26 VA C outputs to tion relays K1 are de-energiz ed. R elays K2 are energiz ed,
their respective distribution systems. and couple the A C buses to the corresponding inverter.
( 2 ) F ailure of o n e static in v erter

LH
INV
115V
P P19 LH
INV 26V
U<60V U<14V
T
K1
K2 26V
115V
115V
K2 26V
K1
T
U<60V U<14V
26V
P P20 RH
INV 115V
The figure shows a failure of the 115 VA C RH

output from the R H inverter INV
The 115 V output drops below 60 V: the undervoltage de- Transfer relay K2 is de-energiz ed, allowing the R H A C
tector makes the power supply circuit to protection relay buses to be supplied from the LH A C buses. The " R H
K1. IN V " light illuminates.
T HM
11.2.3. A C P O W E R S Y S T E M O P E R ATIO N (C o nt.)
( 3 ) S h ort-circ uit o n R H 115 VA C b u s

F
LH
INV
115V
P P19 LH
INV 26V
U<60V U<14V
T
Inhibiting K1
K2 26V
lin e s 115V
115V
K2 26V
K1
T
U<60V U<14V
26V
P P20 RH
INV 115V
RH
INV
Initially, the 115 V undervoltage detector for the R H in- remains energiz ed, however, since it is grounded via the
verter is activated and energizes protection relay K1. Trans- de-energized contacts of the RH inverter transfer relay (the
fer relay K2 is de-energiz ed, illuminating the " R H IN V " "inhibiting line ").
light and allowing the short-circuit to be supplied from the The LH inverter thus continues to fe ed the short-circuit for
LH inverter. approximately 35 ms until the fuse (F) blows: this occurs
A s a re s ult, the 115 V undervoltage detector for the LH before the internal inverter protection circuits operate. The
inverter is activated and relay K1 is energiz ed. R elay K2 115 VA C supply on the R H bus is then definitively cut off.
11.2.4. A C P O W E R DIS T RIB U TIO N
1X P11 A 2X P11 A
2X1 2X2
E ach static inverter receives a single D C
power supply input.
1X P10 A 2X P10 A
All A C utiliz ation circuits are supplied from
the pilot's fuse panel 2 x 2.
26V 115 V 115 V 26V The copilot's fuse panel 2 x 1 includes only
fuses for the LH power system.
LH TRANSF ER RH
INV INV
P P19 P P20
T HM
11.2.5. L O C ATIO N O F A C P O W E R S Y S T E M C O MP O N E N T S
S TATIC IN V E RT E R S P E CIFIC ATIO N S
Total power rating ....................................... 300 VA

Distributed power rating 115 VA C ............... 150 VA
26 VA C .............. 150 VA
Power input ................................................ 28 VD C
C urrent draw at maximum load .................... 16.3 A
O utput frequency ........................................ 400 H z



R H inverter ˇ AC
LH inverter voltm eter
F use panel 2 X1 &

undervoltage detectors
 ˇ
 ˇ
 
 
   
LH static R H static
inverter control inverter control
F use panel 2 X 2 pushbutton pushbutton
& undervoltage detectors S elector
115V / 26V
   
ˇ
  ̌     
    
   
      

      
  
̌     
     
    
T HM
12
E N GIN E IN S T A L L A TIO N
12.1 - D E S C RIP TIO N O F T H E E N GIN E S

12.1.1. O V E R VIE W O F T H E E N GIN E S
12.1.2. SIMPLIFIE D E N GIN E S C H E MA TIC A N D S P E CIFIC A TIO N D A T A
12.2 - E N GIN E L U B RIC A TIO N S Y S T E MS

12.2.1. P RIN CIPL E O F E N GIN E LU B RIC A TIO N
12.2.2. L O C A TIO N O F E N GIN E LU B RIC A TIO N S Y S T E M C O MP O N E N T S
12.3 - A U T O M A TIC G O V E R NIN G S Y S T E M

12.3.1. E L E C T RIC AL E N GIN E G O V E R N O R M O NIT O RIN G
12.3.2. E N GIN E C O N T R O L WIT H V A RIA BL E N1
12.3.3 E N GIN E M O NIT O RIN G
12.3.4. M E C H A NIC AL F U E L F L O W C O N T R O LS
12.4 - E N GIN E S T A R TIN G C O N T R O L S

12.4.1. G E N E R AL
12.4.2. S T A R TIN G S Y S T E M F U N C TIO N AL CIR C UIT DIA G R AM
12.4.3. O P E R A TIO N O F S T A R TIN G S Y S T E M
12.4.4. L O C A TIO N O F S T A R TIN G S Y S T E M C O MP O N E N T S
12.5 - E N GIN E P O W E R M O NIT O RIN G

12.5.1. G A S G E N E R A T O R R O T A TIO N S P E E D (N1)
12.5.2. F R E E T U R BIN E R O T A TIO N S P E E D (N2)
12.5.3. E X H A U S T G A S T E MP E R A T U R E (T4)
12.5.4. E N GIN E T O R Q U E (C)
12.5.5. L O C A TIO N O F E N GIN E M O NIT O RIN G C O MP O N E N T S
C e document est la propriété d'E U R O C O P T E R ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation pré alable écrite
d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or
transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998. 12 .1
T HM
12.1 - D E S C RIP TIO N O F T H E E N GIN E S
12.1.1. O V E R VIE W O F T H E E N GIN E S

The helicopter is powered by two TM 319 " A R RIU S "
turboshaft engines.
T h e t e c h n o l o g i c a l a n d f u n c ti o n a l a s p e c t s o f t h e
powerplant are described in the E N GIN E manufacturer's
N o. 2
documentation. O nly the E N GIN E installation on the heli-
copter will be covered here.
The fre e power turbine engines are installed aft of the
Main G e arbox (M G B), in separate ventilated, drained, MG B
fireproof bays.
The two engines are identical and interchange able.
N o. 1
O n the helicopter: • the LH E N GIN E is E N GIN E 1
• the R H E N GIN E is E N GIN E 2
F uel and oil lines, E N GIN E controls and electrical wiring
are all either fire-resistant or fireproof. All firewalls (bulk-
he ads) are made of titanium.
E N GIN E B A Y LA Y O U T
The digital governor computers are located in the re ar
baggage compartment.
A R RIU S E N GIN E S
E N GIN E G O V E R N O R DIGIT AL C O MP U T E R S
(E N GIN E control and monitoring)
12 .2 d'E U R O C O P T E R et son contenu ne peut être divulgué. This document is the property of E U R O C O P T E R ; no part of it shall be reproduced or
transmitted without the express prior written authoriz ation of E U R O C O P T E R and its contents shall not be disclosed. © E U R O C O P T E R 1998.
T HM
12.1.1. O V E R VIE W O F T H E E N GIN E S (C o nt.)
E N GIN E M O U N T S
E N GIN E lug
attachment flange
D amper
protective shell
Elastomer damper
E ach E N GIN E is coupled to the M G B combiner ge arbox

by a connecting housing and a gimbal ring (C hapter 3.2),
and is secured to a damper mount (A) in the E N GIN E D amper mount
bay.
12.1.2. SIMP LIFIE D E N GIN E S C H E M A TIC A N D S P E CIFIC A TIO N D A T A
Air intake C entrifugal R everse-flow combustion

compressor chamber
Starter-generator
drive coupling
Power
turbine
Power
R eduction ge ar G as generator
transmission shaft
turbine
• Fre e-turbine turboshaft E N GIN E : coaxial independent • C onstant fre e turbine rotation spe ed (N2) maintained
gas generator shaft and power turbine shaft. by full-authority digital governing system; manual fuel flow
• Annular reverse-flow combustion chamber with pre-va- control available in case of governor failure.
poriz ed fuel injection. • S elf-contained lubrication system.
S P E CIFIC A TIO N D A T A
E N GIN E weight without starter, exhaust noz zle

and air intake plenum ............................................... 92 Kg
G as generator rotation spe ed (100% N1) .................................... 54,117 rpm
Fre e turbine rotation spe ed (constant N2) ................................... 45,438 rpm
Power takeoff rotation spe ed (reduction ge ar output) ..................... 6016 rpm
Maximum takeoff power rating (MT O P) ............................................ 340 K W
Maximum contingency power rating (M C P) ...................................... 380 K W
T HM
12.2 - E N GIN E L U B RIC A TIO N S Y S T E MS
12.2.1. P RIN CIP L E O F E N GIN E L U B RIC A TIO N

Hot oil from the engines is recycled through a cooling F U N C TIO N AL S P E CIFIC A TIO N S
system. E ach E N GIN E has a separate, opposite handed O il pressure: Max ........................................ 10 bar
cooling system. Min (N1>70%) ....................... 1.7 bar
Prin ciple : Hot oil is forced by the E N GIN E scavenge Normal in flight ............. 1.7 to 10 bar
pumps (16) through a he at exchanger (cooler) (20) across O il temperature maximum in operation .............. 107°C
which fresh air is drawn by fans to cool the oil. From the Bypass valve setting ................................ P = 2.2 bar
cooler outlet, the oil returns to the reservoir (1) from which Pressure relief valve setting ............................... 10 bar
it is drawn by the E N GIN E oil pump (17). A thermostati- Pre-clogging valve setting ........................ P = 1.2 bar
c ally controlle d v alv e (19) byp a ss e s th e E N GIN E oil Thermostatic valve set points
cooler to ensure quick warm-up after starting. F ully open ................................ < 96°C
F ully closed .............................. 106°C
LU B RIC A TIO N S Y S T E M M O NIT O RIN G
O il flow rate in lubrication system ..................... 800 l/h
E ach oil system includes the following monitoring provi- Lubrication system capacity ............................ 4.8 liters
sions:
- O il pre s s ure indicator (11)
- O il te m p erature indicator (4)
- Ma g n etic c hip detector warning light (12)
- O il filter clo g gin g via the failure annunciator
- O il pre s s ure dro p warning light (8)
ENG. CHIPS
4 P 11 LH ENG.
8 12
to failure annun-
ciator
1 10
7
6
9
3 5
20 2
18
17 LH E N GIN E
19
16 15
14 13
1 - O il reservoir 11 - O il pressure indicator

2 - Magnetic plug 12 - E N GIN E chip detection warning light
3 - T emperature probe 13 - Strainer
4 - O il temperature indicator 14 - C hip detector
5 - O il/fuel filter unit 15 - Strainer & chip detector
6 - F ilter pre-clogging magnetic contactor 16 - Scavenge pumps
7 - Low oil pressure switch 17 - Pressurizing pump
8 - Low oil pressure warning light (shared by 2 engines) 18 - Pressure relief valve
9 - O il pressure transmitter 19 - Thermostatic valve
10 - O il pressure electronic unit 20 - O il cooler
T HM
12.2.2. L O C A TIO N O F E N GIN E L U B RIC A TIO N S Y S T E M C O MP O N E N T S
3 7
6
1
4 8
10
12 11
1 - E N GIN E oil reservoir 7 - M G B oil cooler

