AS365N2 Training M

INSTRUCTION MANUAL
SUMMARY
1 GENERAL 11 FUEL SYSTEM
2 FUSELAGE 12 ELECTRICAL POWER
3 MAIN ROTOR DRIVE SYSTEM 13 POWER PLANT INSTALLATION
4 MAIN ROTOR 14 FIRE PROTECTION
5 TAIL ROTOR DRIVE SYSTEM 15 HEATING - VENTILATION
6 TAIL ROTOR 16 MISCELLANEOUS EQUIPMENT
7 FLIGHT CONTROLS 17 LIGHTING
8 HYDRAULIC POWER 18 INSTRUMENTS
9 SERVOCONTROLS UNITS 19 AUTOMATIC PILOT
10 LANDING GEAR 20 OPTIONAL INSTALLATIONS
THIS MANUAL IS FOR

INSTRUCTION PURPOSES ONLY
AND WILL NOT BE UPDATED
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Issue 2003
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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.
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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
0.2 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
1 - GENERAL
1.1 - Introduction to the DAUPHIN 1.3 - Aircraft Operating Documents

1.2 - Main Dimensions and Weights 1.4 - Aircraft Documents
1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2
The DAUPHIN is a twin-engine helicopter designed for The main aircraft systems and assemblies are illustrated
passenger transport, off-shore activities, rescue operations in this section, but are described in further detail in sub-
and aerial work. sequent chapters.
MAIN STRUCTURAL ASSEMBLIES

FIN
M.G.B. cowling
Aft cowling Engine
air intake
Tail rotor drive Engine cowling Engine and M.G.B.
shaft fairing oil cooling air intake
CANOPY
Tail guard
TAIL BOOM Baggage Sliding Cabin Pilot's

hold door door door door
HORIZONTAL
STABILIZER
TAIL STRUCTURE BODY STRUCTURE LOWER STRUCTURE
CABIN
fitted with standard seats for passenger transport seats removed for freight transport
STANDARD VERSION UTILITY VERSION

1 pilot + 9 passengers 1 pilot + 13 passengers
or or
1 pilot + 1 copilot 1 pilot + 1 copilot
+ 8 passengers + 12 passengers tie-down rings are fitted on the floor
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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 INTRODUCTION TO THE DAUPHIN AS 365 N2
COCKPIT: CONTROLS AND INSTRUMENTS
CONTROL QUADRANT ELECTRICAL CONTROLS

(mechanical controls) Panel
INSTRUMENT PANEL
AND
CONSOLE
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1.2 without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2(Cont.)

POWER TRANSMISSION SYSTEMS, ROTORS AND ENGINES
ENGINES MAIN ROTOR DRIVE
2 ARRIEL 1C2 modular design free turbine turboshaft
engines. 540 kW maximum contengency power rating.
Engines
Rotor shaft
M.G.B. M.G.B.. M.G.B.-to-Engine

oil cooler coupling shaft
MAIN GEAR BOX AND ROTOR SHAFT MAIN ROTOR

(LH SIDE) STARFLEX rotor head (fibreglass) with no hinges
4 composite material blades (fibreglass, carbon....)

Airfoil with high aerodynamic efficiency
TAIL ROTOR
Aerospatiale «FENESTRON» ducted tail rotor
Advantages :
• Improved safety on the ground and
during operations at low altitude
• Power consumption nil at fast
LH engine oil tank cruising speed
TAIL ROTOR DRIVE FROM M.G.B.
Tail gearbox
Drive shafts
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1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2(Cont.)

FLIGHT CONTROLS
MAIN ROTOR CONTROLS TAIL ROTOR CONTROL
Collective Double cylinder hydraulic servo
pitch lever controls with safety mechanism in
the event of distributor jamming
Cyclic stick
The aircraft is equipped with dual con-

Transmission via rigid rods trols and an Automatic Pilot
LANDING GEAR
MAIN LANDING GEAR
RETRACTABLE TRICYCLE LANDING GEAR
Hydraulic controlled disk brakes
• Landing gear leg complete with (2 separate systems)
oleopneumatic shock absorber
• Hydraulic actuating cylinder
NOSE LANDING GEAR