2 - O il level sight 8 - E N GIN E oil cooler
3 - F iller spout strainer 9 - Thermostatic valve
4 - T emperature probe 10 - O il cooler air intake scre en
5 - Magnetic plug 11 - Magnetic plug in re ar be aring oil return line
6 - Two-stage oil cooling fan 12 - Magnetic plug with electrical chip detector on reduction ge ar casing
T HM
12.2.2. L O C A TIO N O F E N GIN E L U B RIC A TIO N S Y S T E M C O MP O N E N T S (C o nt.)
̌̌
    
ˇ̌
1 ˇ   

 ̌ 

ˇ
  ˇ 
2
1 warning light for

both engines
5
3
1 - O il filter pre-clogging magnetic contactor

2 - O il low pressure switch
3 - O il pressure transmitter
4 - E lectric chip detector
5 - F ailure annunciator (oil filter pre-clogging)
E N GIN E OIL P R E S S U R E
IN DIC A T O R S
Oil pressure
E N GIN E OIL T E MP E R A T U R E
electronic units
IN DIC A T O R S
T HM
12.3 - A U T O M A TIC G O V E R NIN G S Y S T E M
E N GIN E governing consists in regulating the fre e tur- trol parameters.

bine spe ed to a virtually constant value irrespective of The electronic unit implements the following functions:
the E N GIN E power demand by adjusting the gas gen-
- optimum automatic E N GIN E starting
erator spe ed as necessary.
- N2 regulation
A full-authority digital governor is used for this purpose.
- overspe ed protection
The governing system comprises:
- sensor and computer self-monitoring
- an electrically controlled hydromechanical unit
- an electronic unit to analyse the E N GIN E and flight con-
P1 T2 N1 P3 N2 T4.5
E L E C T R O NIC
G OVERNOR
U NIT
Pitch/throttle Y aw axis
coupling coupling
Stepper motor
from H P
fuel pump
to fuel
injectors
Metering unit
Hydromechanical Unit
N2 (and therefore N R) governing may be described sim- ess an N1 setpoint value, which is compared with the
ply as follows: actual N1 value; the computer then uses a proportional
In response to E N GIN E load variations, the computer function to determine a new position command for the
analyz es the input parameters (P1 - T2 - N1 - P3 - N2 - metering unit that is transmitted to the stepper motor to
T4.5 as well as the collective pitch/yaw coupling) to proc- restore N2 to its setpoint.
T HM
12.3.1. E L E C T RIC A L E N GIN E G O V E R N O R M O NIT O RIN G
( 1 ) F u n ctio n al dia gra m
M C P/IC P control
P P21 P P21
C ollective pitch
P P13 P P14
coupling
A N TICIP A T O R
E N GIN E 1
LH E N GIN E U NIT R H E N GIN E
E N GIN E 2
alternator T/rotor alternator
G OVERNOR G OVERNOR
pitch coupling
DIGIT AL C O MP U T E R DIGIT AL C O MP U T E R
Mutual monitoring
(overspe ed)
N R fine adjustment
O verspe ed O verspe ed
B alancing trims
( 2 ) Pitc h/throttle a n d y a w a xis a nticip ators
Anticipator unit (50K)

(in re ar compartment
above R H footstep)
28 K 1
28 K 2
PIT C H/T H R O T TL E C O U PLIN G YAW AXIS C O UPLIN G

(behind cabin bulkhe ad on R H side of mixing unit) (in re ar compartment under LH E N GIN E deck)
Two-track potentiometer (1 track per E N GIN E); volt- Two-track potentiometer (1 track per E N GIN E); voltage
age Uv incre ases with pitch, and is supplied to the Uv varies when yaw pedal motion exceeds 70% of full
computer via anticipator unit (50 K) to incre ase the scale travel; the variation is applied to the computer via
rotor spe ed. anticipator unit (50 K) to increase the rotor speed.
T HM
12.3.1. E L E C T RIC A L E N GIN E G O V E R N O R M O NIT O RIN G (C o nt.)
( 3 ) Trim c o ntrol
A rotary contactor (3) on the instrument panel supplies

the computer Trim inputs with a command to trim one
E N GIN E rating upward, and to derate the other E N GIN E
(2 track potentiometer). This fe atures allows the pilot to
precisely balance the engines if necessary using another
parameter (T4.5 or torque) inste ad of N1, used for auto-
matic balancing by the governing system.
A second potentiometer (4) for fine adjustment of the ro-
tor spe ed is used only for maintenance purposes (screw-
driver adjustable).
1 2 3 4
ˇ
   ˇ

1-2 - S elector switch used 
for failure annunciator   
3 - Rotary T RIM control ˇˇ

4 - Rotor rpm (N R) fine adjustment
potentiometer (maintenance) 
( 4 ) Ma n u al g o v ernin g
The governing selector can be used to simulate a failure

of the governing system (R efer to the F light Manual for
the conditions).
S election of MA N U AL governing switches the digital com-
puter to dormant status. The metering unit will then stay
in the position it was at failure or simulated failure.
The red " G O V " warning light and the fuel flow light for
the inoperative E N GIN E come on .
The pilot must then use the fuel control lever to vary the
fuel flow.
During a simulated failure, it is possible at any time to
switch back to automatic governing by:
- moving th e fu el control le v er into th e norm al flight
detent,
- moving the governing selector to " A U T O ".
The red " G O V " light and the fuel control light then go out.
A U T O MA TIC/MA N U AL
governing selector
T HM
12.3.2. E N GIN E C O N T R O L WIT H V A RIA B L E N1
The gas generator spe ed (rpm) varies with the power which must be observed in flight to avoid premature dam-
demand, i.e. with the collective pitch. The generator spe ed age to the E N GIN E .
is therefore related to the developed power. It is thus
possible to determine the profile of the operating spe eds
( 1 ) N orm al flig ht
In normal flight the N1 indicator informs the pilot of the

C H A R A C T E RIS TIC P OIN T
available power margin during takeoff and in cruising
• M C rP Maximum continuous (cruise) rating: maxi- flight. The power margin is converted into a percentage
mum power available for unlimited duration. re ading on the indicator:
• MT O P Maximum takeoff rating: maximum power • The maximum takeoff rating corresponds to an indica-
available for the takeoff phases (limited to 5 tor re ading of 0%.
minutes of continuous operation). • The maximum continuous rating of -2.6%.
• M C P Maximum contingency rating: maximum O EI
power rating (limited to 2.5 minutes) ˇ
ˇ  

B efore AMS 2158
• IC P Interm e diate conting e ncy rating b etw e e n ˇ 
and T U 70 C
ˇ N1 
M C P and MT O P. The pilot selects the IC P ˇ


Light flashes after
rating with M C P/I C P (conting e ncy) push-

ˇ 2.5 minutes
LIMIT
ˇ
ˇ˛
button on the collective lever.
Light illuminates
if IC P rating
Power is enabled
MCP
+2.7% 2 min 30
max.
IC P +1.1%
0%
MT O P
Indicator 5 min max. -2.6%
M CrP
N O RMAL F LIG H T O N E E N GIN E IN O P E R A TIV E
Time
O N E E N GIN E IN O P E R A TIV E
In the event of a single-E N GIN E failure, the maxi- The IC P light illuminates on the N1 indicator. The IC P limi-
mum contingency rating (M C P) is immediately avail- tation is indicated on the N1 indicator by a yellow line at +
able for a duration of up to 2.5 minutes. 1.1%.
The "LIMIT " light illuminates on the failure warning The IC P rating protects the E N GIN E and fre es the pilot from
panel as soon as the N1 indicator pointer moves the obligation to monitor the M C P limitation.
above 0%.
The M C P rating limitation is indicated on the N1 N O T E : If flight conditions are satisfactory, the pilot may cut
indicator by a red line at +2.7%. off the maximum contingency rating before re aching the 2.5
By pressing the M C P/IC P contingency push-button minute limit. If ne ed be, the pilot can revert to the M C P rating
on the collective lever, the pilot selects the interme- by pressing the M C P/IC P contingency push-button.
diate contingency rating. The computer IC P input is R efer to the manufacturer's E N GIN E documentation, for the
activated: the E N GIN E is derated and automatically maximum cumulated flight time authoriz ed in maximum con-
limited to the IC P rating. tingency power betwe en two E N GIN E overhauls.
T HM
12.3.2. E N GIN E C O N T R O L WIT H V A RIA B L E N1 (C o nt.)
( 2 ) Trainin g F lig ht
ˇ  
ˇ 
ˇ 

ˇ N1 
TRNG ˇ


ˇ
ˇ
ˇ
Power
Light illuminates
if IC P rating
is enable
0%
MT O P -1%
Indicator 5 min max. -2.6% -2.6%
TRNG MCP
2.5 min
M Cruise P max T R N G IC P
N O RMAL F LIG H T T R AININ G M O D E F LIG H T
Time
The training mode is designed to allow training in O EI " T R N G " light illuminates on the failure warning panel.
procedures by limiting the operating E N GIN E to dam- The operating E N GIN E is derated by the digital compu-
age-fre e ratings (refer to the F light Manual for training ter: the M C P, IC P and N1 laws are reduced by 3.7% by
mode limitations). reducing the maximal fuel flow to switch to training mode.
The training M C P rating is betwe en the MT O P rating lim- The training M C P (TrN G M C P) and the training IC P (TrN G
ited to 5 minutes and the continuous M CrP rating: use of IC P) have the same time limitations as the normal flight
the training M C P rating for 2.5 minutes has no adverse M C P and IC P ratings.
effect on the E N GIN E condition.
In training mode, the N1 indicator is artificially offset by
The training mode is selected in flight by setting the O F F/ 3.7% by the computer in order to indicate the same val-
T R N G/F LT selector to the " T R N G " position. ues of M C P and IC P as in actual mode.
The corresponding E N GIN E is throttled down to an idle
rating equivalent to a rotor spe ed of 355 N2. The amber
A F E W V ALU E S
˝˚¯¸˘
ˇ˛˝¸˚˙˘¯
N1 ¯˚˙˘˘¯
¯˘˝˘
ˇ˛˝ ˛
˛˝ ˛
ˇ˝ ˛ ˝˘˝˛ ¯˚¯¯
ˇ˛˝ ˛
˛˘¯
ˇ˛˝˛˝ ˛ ¯˚¯¯
˚˙
T HM
12.3.2. E N GIN E C O N T R O L WIT H V A RIA B L E N1 (C o nt.)
( 3 ) C o ntrols a n d in dic ators

MT O P IC P MCP
• T h e N1 d e viatio n in dic ator ( N1) is a flight control (0%) (+1.1%) (+2.7%)
instrument designed to display the E N GIN E limitations
and power margins throughout the flight envelope.
The pilot does not have to make allowance for ambient
M C rP
conditions; all that is necessary is to maintain the N1 (-2.6%) ˇ  
indicator pointers below the mark corresponding to the ˇ 
limit of the current flight envelope. 2 ˇ 
ˇ N1  3
O P E R A TIN G P RIN CIPL E 1 ˇ

The E N GIN E digital governor computer generates an er- 
ˇ
ror signal converted into % N1: ˇ
ˇ˛
N1 = N1 max MT O P - N1 true.
The z ero 0 reference point on the N1 indicator corre-
sponds to the maximum takeoff power (MT O P).
N O T E : The digital governor computer also implements 1 - R H E N GIN E pointer

a maximum fuel flow law to protect the transmission sys- 2 - LH E N GIN E pointer
tem components from overtorque. 3 - IC P light (on when IC P enabled)
• M C P/IC P C o ntrol
In the event of a single-E N GIN E failure in flight, maxi- The M C P/IC P rating limits are guarante ed by the com-
mum contingency power is available for 2.5 minutes to puter when the corresponding function is engaged:
correct the aircraft flight path and for manoeuvring. As • In IC P rating, the light on the N1 indicator illuminates.
soon as stable flight conditions are restored, the pilot may • In M C P rating , the light on the N1 indicator is off.
select the intermediate contingency power (IC P) rating
• The N1 indicator activates the "LIMIT " light when the
even before the 2.5 minute limit has expired in order to
N1 deviation for the operating E N GIN E exce eds 0%.
protect the E N GIN E .
Pressing push-button (1) or (2) activates the computer
IC P input via remote contactor 31 K. The E N GIN E is N O T E : O n power-up, M C P is selected.
derated from the M C P to the IC P rating. The IC P light on
the indicator illuminates.
R emote LIMIT
contactor
Pilot
31 K from torquemeter
collective grip
E N GIN E 1
C omputer 1 C O MP U T E R
logic ground ˇ  
N1 P P11
P P14
ˇ 
1 ˇ 
(7 2) ˇ 
ˇ


ˇ
ˇ P P12
2 E N GIN E 2 ˇ˛
C omputer 2
logic ground C O MP U T E R
Pilot
collective grip
M C P/IC P push-button
T HM
12.3.3 E N GIN E M O NIT O RIN G
( 1 ) In dic atin g a n d alarm s

The red and amber " G O V " lights and the " T R N G " light
on the failure warning panel are shared by both engines.
E ach cockpit fuel flow control lever includes a separate
red warning light to ensure the pilot e asily identifies the 2
3
E N GIN E requiring adjustment.
1
F uel flow control

in-flight detent
ENG 1
G OVERNOR 4
C O MP U T E R
4
Major
failure
GOV
input
5
Minor GOV
failure 7
input
6 F uel flow
control grip
Training TRNG
input
To E N G 2 (10 )
governor computer P P11 P P12 P P14 (7 )
1 - Microswitch of fuel flow control in flight detent 5 - Amber " G O V " light indicating minor
2 - Manual fuel flow control travel governor failures
3 - C ockpit fuel flow control lever 6 - Amber " T R N G " indicator light
4 - R ed " G O V " light indicating major governor failures 7 - R ed warning light on fuel flow control lever
• R e d " G O V " lig ht: Major g o v ern or failure In the event of a minor failure, the computer activates its
The red " G O V " light illuminates in the event of a gover- minor failure input: the amber " G O V " light is grounded
nor failure or seizure of the metering unit. via the computer and illuminates.
In the event of a major fault condition, the computer In the fuel flow control is out of the in-flight detent, the
grounds its major failure input (0V). The red " G O V " light " G O V " light is grounded via the lever safety microswitch
and the fuel flow control lever light illuminate. (1) and illuminates together with warning light (7), even
• A m b er " G O V " lig ht: Min or g o v ern or failure though the computer minor failure input is not activated.
The amber " G O V " light illuminates ste adily in case of • A m b er " T R N G " lig ht
loss of one of the following signals: P1, T2, P3, pitch and If one E N GIN E is set to the Training mode using the start-
trim potentiometers, and fuel flow control not in flight de- ing selector, the computer governing the other E N GIN E
tent. causes the " T R N G " light to illuminate.
O utside normal spe eds (acceleration and deceleration), The E N GIN E whose selector is set to " T R N G " is gov-
the amber " G O V " light flashes to indicate loss of one of erned at the idle rating (N2 = 355 rpm at no-load power).
the following signals: one N1 channel, one N2 channel, The other E N GIN E is limited to the training IC P or M C P
or one power system (alternator or helicopter power). F or N1.
these minor governor failures, the warning light stays unlit F ailure of the operating E N GIN E , or a drop in N2/N1 be-
at normal spe ed. low 355 rpm will cause the idling E N GIN E to develop
power.
T HM
12.3.3 E N GIN E M O NIT O RIN G (C o nt.)
( 2 ) F re e turbin e o v ers p e e d s afety s y ste m

The overspe ed safety system protects the fre e turbine if The phonic whe el signals are supplied to a computer ana-
its rotation spe ed exce eds a threshold considered as log processing board, which automatically shuts down
m e ch a nic ally d a ng erous. T his function a utom atic ally the E N GIN E when the fre e turbine spe ed re aches 112 ±
shuts down the E N GIN E if the specified N2 threshold is 3%. At the same time, a mutually exclusive interlock cir-
exce eded. cuit prevents the other E N GIN E from being shut down:
this is the only interconnection betwe en the two comput-
ers.
E N GIN E 2
N1 A N D F AILU R E
A N N U N CIA T O R S
Mode
selector N G
P R M T R T E S T T R IM
P A N N E M O T G . M O T D .
M E M O
D E F IL . F uel pressure
shutoff solenoid N2
valve D etectors
N1 A N D F AILU R E
E L E C T R O NIC U NIT
G OVERNOR G OVERNOR
M O T . G A R M M O T . D
A R R E T
C O MP U T E R A R M T E S T T E S T A R M T E S T C O MP U T E R
O verspe ed
shutdown
interlock
circuit to N2
indicator
The E N GIN E is shut down by opening the fuel system - Unstable (spring-loaded) " T E S T " position: simulates in-
shutoff solenoid valve and the red " T E S T " light on the put frequencies to trip and globally operate the overspe ed
control panel in the re ar compartment comes on. safety circuit (Amber " S E T " light goes out and red " T E S T "
The four rightmost digits on the failure annunciator re ad light comes on).
" O V S P " if the mode selector is set to " F AIL". - Stable " O F F " position: no effect on overspe ed logic cir-
F or maintenance purposes, a 3-position (spring-loaded) cuitry.
switch is provided for e ach E N GIN E in the compartment - Unstable " S E T " position: cle ars the overspe ed operat-
above the LH computer, to allow periodic testing of the ing memory for future initiation (amber " S E T " light comes
overspe ed logic circuitry: on).
O verspe ed unit Annunciators
T HM
12.3.3 E N GIN E M O NIT O RIN G (C o nt.)
( 3 ) F ailure a n n u n ciator
• F u n ctio n s ele ctor (2) when N2 re aches approximately 25%. If the " S " persists,
T E S T F U N C TIO N (Unstable position) this may indicate that the overspe ed system has not be en
reset on the unit in the baggage compartment.
The annunciators display the following information in 3-
second sequences: In flight, N1 monitoring is control with N1.
- F irst sequence: all display segments illuminate " F AILU R E " M O D E : this mode displays the codes corre-
sponding to any fault conditions detected on the engine
- S econd sequence: both displays re ad "355"
a n d g o v e rnin g s y st e m; f a ult c o d e s a r e dis pl a y e d
- Third sequence: E N G 1 on upper display, E N G 2 on lower sequentially at 3-second intervals.
display (display connection test).
"M E M O R Y " M O D E : all fault conditions occurring in flight
" S C R O LL" F U N C TIO N (Stable position) are stored in nonvolatile memory. After landing, this mode
S etting the selector to the " S C R O LL" position causes the is used to scroll through the fault codes with the function
parameter values to scroll when the rotary mode selec- selector (2) set to " S C R O LL".
tor (1) is set to "M E M O " or " P RMT R ". " P A R AM E T E R " M O D E : this mode is used to detect ex-
isting failures or for adjustment purposes. It may be used
• Mo d e s ele ctor (1) on the ground, with the engines shut down or running, or
during check-out flights.
" N G " M O D E (normal in-flight position): displays the N1
value in tenths of a percent and refreshes the value at 1- P arameter codes are scrolled on the display when the
second intervals; this display is used for monitoring N1 function selector (2) is set to " S C R O LL".
during engine starting.
The leftmost digit shows the letter " S " when the over- N O T E : R efer to the F light Manual for a list of fault and
spe ed system is not enabled. O n engine start-up, the parameter codes.
pilot checks the " S " disappe ars (overspe ed enabling)
L E F T E N GIN E
OIL FILT E R
E N GIN E 1 P R E-C L O G GIN G
G OVERNOR
C O MP U T E R
NG
E ngine 1 re ad-out
P P13 P R M T R T E S T T R IM
N1 A N D F AILU R E N G
P A N N E
E L E C T R O NIC
M O T G . M O T D .
M E M O
U NIT
P P14 D E F IL .
1 2
E ngine 2 re ad-out
R H governor and engine
N1 and failure
electronic unit
T HM
12.3.4. M E C H A NIC A L F U E L F L O W C O N T R O L S
( 1 ) F u n ctio n of fu el flo w c o ntrols

Both engines on this helicopter include an automatic start- actuates an emergency valve (7) to bypass the fuel me-
ing and governing system. The fuel flow control lever (9) tering unit (5) in the event of a governor metering sei-
is therefore used only in emergency mode in the event of zure.
automatic governing failure. The fuel flow control lever
4
1 3
8
5
7
9
6
1 - C ockpit fuel flow control lever gate

2 - B all-slider control
3 - E mergency fuel flow valve control lever
4 - G overnor metering unit stepper motor (computer-driven)
5 - G overnor metering unit
6 - F uel bypass line (in case of governor failure)
7 - Manually actuated emergency fuel flow control valve
8 - F uel system high-pressure pump
9 - E mergency cockpit fuel flow control lever
10 - R etractable stop (30° re arward)
C O N T R O L L E V E R P O SITIO N S
N : Normal in-flight detent: 0° on engine quadrant scale

N-C : Manual fuel governing range (spe ed incre ase)
F ORWARD
C N-A : Manual fuel governing range (spe ed reduction)
1 B : R etractable stop located 30° forward of minimum stop position;
allows pilot to move fuel flow lever quickly aft without danger of
flame-out.
R etractable
10 stop (retracted)
B
A
AFT
T HM
12.3.4. M E C H A NIC A L F U E L F L O W C O N T R O L S (C o nt.)
( 2 ) C o m p o n e nt lo c atio n s
" E M E R G E N C Y " fuel V alve control Graduated