With automatic centering
and castering lock control
Actuating cylinder
Actuating cylinders
HYDRAULIC POWER GENERATING SYSTEMS

4 hydraulic power generating systems :
• Pumps (1, 2, 3) are driven by the M.G.B.
• Electrically driven pump (4) for emergency landing gear extension
Two hydraulic reservoirs (forward of M.G.B.) 1 2 3
MAIN SERVO UNIT

Lower body Upper body
4 MAIN SERVO UNIT

GROUND
ASSISTANCE
(Rotor stopped)
MAIN SERVO UNIT
POWER-ASSISTED Lower body Upper body
BRAKES
L/G L/G TAIL SERVO UNIT

Emergency -Retraction LH body RH body
extension -Extension
EMERGENCY AUXILIARY LH MAIN RH MAIN

SYSTEM SYSTEM SYSTEM SYSTEM
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1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2 (Cont.)

FUEL SYSTEM
• 2 fuel tank groups (1 per engine)
• 2 booster pumps per engine which draw
from the feeder tank in each group.
• 1 transfer pump between the groups
Group 2
Feeder tank
Group 1
FUEL TANKS
FILLER SPOUTS
GROUP 1 GROUP 2
Transfer pump
ELECTRIC POWER GENERATING SYSTEM
DC POWER GENERATING SYSTEM (28V)

• 1 starter-generator per engine
• 1 battery
• 1 ground power receptacle Generators
Ground
power receptacle
Static inverters
Battery
Battery
AC POWER GENERATING SYSTEM (115V/400HZ)

2 static inverters supplied by the DC generating systems
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1.2- MAIN DIMENSIONS AND WEIGHTS
• MAXIMUM PERMISSIBLE WEIGHT 4200 Kg
• MINIMUM PERMISSIBLE WEIGHT 2430 Kg

Maximum permissible weight on take-off and landing
depends on the altitude and temperature, it may be less
than ,but must never exceed this value.
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1.3 - AIRCRAFT OPERATING DOCUMENTS

The complete set of aircraft documents includes:
AIRCRAFT ENGINE EQUIPMENT ITEMS

DOCUMENTS DOCUMENTS DOCUMENTS
1.4. AIRCRAFT OPERATING DOCUMENTS

4 sets of documents :
• OPERATING DOCUMENTS
– THE FLIGHT MANUAL (P.M.V.) is the most important document for the pilot and it contains: limitations, standard and
emergency procedures, performance data. The Flight Manual is approved by the Official Aeronautical Agencies.
– PILOT’S MEMENTO (P.M.M.) a summary of the Flight Manual, in smaller format.
– MASTER SERVICING RECOMMENDATIONS (P.R.E.): written for those responsible for aircraft maintenance. It specifies
the inspection schedules and intervals, oil checking and draining intervals, maximum operating times.
• MAINTENANCE DOCUMENTS : this document is written for the technicians and includes all data required to keep the
aircraft airworthy. 7 types of manuals:
– DESCRIPTION AND OPERATION MANUAL (M.D.F.)
– SERVICING DIAGRAM MANUAL (M.C.S.)
– MAINTENANCE (M.E.T.), REPAIR (M.R.R.), OVERHAUL (M.R.V.), PRESERVATION (M.S.T.) MANUALS. These
manuals describe fully the operations which may be carried out at different maintenance levels.
– The FAULT ISOLATION MANUAL (M.F.I.) permits technicians to trace and remedy a failure.
• IDENTIFICATION DOCUMENTS : these documents give the reference numbers for procurement of the following:
– an aircraft part: Illustrated Parts Catalog (I.P.C.)
– a special tool: Tools Catalog (I.C.O.)
• SPECIAL DOCUMENTS : the publications are designed to provide operators with applicable instructions or data as
quickly as possible, subsequent to new events (accident, incident, modification).
According to the type or urgency of the event the information is sent by:
– Special TELEX (S.T.X.), Service Letter (S.L.T.) or Service Bulletin (S.B.T.).
1.4.2. ENGINE DOCUMENTS 1.4.3. EQUIPMENT ITEMS DOCUMENTS