R etractable stops flow control levers lever quadrant
 ˇ ˇ 
 
   
E ach fuel flow control lever has a red warning light:

• In normal flight, if the fuel flow control lever is not in the
in-flight detent, the amber " G O V " light illuminates on the
failure warning panel, together with the warning light on
the lever itself.
• A total failure of the digital governor for one engine
causes the red " G O V " light and the warning light on the
corresponding lever to illuminate.
Illumination of the red warning light on the fuel flow con-
trol lever allows the pilot to identify the faulty engine
quickly and unambiguously.
T HM
12.4 - E N GIN E S T A R TIN G C O N T R O L S
12.4.1. G E N E R A L
The A R RIU S engines include an automatic starting sys- • Startin g s e q u e n c e
tem with digital governing. S elector on T R N G or F LT:
A s a re sult, th e e ngin e st arting control is a simpl e - the solenoid valve (14) closes
electrical selector with 3 stable positions (O F F/T R N G/
- the contactor energizing starter (3) closes
F LT) selector.
- the injector solenoid valve opens
- the igniters (5) are supplied
• Startin g S ele ctor F u n ctio n s When N1 = 50%, the starting components are cut off and
the computer takes over engine governing by the fuel
In the " O F F " position: metering (10). Solenoid valve (14) does not open until
• Initiates the computer self-test when the Direct B attery th e e n gin e is s h ut d o w n or th e c o m p ut e r d e t e cts
power comes on. overspe ed.
• Allows the engine to be shut down by moving the selec-
tor from " F LT " or " T R N G " to " O F F ". 1 - Manual/Automatic governing selector
2 - Starting selector (O F F - T R N G - F LT)
In the " T R N G " position: 3 - Starter-generator
• Starts the engine and stabiliz es the engine spe ed at 4 -Ignition unit
idle rating. 5 - High-energy igniters (2 per engine)
6 - Starting solenoid valve
• Actuates the " T R N G " input of the computer governing
7 - Starting fuel injectors (4 off)
the other engine.
8 - Main fuel injectors (10 off)
9 - Level valve (set at 6 bar)
In the " F LT " position : 10 - Stepper motor (controlling fuel metering unit)
• E xecutes the engine starting sequence and accelerates 11 - E mergency manual fuel flow control valve
the engine to its nominal rating. This is the normal flight 12 - High-pressure fuel pump
position. 13 - C ockpit fuel flow control lever
14 - F uel shutoff solenoid valve
B attery or
NG NF T4 external power
unit 3

1

G OVERNOR N1 > 50% 5
C O MP U T E R 4

ˇ

2 6
7
10
FWD
12 9
13 11
AFT
8
14
E N GIN E
T HM
12.4.2. S T A R TIN G S Y S T E M F U N C TIO N A L CIR C UIT DIA G R A M

N O T E : F or clarity, only the R H engine starting system is
described here. The LH engine system is identical.
" Direct battery"
indicating 9P
35P 1 23P2 20P

P P10
P P8
P P14
(16 ) (7 2)
P P21
21P2
P P13 (7 1)
m P4
53 K
to LH eng.
starting R L5
2
system
R L6
3 From
26 K 2 generator
excitation
27 K 2
AUTO 23 K 2
34N
to 30K1
MAN. 56 K 2
FLT R eturn to
LP pump
TRNG
34N F uel pressure
inlet
OFF
F
33N
S T A R TIN G
13 Q 2
N1>50% O
To main To starting
injectors injectors
14 Q 2
O verspe ed
30 K 2 protection
1 - " DIR E C T B A T T E R Y " push-button 30K2 - R H engine electronic governor computer

2 - " E N G C R A N K " push-button on overhe ad panel 5 2 53K - Starting relay on external power connection
3 - " Rotor brake rele ased" safety microswitch (switching of direct battery)
7 2 - R H fuse panel supplied from load-shedding 56K2 - Starting inhibit relay
secondary bus P P14 33N - C omputer 30K1 logic ground
16 - Direct battery fuse panel supplied from bus P P21 34N - C omputer 30K2 logic ground
P P8 - Main busbar in electrical master unit 20P - E xternal power contactor
mP4 - Starter-generator 21P2 - Starting contactor
RL5 - G enerator excitation relay in electrical master unit 23P2 - Shedding bar contactor
RL6 - Auxiliary starting relay in electrical master unit 35P - " DIR E C T B A T T E R Y " contactor
23K2 - High-energy igniter unit 13 Q 2 - Starting solenoid valve (injector fuel supply)
26K2 - 3-position starting selector (O F F/T R N G/F LT) 14 Q 2 - F uel pressure opening/closing solenoid
27K2 - 2-position engine governor selector (AUT O/MANUAL) valve (bistable)
T HM
12.4.3. O P E R A TIO N O F S T A R TIN G S Y S T E M
( 1 ) P u s h-b utto n " DIR E C T B A T " s witc h e d o n

• Starting selector on " O F F "
• G overnor selector on " A U T O "
" Direct battery" 9P

indicating
35P 1 23P2 20P
P P10
P P8
P P14
(16 ) (7 2)
P P21
21P2
P P13 (7 1)
m P4
53 K
to LH eng.
starting R L5
2
system
R L6
3 From
26 K 2 generator
excitation
27 K 2
AUTO 23 K 2
34N
to 30K1
MAN. 56 K 2
FLT R eturn to
LP pump
TRNG
34N F uel pressure
inlet
OFF
F
33N
S T A R TIN G
13 Q 2
N1>50% O
To main To starting
injectors injectors
14 Q 2
O verspe ed
30 K 2 protection
The direct battery bus (P P21) is energiz ed. Auxiliary starting relay RL6 is not grounded by the com-
Power is supplied to the computer from P P21 via a bre ak puter : the relay remains de-energiz ed.
contact of relay 53K, and the self-test routine lasting about
10 seconds is initiated. NOTE :
In the " O F F " position, the starting selector (26K2) : During the computer self-test sequence, the " T R N G ",
- Activates the engine " O F F " (shutdown) input to the com- amber " G O V" and "M C P/IC P" rating lights are illuminated.
puter by setting it to logic ground.
The red " G O V " and the red lights on the fuel flow control
- Supplies +28 V D C power from bus P P14 to the " O P E N "
levers flash five times. O n the N1 indicator the two point-
winding of the main solenoid valve (14 Q 2) : the fuel re-
ers move to 0 then go back to neutral.
turn line to the low-pressure pump is open.-
At the end of the test, all lights go out.
T HM
12.4.3. O P E R A TIO N O F S T A R TIN G S Y S T E M (C o nt.)

• With external power unit
( 2 ) Startin g s ele ctor " F L T " (startin g in " pro gre s s " u ntil 50% N1)
" Direct battery"

indicating from battery 9P
35P 1 23P2 20P

P P10
P P8
P P14
(16 ) (7 2)
P P21
21P2
P P13 (7 1)
m P4
53 K
to LH eng.
starting R L5
2
system
R L6
26 K 2 3 From
generator
excitation
27 K 2
AUTO 23 K 2
34N
to 30K1
MAN. 56 K 2
FLT R eturn to
LP pump
TRNG
34N F uel pressure
inlet
OFF
F
33N
S T A R TIN G
13 Q 2
N1>50% O
To main To starting
injectors injectors
14 Q 2
O verspe ed
30 K 2 protection
N O T E : R elay 53K switches the " Direct B attery" electric In make position, relay RL6 activates the starter contac-
power of the starting components onto the external power tor (21P2), the " C L O S E " winding of the main solenoid
unit. The relay is energiz ed by the " Direct B attery" push- valve, the injector solenoid valve (13 Q 2) and the high-
button on panel 14 . energy ignition units.
In the " F LT " position, the starting selector: The starter-generator is supplied from bus P P8.
- D e-energiz es the " O P E N " winding of the main solenoid The automatic starting sequence is performed by the
valve (14 Q 2). computer up to 50% N1.
- Actuates the governor " F LT " input. At that spe ed, the computer cuts off the ground of the
The computer grounds the auxiliary starting relay (RL6) auxiliary relay, which bre aks contact. The starter, the so-
via the "rotor brake rele ased" microswitch (3) and the lenoid valves and igniters are no longer supplied.
" A U T O " position of the governor mode selector (27K2).
T HM
( 3 ) P h a s e 3 : N1 > 50% a c c eleratio n

• B attery powered
" Direct battery"

indicating + generator 9P
35P 23P2 20P

P P10
P P8
P P14
(16 ) (7 2)
P P21
21P2
P P13 (7 1)
m P4
53 K
to LH eng.
starting R L5
system
R L6
From
26 K 2 generator
excitation
27 K 2
AUTO 23 K 2
34N
to 30K1
MAN. 56 K 2
FLT R eturn to
LP pump
TRNG
34N F uel pressure
inlet
OFF
F
33N
S T A R TIN G
13 Q 2
N1>50% O
To main To starting
injectors injectors
14 Q 2
O verspe ed
30 K 2 protection
The computer accelerates the engine to its rated spe ed • O v ers p e e d prote ctio n
and ensures N2 governing. When N1 equals 50%, the The computer also provides for overspe ed protection. If
starting inhibit relay (56K2) is energiz ed and its bre ak N2 exce eds 112 ± 3%, the computer supplies a +28 V D C
contact cuts off power to the auxiliary starting relay. signal to the main solenoid valve " O P E N " winding, caus-
In " T R AININ G " mode, the computer limits the idle spe ed ing the valve to return the pressuriz ed fuel to the LP pump.
to 68% N1 (corresponding to 355 rpm N2).
T HM
( 4 ) E n gin e cra n kin g
" Direct battery"

indicating 9P
35P 23P2 20P

P P10
P P8
P P14
(16 ) (7 2)
P P21
21P2
P P13 (7 1)
m P4
53 K
to LH eng.
starting R L5
system 1
R L6
From
26 K 2 generator
excitation
27 K 2
AUTO 23 K 2
34N
to 30K1
MAN. 56 K 2
FLT R eturn to
LP pump
TRNG
34N F uel pressure
inlet
OFF
F
33N
S T A R TIN G
13 Q 2
N1>50% O
To main To starting
injectors injectors
14 Q 2
O verspe ed
30 K 2 protection
Cranking is controlled by push-button (1) on overhe ad ( 5 ) Ma n u al g o v ernin g

panel 5 . G overnor selector (27K2) can be used to simulate a gov-
When pressed, it grounds the starting contactor (21P2) ernor failure, in which case starting is no longer possi-
via the de-energiz ed generator excitation relay (RL5). The ble.
starter is supplied from bus P P8 and drives the engine.
The main solenoid valve (14 Q 2) " O P E N " winding is en-
ergiz ed from P P14 via the " O F F " position of the starting
selector: the fuel pressure is returned to the engine LP
pump.
T HM
12.4.4. L O C A TIO N O F S T A R TIN G S Y S T E M C O MP O N E N T S
Microswitch of Static Braking

(starting inhibited)
 ˇ ˇ  G overnor computers

  + relays 53K and 56K
   
Starting selectors
(O F F - T R AININ G - F LIG H T)
Starting solenoid valve

Starter-generator
Starting fuel injectors (4 off)
Manifold for
main injectors (10 off)
Metering unit
with built-in High-energy
high-pressure fuel pump igniters (2 off)
T HM
12.5 - E N GIN E P O W E R M O NIT O RIN G
N1
G as generator rotation T4.5
spe ed E xhaust gas
temperature
N2
Fre e power turbine
rotation spe ed
Cm
E ngine torque
12.5.1. G A S G E N E R A T O R R O T A TIO N S P E E D (N1)

Me a s ure m e nt prin ciple
The gas generator spe ed is me asured by an electromag- phonic whe els are mounted on the starter drive shaft.
netic sensor opposite a slotted (phonic) whe el) driven by Two signals are transmitted to the computer, and a third
the rotating assembly whose spe ed is to be me asured. to the N1 indicator via the electronic failure analysis unit.
As the te eth move past the sensor they modify the mag- The N1 indicator includes two 5-digit displays (1 for e ach
netic field, inducing an alternating current in the coil, with engine). The four right-hand digits display the N1 value
a frequency proportional to the rotation spe ed. (The prin- in tenths of a percent; the leftmost digit re ads " S " when
ciple is the same for N R me asurement). the overspe ed protection system is not enabled.
O n this type of engine, the gas generator spe ed is me as-
ured using 3 phonic whe els and a triple sensor. The
Phonic whe el/

electromagnetic sensor
assembly for one engine
N1 signal from
second engine
N1 signal
N1 A N D F AILU R E
E L E C T R O NIC
U NIT
E L E C T R O NIC

ˇ
   ˇ G O V E R NIN G
   U NIT
ˇˇ
Mode
selector 
T HM
12.5.2. F R E E T U R BIN E R O T A TIO N S P E E D (N2)
The principle is the same as that used for N1 me asure- The N2 signal is received from a set of 3 phonic whe els
ment. and 2 triple sensors mounted on the end of the fre e tur-
bine shaft.
P P13 P P14
N2
detector


̌

ˇ
̌ˇ ̌ˇ
P P13 ̌
 P P14
̌ˇ
E N GIN E 1 ̌ˇ
E N GIN E 1
E L E C T R O NIC   E L E C T R O NIC
G O V E R NIN G G O V E R NIN G
C O MP U T E R C O MP U T E R
NR NF1 NF2 from
Pointer Index Index engine-driven
alternator
Triple in dic ator (N F + N R)
In normal operation, the N F 1 and N F 2 indexes are al- In the event of an engine power failure, its N2 value will
ways superposed and aligned (synchroniz ed) with the obviously drop out of synchronisation. D esynchroniz ation
N R pointer, even if the engine power varies. An engine may also occur in the unlikely event of failure of the en-
remains synchroniz ed despite engine power variations, gine/M G B coupling shaft: the fre e turbine would then no
i.e. N2 R E MAIN S C O N S T A N T A N D O NLY T H E E N GIN E longer be under load, and its spe ed would incre ase until
T O R Q U E V A RIE S. the overspe ed safety.
12.5.3. E X H A U S T G A S T E MP E R A T U R E (T4.5)
The current produced by the thermocouples (4 sensors The true temperature value from e ach thermocouple cir-
for T4.5 indicator + 4 sensors for computer) inserted in cuit is corrected by balancing resistors (R) installed by
the gas stre am is applied to the T4 indicator; the current the engine manufacturer in the junction box.
voltage is proportional to the T4.5 temperature
T4.5 signal to T4.5 signal to

computer 2 D O U BL E T4 IN DIC A T O R computer 1
R H E N GIN E LH E N GIN E
˛˛
ˇ˛˛
˛˛
˛˛
R ˛˛
 R

˛˛ ˛
P P13 P P12 P P11
T HM
12.5.4. E N GIN E T O R Q U E (C)
( 1 ) T orq u e m eter o p eratin g prin ciple

The engine torque (C m) represents the mechanical load
applied to the drive shafts and ge ars. As the rotor rota-
tion spe ed is roughly constant, it is also representative
of the power W furnished by the engine (W = C ). This is
an important flight control parameter since the mechani-
cal power transmission components are subject to stress
limitations, and the torquemeter allows the pilot to avoid
exce eding the permissible limits.
The engine torque is me asured at the reduction ge ar in-
Axial
termediate pinion. The helical ge ar te eth are subjected
to axial thrust (P A) from the opposing effects of engine O il thrust
torque and rotor drive resistance. pressure PA
Oil from the engine lubrication system enters the torquem- inlet
eter me asurement chamber (A) and flows out by throt-
tling action. The thrust shaft, which is integral with the
reducing ge ar intermediate pinion, moves axially and
modifies the flow cross section of the oilway le ading from
me asurement chamber A into the shaft.
• If the engine torque C m incre ases, the axial thrust (P A)
also incre ases, limiting the flow cross section and caus-
ing the oil pressure to rise in the me asurement chamber
(A). The torquemeter transmits this variation to the torque
indicator.
• The opposite occurs if the engine torque decre ases.
Transmitter C hamber A Thrust shaft
( 2 ) T orq u e m e a s ure m e nt s y ste m s

E ach engine includes a pie zo-resistive pressure trans- modifying the position of the corresponding torque indi-
mitter (1). cator pointer accordingly.
The instrument panel indicator (2) comprises two galva- When the sum of the E ngine 1 + E ngine 2 torque values
nometers, e ach slaved to one of the transmitters. re aches 160%, the "LIMIT " light illuminates on the fail-
The resistance of the pie zo-resistive pressure transmit- ure warning panel.
ter varies with the pressure variations in chamber (A),
LIMIT
R H E N GIN E LH E N GIN E
P O W E R S U P PLY P O W E R S U P PLY
S/P R O C E S SIN G S/P R O C E S SIN G 1
1 SLA VIN G SLA VIN G
2
Pressure M M Pressure
in chamber A in chamber A
P P11 P P12
T HM
12.5.5. L O C A TIO N O F E N GIN E M O NIT O RIN G C O MP O N E N T S
N1 sensor T4.5 T E MP E R A T U R E M O NIT O RIN G
Junction box
N2 sensors
Torque transmitter
Thermocouples
T RIPL E IN DIC A T O R
N1 IN DIC A T O R S
NR - NF1 - NF2


̌

ˇ
̌ˇ ̌ˇ
̌

̌ˇ ̌ˇ
 
NR NF1 NF2
Pointer Index Index
E ngine 2

ˇ


E ngine 1



 E ngine 2


 
E ngine 1
T4 IN DIC A T O R T O R Q U E IN DIC A T O R
T HM
13
FIR E PR O T E C TIO N
13.1 - MO NIT O R E D A ND PR O T E C T E D A R E A S
13.2 - FIR E D E T E C T O RS
13.3 - MG B C OMPA RTM E NT FIR E D E T E C TIO N SYST EM

13.3.1. O P E R ATIO N O F M G B FIR E D E T E C TIO N
13.3.2. L O C ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S
13.4 - E N GIN E FIR E D E T E C TIO N SY ST EM

13.4.1. E N GIN E FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S
13.4.2. E N GIN E FIR E D E T E C TIO N S Y S T E M O P E R ATIO N
13.5 - E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M

13.5.1. FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S
13.5.2. FIR E E X TIN G UIS HIN G DIS T RIB U TIO N S Y S T E M
13.5.3. FIR E E X TIN G UIS H E R U NIT
13.5.4. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M O P E R ATIO N
13.5.5. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S
T HM
13.1 - M O NIT O R E D A N D P R O T E C T E D A R E A S
MG B C OMPARTME NT
1 fire detection circuit
E N GIN E C O MPA RTM E N T

C A BIN
1 fire detection circuit per engine
1 portable
1 fire extinguishing system per engine
fire extinguisher
13.2 - FIR E D E T E C T O R S 1 2 3 4
The fire detectors are bimetallic-strip temperature sensors

located at critical points in the engine and M G B compart-
ments.
9
D E T E C TO R O P E RATIO N
• Slo w te m p erature ris e
Both bimetallic strips (2, 7) distort in the same way. When 8 7 6 5
the detection threshold is re ached, insulated strip (7)
re aches the stop (1) while bare strip (2) continues to dis- 1 - Adjustable temperature threshold stop
tort: the contacts separate and the detection circuit is 2 - Q uick-distorting bare bimetallic strip
broken. 3 - Insulator
4-5 - Terminals
• F a st te m p erature ris e
6 - G lass fabric
The bare metal strip (2) he ats faster than the insulated 7 - Slow-distorting insulated bimetallic strip
strip (7) and thus distorts more quickly. C ontact is broken 8 - Low-temperature stop
when the detection threshold is re ached. 9 - Bimetallic strip contacts
13.3 - M G B C O MPA R TM E N T FIR E D E T E C TIO N S Y S T E M
M G B C ompartment
Two detectors are installed close to e ach

FIR E warning light other, and thus open simultaneously when
the temperature exceeds 160°C in the MG B
compartment.
As long as one of the detectors remains
closed, the FIR E warning light is short-
circuited.
Direct
b attery This provision is designed to prevent possi-
bus D etectors ble illumination of the warning light due to
accidental operation of one detector.
T HM
13.3.1. O P E R ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M
( 1 ) Mo nitorin g circ uit e n ergiz e d P P21
R elays K1 and K2 are de-energiz ed; the current

passes through detectors D1 and D2 which are
closed and to the ground through resistor R1. 1 K1 K2
Light (2), which is short-circuited, is out.
1 - T E S T pushbutton
2 - M G B FIR E warning light
R1 - R esistor
D1-D2 - F ire detectors (set at 160°C) 2
K1-K2 - R elays for simulating detectors
"open" for the test function
R1
D1 D2
P P21
1 K1 K2
( 2 ) Te m p erature > 160°C
Simultaneous opening of both detectors D1 and
D2 illuminates the warning light (2) via the break
contacts of relays K1 and K2.
R1
D1 D2
P P21
( 3 ) O n e d ete ctor o p e n or lin e c o ntin uity fa ult

1 K1 K2
• Momentary opening of one detector

The warning light remains short-circuited by the
second closed detector, and therefore does not il-
luminate unnecessarily.
• Line continuity fault (as shown in the F igure)

2
The result is the same as above, but this condition
is detected by the system test function.
R1
Line
bre ak D1 D2
T HM
13.3.1. O P E R ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M (C o nt.)
P P21
( 4 ) S y ste m te st
Pressing the T E S T pushbutton (1) energiz es relays
K1 and K2, and thus bre aks the short-circuits inhib-
K1 K2 iting the warning light (2).
The light illuminates, since all of the detection loops
1 are energiz ed: any dormant system faults are de-
tected in this way.
R1
D1 D2
13.3.2. L O C ATIO N O F M G B FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S

E ngine/M G B FIR E
test pushbutton
ˇ
 ˇ
  

   
ˇ  

 ̌
 
16
DIR E C T B AT T E RY
M O NIT O RIN G
U NIT
DETE CTORS
T HM
13.4 - E N GIN E FIR E D E T E C TIO N S Y S T E M
13.4.1. E N GIN E FIR E D E T E C TIO N S Y S T E M C O MP O N E N T S

M O NIT O R E D P OIN T S
Pushbutton for
M G B + E N G 1 & 2 fire test
A
ˇ
 ˇ
  

   

B
ˇ  

 ̌
 
Two separate but identical detection systems each include: The 2 sensors in the front zone are set at 200°C .
- 4 temperature sensors The 2 sensors in the re ar zone are set at 400° C .
- a relay unit
These sensors monitor the ventilation airflow around the
- a FIR E warning light
engine and in zones where a flammable liquid le akage
- a T E S T pushbutton used to check the system by simu-
ha z ard exists.
lating fire conditions
13.4.2. E N GIN E FIR E D E T E C TIO N S Y S T E M O P E R ATIO N

P P11 P P12 P P11 P P12
T E MP E R AT U R E < 200°C T E MP E R AT U R E > 200°C
FIRE FIRE
ENG.LH ENG. LH
3
3
2 2
1 1
4 4
The system is shown in normal operating condition: The detector opens and the monitoring relay (2) is de-
T° < 200°C , monitoring relay (2) energiz ed FIR E light energiz ed the FIR E light (3) illuminates.
(3) off.
1 - Polariz ed capacitor (prevents accidental
illumination of the FIR E warning light)
T E S T F U N C TIO N : Pressing pushbutton (4) simulates 2 - Monitoring relay
opening of a temperature sensor to check operation of the 3 - FIR E indicating light
engine and M G B fire detection systems. 4 - Pushbutton for testing the M G B and engine
fire detection systems
T HM
13.5 - E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M
13.5.1. FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S
The fire extinguishing system includes: E ach fire extinguisher can be discharged into either en-
- Two freon fire extinguishers and their distribution lines gine compartment as selected by the pilot (direct or cross-
le ading to a spray noz zle in e ach engine compartment. feed delivery).
- a discriminating electric percussion circuit.
R H extinguisher
ˇ RH
R H engine
e xtinguishing ENGINE

MGB C OMPARTMENT
LH

LH engine
e xtinguishing ENGINE
ˇ
C OMPARTMENT
LH extinguisher
13.5.2. FIR E E X TIN G UIS HIN G DIS T RIB U TIO N S Y S T E M
E ach fire extinguisher is equipped with two electric pyro-

technical cartridge percussion he ads (1). When power is
LH RH supplied to the he ad resistor, the percussion of the car-
ENG 2 ENG 1
tridge bre aks a rupture disk (2) and rele ases pressuriz ed
EXT 2 freon.
E ach freon distribution system to the engine bay spray
noz zles is connected to one percussion he ad of e ach fire
R H E N GIN E extinguisher by pipes with two non-return valves (3) that
1 2 isolate the extinguishers from e ach other. Schematically,
here is how the system works:
3
LH E N GIN E • LH engine, first percussion:
Pressing pushbutton "LH E N G 1" discharges extin-
guisher 1 into the LH engine bay.
LH RH
• LH engine, second percussion:
ENG 1 ENG 2
Pressing pushbutton "LH E N G 2" discharges extin-
guisher 2 into the LH engine bay.
EXT 1 • R H engine, first percussion:
4 Pressing pushbutton " R H E N G 1" discharges extin-
guisher 2 into the R H engine bay.
• R H engine, second percussion:
A pressure gauge (4) is provided to check the freon pres-
sure before flight. Pressing pushbutton " R H E N G 2" discharges extin-
guisher 1 into the R H engine bay.
T HM
13.5.3. FIR E E X TIN G UIS H E R U NIT
1 - Pressure gauge 1 2
2 - Pressure-temperature correspondence chart
3 - P ercussion he ads
4 - C harging valve with pressure-relief rupture disk
5 - Pyrotechnical cartridges
4 3
SP E CIFIC ATIO NS
Tank volume .................................................. 0.983 dm3

W eight of freon 13B1 gas ................................. 0.620 kg
Charging pressure ................................................ 45 bar 5 Bayonet
Rupture disk bursting pressure ..................... P > 91 bar Threads
C artridge-priming resistor rating ............... 1.15 ± 0.25
The pyrotechnical cartridges are color-coded to prevent
assembly errors.
13.5.4. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M O P E R ATIO N
E x a m ple s h o w n, a fire in th e L H e n gin e b a y persists

after the LH extinguisher is fired (1st percussion); the pi-
lot therefore fires the second extinguisher (2nd percus-
sion).
LH E N GIN E R H E N GIN E
P P21
(B AT)
EXT 1 EXT 2 EXT 2 EXT 1

LH ENG LH ENG RH ENG RH ENG
P P12
P P11
C urrent-limiting resistors
in case of short-circuit
after firing (wiring
protection) R H engine bay
LH engine bay
T HM
13.5.5. E N GIN E FIR E E X TIN G UIS HIN G S Y S T E M C O MP O N E N T S
E N G. 1 FIR E E X TIN G UIS HIN G E N G. 2 FIR E

PUSHBUTTONS E X TIN G UIS HIN G
PUSHBUTTONS
1 st percussion 1 st percussion
2 nd percussion 2 nd percussion
 ˇ
 ˇ
 
 
   
4 3 2
1 - Fire extinguishers
2 - Spray noz zles
3 - D elivery lines
4 - Non-return valves
T HM
14
H E ATIN G A ND V E NTIL ATIO N
14.1 - H E ATIN G A N D D E MIS TIN G S Y S T E M
14.2 - C A BIN V E NTIL ATIO N
T HM
14.1 - H E ATIN G A N D D E MIS TIN G S Y S T E M
Hot air bled from the centrifugal compressor outlets of 1 3

e ach engine (T1, T2) is mixed with outside air drawn in
through two induction noz zles (2, 7) underne ath the cabin 5 T1
floor and diffused inside the cabin via :
- 2 he ating outlets (3)
- 2 windshield demisting diffusers (1)
The hot compressor ble ed air flows are adjusted by two 2
4
valves (4, 8) located next to the pilot's se at.
C alibrated orifice plates (5) limit the maximum compres-
sor ble ed air flow to 2.25 % of the total compressor air
8
flow. 7
The engines are isolated from one another by non-return
valves (6).
T2
1 3 6 5
T1
P2 T2
P2 airflow acceleration cre ates

suction pressure that draws in
cabin air
8
7
9
4 5
3
2 5 4
6
1 - D emisting diffuser (1 on e ach side) 6 - H e ating induction noz zle

2 - D emisting induction noz zle 7 - Dual non-return valve to isolate engines from e ach other
3 - H e ating outlet (1 bene ath e ach front se at) 8 - Hot air ble ed line with orifice plate (1 for e ach engine)
4 - D emisting control valve 9 - P2 air ble ed for option
5 - H e ating control valve
T HM
14.2 - C A BIN V E N TIL ATIO N
C abin ventilation is ensured by outside air entering the The ram airscoop (1) is equipped with water separators (2)
cabin : to drain off most of the water outside the aircraft.
- at fro nt through a scre ened airscoop (10): the air flow The airscoop includes a summer/winter air flow adjust-
rate is controlled by a flap actuated by a pull-knob (13) ment provision: rotating the condensation water bowl (4)
bene ath the pilot's instrument panel. opens or closes air le akage slots (3).
- o n th e c a bin c eilin g through a ram airscoop (1).
The ventilation air flows betwe en the polycarbonate skin
panels of the cabin roof to swiveling, adjustable-flow and
closable ventilation outlets (5, 6).
3
Summer position:
slots open
Winter position: slots 4

6
clos e d
9 8 13 W ater
10 13
11
1 - R am airscoop
2 - W ater separator
3 - Air le akage slot
4 - Rotating water condensation bowl
12 5 - C enter vent diffuser and light fixture
6 - Side-mounted vent diffuser
7 - Front airscoop flow regulating flap
8 - Diffuser
9 - F lap (7) control cable
10 - V entilation airscoop
11 - Protection scre en
12 - W ater drain
13 - F lap (7) control pull-knob
without the express prior written authorization of E UR O C O PT E R and its contents shall not be disclosed. © E UR O C O PT E R 1998. 14/4.3
T HM
15
PIT O T-STATIC SYST EM A ND INSTRUME NTS
15.1 - D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M A N D IN S T R UM E N T S

15.1.1. O P E R ATIN G P RIN CIPL E
15.1.2. PIT O T-S TATIC S Y S T E M C O MP O N E N T S
15.1.3. L O C ATIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S
15.1.4. D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S
15.2 - PIT O T H E ATIN G S Y S T E M

15.2.1. PIT O T H E ATIN G S Y S T E M C O N T R O LS A N D M O NIT O RIN G
15.2.2. C O MP O N E N T L O C ATIO N
T HM
15.1 - D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M A N D IN S T R UM E N T S
15.1.1. O P E R ATIN G P RIN CIP L E AIR S P E E D V E R TIC AL S P E E D

IN DIC AT O R ALTIME T E R IN DIC AT O R
The pitot-static system instruments indicate:
- the helicopter's altitude on the ALTIM E T E R
ˇ
- the helicopter's spe ed relative to the air on the
AIRSP E E D INDIC AT O R
- the helicopter's rate of climb or descent on the PS PS P S1
V E RTIC AL SP E E D INDIC AT O R
PS
The operating principles of these instruments are il- P artial
PT
lustrated in the figure opposite. vacuum
- the airspe ed indicator me asures the dynamic
pressure of the air P D = P T - P S
- the altimeter me asures the static pressure P S
- the vertical spe ed indicator me asures the Pitot he ad C apillary tube
pressure difference P S - P S1 , a function of
the helicopter's rate of climb or descent.
Static pressure
P T : Total pressure port
P S : Static pressure
P S1 : Static pressure with lag induced by capillary tube
15.1.2. PIT O T-S TATI C S Y S T E M C O M P O N E N T S

4
2
3 5
PIL O T'S S Y S T E M
1
Total pressure 6
copilot's system
2 7
2
1 3
Total pressure
pilot's system 5
2 AUXILIARY SYST EM
(C O PILO T)
2
4
1 - Pitot he ad
2 - Drains (for condensation)
3 - V ertical spe ed indicator
4 - Airspe ed indicator
Note: The pilot he ad is mounted on the left of the helicop- 5 - Altimeter
ter centerline where the airflow perturbations are the le ast. 6 - Pilot's standby static valve
7 - Static pressure port
8 - A P air data system
T HM
15.1.3. L O C ATIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S
1 2 1 2
5
3 3
6 7 8
1 - Airspe ed indicator
2 - Altimeter
3 - V ertical spe ed indicator
4 - Pilot's standby static valve
5 - Total pressure line
4 6 - Pitot he ads
7 - Static pressure line
8 - Static ports
15.1.4. D E S C RIP TIO N O F PIT O T-S TATIC S Y S T E M C O MP O N E N T S
PIT O T H E AD 1
• Electrical resistance he ating (anti-icing provision)

• R esistor power rating: 35W-55W
1 - Mounting bracket (positions the Pitot he ad parallel to

the airstre am deflected by the aircraft nose)
2 - E lectrical le ad
3 - Hose fitting
4 - Pitot (total pressure) tube
5 - H e ating resistor with mica insulator
5 4 3
T HM
15.2 - PIT O T H E ATIN G S Y S T E M D E S C RIP TIO N
15.2.1. PIT O T H E ATIN G S Y S T E M C O N T R O L S A N D M O NIT O RIN G
The projecting Pitot tubes are highly susceptible to icing. P P11 P P12 P P19 P P20
To prevent any risk of icing which would cause immediate
loss of airspe ed information, the Pitot he ads are equipped
with a he ating resistor.
A warning light illuminates to indicate a resistor power
supply fault.
E X PLA N ATIO N O F CIR C UIT DIA G R AM PIL. 1 AUX.

PITOT PITOT
PIL O T'S PIT O T H E A D: The PIT O T switch (1) is "on", re-
sistor (3.1) is supplied, monitoring relay (2.1) is energiz ed
and the PIL PIT O T warning light is off. 2.1 2.2
C O PIL O T'S PIT O T H E A D: Power supply fault in circuit to
resistor (3.2), relay (2.2) is de-energiz ed and A U X PIT O T
light is illuminated.
Lin e
3.1 continuity 3.2
Note the redundant power supply to the pilot's Pitot he at- fault
ing resistor.
PIL O T'S AUXILIARY
PIT O T H E A D PIT O T H E A D
15.2.2. C O M P O N E N T L O C ATI O N
1 2
  
̌    
 

    
̌
ˇ
 ˇ
  

   ̌ 
̌  
 
1 - A U X PIT O T fuses
2 - Pitot he ating push-button
3 - PIL PIT O T fuses
T HM
16
INT E RIO R A ND E XT E RIO R LIG HTIN G
16.1 - IN T E RIO R LIG H TIN G

16.1.1. IN T E RIO R LIG H TIN G S Y S T E MS
16.1.2. O V E R H E A D LIG H TIN G
16.1.3. P RIN CIPL E O F LIG H T G E N E R AT O R A N D LIG H T DIF F U SIO N
O N IN S T R UM E N T PA N E L
16.1.4. PIL O T'S IN S T R UM E N T PA N E L A N D O V E R H E A D PA N E L LIG H TIN G
16.1.5. C O PIL O T'S IN S T R UM E N T PA N E L LIG H TIN G
16.1.6. C O MP O N E N T L O C ATIO N S
16.2 - E X T E RIO R LIG H TIN G

16.2.1. P O SITIO N LIG H T S
16.2.2. C O LLISIO N LIG H T
16.2.3. PA R KIN G LIG H T
16.2.4. LA N DIN G LIG H T
T HM
16.1 - IN T E RIO R LIG H TIN G
16.1.1. IN T E RIO R LIG H TIN G S Y S T E MS

The interior lighting consists of 4 separate systems: O verhe ad
- pilots and passengers overhe ad lighting p a n els
- copilot's instrument panel lighting
- pilot's instrument panel lighting
- overhe ad panel, console,
compass and thermometer lighting.
Instrument panel
- pilot
- copilot
C onsole
16.1.2. O V E R H E A D LIG H TIN G
E ach dome unit has 2 swivelling lamp-holder/light P P21

diffusers, e ach light being individually controlled. P P13
E ach light in the pilot's dome unit is individually con-
trolled by a switch and a dimmer.
N.B. The pilot's lighting is maintained in the event of DIR E C T

failure of the generator or battery contactor. BAT.
PILO TS PA S S E N G E R S
O V E R H E A D LIG H T OVERHEAD
LIG H T
16.1.3. P RIN CIP L E O F LIG H T G E N E R AT O R A N D LIG H T DIF F U SIO N O N IN S T R UM E N T PA N E L
The light from a 70 W iodine light, reflected by reflector (1) plexiglas light-diffuser (4) mounted on the instrument panel
is picked up by cone (2) linked to an optical glass fiber (5) ne ar the instrument to be lit .
loom (3). E a ch ele m e nt of this loom termin ate s in a
Light propagation through

4 the black-painted glass
fiber (the light is captive
within the fiber)
1 2 3
5 Diffusion
of light
T HM
16.1.4. PIL O T'S IN S T R UM E N T PA N E L A N D O V E R H E A D PA N E L LIG H TIN G
The overhe ad panels, console and O AT indicator are lit The pilot's instrument panel and compass lighting is con-
when switch (1) is set to on. The brightness is adjusted trolled with switch (2). Potentiometer (P2) controls dim-
by potentiometer (P1) which controls dimmer (3). mer (4).
P P14 P P20
1 2 P2
P1
3 F1 F2 4
C omp a ss
OVERHEAD
PA N E L to radio-
n a vig ation
C ONSOLE T h ermom et er
(O AT)
Light generator
( 2 ) B u s P P14 failure
If the power supply from P P14 is lost, the overhe ad panel, The brightness of all the lighting is now controlled by
console and O AT indicator lighting goes out. The pilot must potentiometer (P2).
set the switch of the failed circuit to " O F F " (in this exam- Note that fuses F 1 and F 2 protect against short-circuits
ple, switch 1) so that the system can now be supplied in the failed system.
from bus P P20.
P P14 P P20
1 2
P1 P2
F1 F2
3 4
C omp a ss
OVERHEAD
to radio-
PA N E L
n a vig ation
T h ermom eter
C ONSOLE
(O AT)
Light generator
T HM
16.1.5. C O PIL O T'S IN S T R UM E N T PA N E L LIG H TIN G

P P 13
Note the single power supply to the light generator
Potentiometer
1
1 - Switch
2 - Dimmer
3 - Fuse
2
Light generator
16.1.6. C O M P O N E N T L O C ATI O N S
C onsole lighting
C opilot's instr./panel pushbutton Pilot's instr.panel
lighting pushbutton lighting pushbutton
U L/S H E D
U 115V LH U 26V RH U RH E SS I. LH G E N.
U 26V LH U 115 V RH U LH E SS I. RH G E N.
LIG HTIN G
C opilot Pilot
I/panel C o ns ol e I/panel
C opilot's instrument Pilot's instrument

panel lighting panel lighting
pote ntiom eter pote ntiom eter
C onsole lighting
pote ntiom eter
Pilot's light
g e n erator
C opilot's light
g e n erator
Pilot's dimmer C opilot's dimmer
T HM
16.2 - E X T E RIO R LIG H TIN G
16.2.1. P O SITI O N LI G H T S
2 3 4
 ˇ
 ˇ
 
 
   
5 6 7 8
P P11
1 - C ontrol pushbutton
2 - R e ar light support
3 - G lobe gasket
4 - Globe-lamp assembly
5 - Clamp
6 - G lobe gasket
P P12 7 - Side light globe-lamp assembly
8 - Cover
T HM
16.2.2. C O L LISIO N LIG H T
Night or day, the collision light indicates the aircraft's pres-

ence at a gre at distance. The unit emits flashes of red
light which draw attention much better than a fixed light. 45 flashes per min.
The xenon gas tube is supplied from a flashing unit (2). visible over 360°
The light is controlled by pushbutton (1).
 ˇ
 ˇ
 


 


2 - High voltage generator
3 - G lobe made of he at resistant glass
4 - F araday shield
 5 - X enon tube
1
6 - Printed circuit
7 - Seal
8 - Mount
HV
G ENERATOR
P P14
58 L
O p eratio n of th e hig h v olta g e (H V) g e n erator: the H V When the capacitors are charged, a timer controls ioniz a-
generator supplies the lamp via an electronic circuit. The tion of the xenon and discharge of the capacitors 45 times
electronic circuit transforms the 28 V input voltage into per minute.
high voltage and charges the capacitors.
T HM
16.2.3. PA R KIN G LIG H T
A fixed light is installed under the structure on the LH side of the aircraft.
The be am from the light illuminates a wide zone in front of the aircraft. The
light is equipped with a 150 watt iodine lamp which projects an elliptical
be am 40° wide in a zimuth and 10° wide in elevation. The be am axis is
positioned at -8° relative to the helicopter's horizontal datum line.
ˇ
 

 
P P13
16.2.4. L A N DIN G LIG H T

A fixed landing light is installed under the structure on the R H side of
the aircraft and equipped with a 450 W iodine lamp.
The conical be am of this light is positioned at -23° relative to the
helicopter's horizontal datum line.
This light is controlled by switch (1) on the pilot's and copilot's col-
lective lever grips.
P P19
1
P P20
P P11
1 1
P P12
T HM
17
WINDSHIE LD WIP E RS
17.1 - WIN D S HIE L D WIP E R S
17.2 - WIN D S HIE L D WIP E R C O N T R O L S
17.3 - F U N C TIO N A L DIA G R A M O F WIN D S HIE L D WIP E R C O N T R O L CIR C UIT
T HM
17.1 - WIN D S HIE L D WIP E R S
The windshield wiper installation improves visibility in rainy

WIP E R D RIV E LIN K A G E
we ather by wiping the two front windshields . The wiper arms
(1) are driven by electric motors (3) whose rotary motion is
converted into reciprocating motion by a rod and crank mecha-
nism (2).
1
Wiper pivot
R od
Motor
driv e
3
C ra nk
17.2 - WIN D S HIE L D WIP E R C O N T R O L S
2 1
 ˇ
 ˇ
 
 
   
1 - Pilot's windshield wiper arming pushbutton

2 - C opilot's windshield wiper arming pushbutton 3
T HM
17.3 - F U N C TIO N A L DIA G R A M O F WIN D S HIE L D WIP E R C O N T R O L CIR C UIT
The pilot's and copilot's installations are identical. The copilot's circuit has a single power supply.
C O PIL O T PILO T
1.1 2.1 2.2 1.2
4.1 4.2
3.1 3.2
F F
5.1 5.2
6.1 6.2
S S
1 - C ontrol circuit arming pushbutton 5 - Motor stop microswitch

2 - C ontrol switch 6 - Motor fitted with a stop cam
3 - Power relay control relay F - Motor power supply: fast
4 - Power relay S - Motor power supply : slow
1) S witc hin g o n th e win d s hield wip er

With arming pushbutton (1) and switch (2) set to " O N ",
relays (3) and (4) are energiz ed; the motor (6) is supplied
by the high spe ed winding.
Microswitch (5) operated at e ach rotation by the cam has
no effect.
3
2 1
4
5
6
S
( 2 ) Sto p pin g th e win d s hield wip er
S etting control switch (2) to " O F F " de-energiz es relays (3

and 4). The motor is supplied by the low spe ed winding
until the motor cam opens microswitch (5).
3 This system stops the windshield wiper straightaway in
2 1 the "park" position.
4
5
6
S
T HM
18
A UT O PIL O T
18.1 - O V E R VIE W O F A U T O PIL O T
18.2 - A U T O PIL O T F LIG H T C O N T R O L C O MP O N E N T S

18.2.1. C Y C LIC C H A N N E LS
18.2.2. YAW C H A N N E L
18.2.3. C O LL E C TIV E PIT C H/YAW M E C H A NIC AL C O U PLIN G
18.3 - A U T O PIL O T D E T E C TIO N A N D A MP LIFIC ATIO N U NIT S
18.4 - A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G
T HM
18.1 - O V E R VIE W O F A U T O PIL O T
The autopilot (A P) is designed to replace the human pilot Prin ciple s of th e A uto m atic Pilot (A P)
in controlling the helicopter on the 3 flight control axes The A P transmits electrical signals to electric control ac-
(pitch, roll and yaw). tuators series-mounted in the flight control linkage. The
It ensures the following primary functions based on pilot- control actuators are supplied directly by the A P compu-
selected references values: ter. The pitch and roll channels also include parallel-
- attitude and he ading hold, mounted actuators, called " T RIM A C T U AT O R S " and con-
- altitude hold, nected to the A P computer via an actuator control unit.
- airspe ed hold, These trim actuators move the anchoring point of the pi-
- coordin a t e d turns (no sid e slip, with sid e slip b a ll lot's cyclic stick to enhance the limited action of the con-
centered). trol actuators.
When coupled to certain radionavigation systems, it per-
forms automatic capture and tracking of radio guidance
beacons.
The A P includes fly-through control provisions that allow
the pilot to resume flight control and override the system.
A U T O PIL O T MAIN R O T O R
S E RV O A C T U AT O R S
Control
unit
A C TU AT O R S
Position Computer L L
sensor O A
Coupled N T
G E
radionavigation Coupler
R
systems
P RIN CIPL E O F A P " F E E D B A C K L O O P " TRIM

TRIM
Actuator
control
H/copter deviates from
its theoretical position unit Yaw actr.
TAIL R O T O R
S E RV O A C TUAT O R
The control channel is actuated
to cancel the deviation
N O T E : The system uses the S FIM autopilot

with only one control lane. In the IF R version a
S ervo Position failure monitoring unit ensures
actuator s ensor surveillance.
• The sensor me asures the deviation direction, amplitude

and rate, and outputs a deviation signal. Sensors include:
E lectric order to Deviation gyroscope (attitude deviation), compass (he ading devia-
cancel deviation signal tion), air data module (altitude deviation).
C omput er • The computer processes the deviation signal and gen-
erates an electric signal to cancel the deviation.
T HM
18.2 - A U T O PIL O T F LIG H T C O N T R O L C O MP O N E N T S
18.2.1. C Y C LIC C H A N N E L S
R O LL C H A N N E L
Trim actuator with

anchoring system
Roll actuator
PIT C H C H A N N E L
Trim actuator with

anchoring system
Pitch actuator
18.2.2. YAW C H A N N E L
P e d al Spring rod
motion sensor
Yaw control
actuator
C ollective pitch/yaw
coupler
Friction system
T HM
18.2 - A U T O PIL O T F LIG H T C O MP O N E N T S (C o nt.)
18.2.3. C O L L E C TIV E PIT C H/YAW M E C H A NIC A L C O U P LIN G

Tail
The tail rotor blade incidence varies with the collective servo
pitch setting. Main rotor counter torque variations are com-
pensated at all times by a mechanical coupling betwe en 2
the collective pitch channel and the yaw channel.
C oupling with the collective pitch is via a summing crank
lever (1) that pivots on a bellcrank (2) secured to a torque 3
shaft (3).
1
This shaft is connected to the collective pitch bellcrank
by a spring rod (4), which allows collective lever operation 4
if the yaw control seiz es. Pedals
To mixing
unit
P E D AL IN P U T WIT H C O LL E C TIV E L E V E R S TATIO N A RY C O LL E C TIV E L E V E R IN P U T WIT H P E D ALS S TATIO N A RY

1 Point (D) is fixed.
B e ll cr a n k ( C ),
c o n tr o l l e d b y B e llcra nk ( C ) is 1
D
the collective le- moved by the col-
C B
v e r, i s f i x e d . l e ctiv e l e v e r.
Crank lever (1) rotates about Crank lever (1) ro-
tates about (B) and trans- C
(A) and transmits pedal move-
ment to the tail servo actua- mits a movement proportional to that
tor. of the collective lever to the output
rod.
A
18.3 - A U T O PIL O T D E T E C TIO N A N D A MP LIFIC ATIO N U NIT S

F ailure
F lux
monitoring
Dire ction al v alv e
unit
gyro
Sid e slip
detector
C D V 85
coupler
C omput er
Trim control Air data V ertical

unit unit gyro
T HM
18.4 - A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G

Trim artificial fe el
rele a s e/e ng a g e m e nt
Trim actuator
O N/O F F
Trim actuator
O N/O F F
 ˇ
 ˇ
 
 
   
A N N U N CIAT O R PA N E L
PITCH ROLL YAW ˇ 

  ˇ
G alv a nom eters  
indicating position ˇ
 

  
of control actuators 
  ˇ 


   ˇ  ̌

C h ann el dis eng a ge d
indicator lights
ADI
RADIO ALTIME T E R
(Hover transition)
̌
ˇ      
̌
      ̌

ˇ˛˝¸
   ̌
 ̌
 ̌
 ̌


      

A P A N D F D C C O N T R O L PA N E L
(O n console) H SI
T HM
18.4. A U T O PIL O T C O N T R O L S A N D M O NIT O RIN G (C o nt.)
A U T O PIL O T & F LIG H T DIR E C T O R C O U PL E R Illuminates when

C O N T R O L PA N E L mode is enabled
̌
ˇ       ARM CAP
̌
      ̌

ˇ˛˝¸
   ̌
 ̌
 ̌
 ̌
 Illuminates on capture of
 guid a nc e b e a m
      

A N N U N CIAT O R PA N E L
(IF R version)
ˇ 
    ˇ
ˇ 
     IN T H E V F R V E R SIO N O NLY T H E
 A P- T RIM - ALT - H D G - A S
  ˇ  A N N U N CIAT O R S A R E IN C LU D E D

 
 
 ˇ  ̌
C Y C LIC S TIC K G RIP C O LL E C TIV E L E V E R G RIP

4 position
b e e p-trim
switch A P rele ase
Trim rele ase
C oupler rele ase

(IF R version)
G O - AROUND
E ng a g e/Dis e ng a g e

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INSTRUCTION MANUAL

This document is the property of the

This helicopter Instruction Manual discusses all of the aircraft systems

This is the purpose of the Instruction Manual

Purely technological aspects, self-evident descriptions and secondary

OVERVIEW OF THE HELICOPTER

1.1 - DESCRIPTION OF THE HELICOPTER

1.2 - MAIN DIMENSIONS AND WEIGHTS

1.3 - AIRFRAME REFERENCE POINTS

1.4 - SPECIAL HELICOPTER CONFIGURATIONS

1.5 - COCKPIT LAYOUT

1.6 - HELICOPTER OPERATING PUBLICATIONS

1.1 - DESCRIPTION OF THE HELICOPTER

THE AS 355 N IS A MULTIPURPOSE

Bottom structure Tail boom

Cockpit doors Body structure Rear baggage Tail guard

Sliding doors Rear

Skid landing gear mounted on LH baggage compartment door

1.1 - DESCRIPTION OF THE HELICOPTER (Cont.)

MAIN ROTOR HUB (MRH) MAIN GEARBOX (MGB)

MAIN ROTOR BLADES MAIN ROTOR MAST

1.1 - DESCRIPTION OF THE HELICOPTER (Cont.)

TAIL ROTOR GEARBOX (TGB)

Max. takeoff power (MTOP) .............................. 256 kW

1.2 - MAIN DIMENSIONS AND WEIGHTS

12.94 m (42.45 ft.)

∅ 10.69 m (35.07 ft.)

3.22 m (10.56 ft.)

10.93 m (35.86 ft.)

NOTE: For the low landing gear version,

3.05 m (10 ft.)

MAXIMUM PERMISSIBLE WEIGHT ....... 2540 kg - 5600 lb.

The maximum permitted takeoff and landing weights

1.3 - AIRFRAME REFERENCE POINTS

1.3.1. HELICOPTER DATUM REFERENCES

1.3.2. C.G. LIMITS

1.3.4. STRUCTURAL ALIGNMENT CHECKS

1.4 - SPECIAL HELICOPTER CONFIGURATIONS

1.4.1. TOWING - GROUND HANDLING

Two types of twin-wheel systems can be

1.4.3. OPEN-AIR PARKING

Main rotor blade socks (3)

Cabin cover, plus total and static

1.5 - COCKPIT LAYOUT

1.5.1. INSTRUMENT PANEL

1 - Failure warning panel (4α) 13 -Oil pressure - RH engine 24 - Airspeed indicator

1.5.2. FAILURE WARNING PANEL

NOTE: An alarm repeater flashes whenever a red light illu-

Power pack for

CYCLIC PITCH STICK GRIP COLLECTIVE PITCH LEVER GRIP

1 -Open sling hook 1

1.5.4. OVERHEAD PANELS

( 1 ) Controls and indicators

LH SIDE PANEL 5α1 CONTROL QUADRANT RH SIDE PANEL 5α2

1 - Not used 1 - Engine 1 fuel shutoff cock 1 - Not used

1 - Not used 1 - RH ext. pwr/battery

AC voltmeter selector LIGHTING DC ammeter and

1.5.4. OVERHEAD PANELS (Cont.)

CENTRAL PANEL 10α

Vertical 7α2 & 8a

1.6 - HELICOPTER OPERATING PUBLICATIONS

HELICOPTER PUBLICATIONS ENGINE PUBLICATIONS EQUIPMENT PUBLICATIONS

1.6.1. HELICOPTER PUBLICATIONS

Operating publications Maintenance publications Identification catalogues