• Maintenance Manual (M.E.M.) • Equipment Maintenance Manual (MCM)
• Illustrated Parts and Tools Catalog • Overhaul Manuals (MCV)
• Service Bulletins and Letters • Service Bulletins and Letters (if applicable).
NOTE: All the aircraft documents meet the general requirements of ATA 100 specification. Hence all manuals are
broken down into "Chapter-Section-Subject" according to the ATA 100 layout.
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2 - STRUCTURE
2.1 - General 2.4 - Access Doors

2.2 - Structure outstanding features 2.5 - Steps
2.3 - General description
2.1 GENERAL
The structure of the helicopter DAUPHIN is based on (fenestron fin and horizontal stabilizer), composite (foam
modern technology and makes wide use of new materi- or NOMEX sandwich) glass cloth or Kevlar cowliings and
als: sandwich design stressed structure, carbon fabric fairing
2.1.1 DESCRIPTION OF STRUCTURE SUB-ASSEMBLIES
CANOPY AND DOORS
• Welded framework (light alloy tubes)

Celling
• NOMEX honeycomb celling with glass cloth or
Kevlar skin. Framework
• 4 cabin access doors (2 on LH side, 2 on RH side)

wich open forwards and are jettisonable
• 2 sliding doors (1 on LH side, 1 on RH side) which
open afwards
3 doors
• PERTELITE A 75 plexiglass transparent surface on each side
PRIMARY STRUCTURE
Engine
• New design structure stiffened plates replaced by Transmission deck
NOMEX honeycomb panels with light alloy skin deck
(lighter and more resistant material). Strong
frames
• 3 main section : forward structure, body structure and
aft structure.
• 2 strong frames to which are attached the main rotor
shaft suspension bars. Forward Aft
Body
• Titanium engine bay deck. structure structure structure
TAIL STRUCTURE
• NOMEX honeycomb tail boom with light alloy skin, the Fin
tail boom, wich may be disassembled, is bolted to the
aft structure junction frame Junction frame
• High strenght composite material fenestron fin.

• The stabilizer comprises :
- a one-piece carbon fabric, horizontal stabilizer wich
passes through the tail boom,
- two NOMEX sandwich structure side fins. Tail rotor
Horizotal guard
• Glass fiber tail rotor guard. Tail boom stabilizer and
side fins
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transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 2.1
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2.1.1 STRUCTURE SUB-ASSEMBLY

(CONT'D)
SECONDARY STRUCTURE
Firewalls
• Metal honeycomb cabin and bag-

gage hold floor. Electric equipment racks
• Titanium engine bay firewalls
• Electrically controlled retractable
cabin access footsteps ( 2 on each
side)
Cabin floor Baggage hold floor

Console
COWLINGS AND FAIRINGS
• All cowlings and fairings are

made from composite materials
:
- either NOMEX or foam sand-
wich with glass cloth or Kevlar
skin
- or glass cloth or Kevlar one-
piece construction
2.1.2 ACCESS AND COMPARTIMENTS DIMENSIONS AND FLOOR CAPACITY
2,30m 2,00m
Cabin front
backwall
1,40m
4.59 ft
1,06m
3.47 ft
Cabin
1,16m
3.80 ft
Door
1,98m
1.67 ft
0,51m
CABIN 6.49 ft
USABLE SURFACE AREAS AND VOLUMES

1.73 ft 3.74 ft 4.16 ft 2.39 ft
0,53m 1,14m 1,27 m 0,73m
• CABIN
Pilot's door Front cabin Sliding door Baggage
door hold door - Floor surface area ...... 4.20 m2 / 45.20 sq.ft
- Volume .................... 5.10 m3 / 180.10 cu.ft
• BAGGAGE HOLD
- Floor surface area ...... 2.25 m2 / 24.21 sq.ft
- Volume ...................... 1.10 m3 / 38.84 cu.ft
1.10 m
1.98 m
3.60 ft
1.92 m
6.49 ft
6.29 ft
LUGGAGE HOLD
Cabin floor :
Baggage hold floor
- maximum distributed load : 780 daN/m²
- maximum distributed load : 295 daN/m²
- 16 tie-down rings : capacity : 1500daN per ring
- fixtures for optionals lay-outs - 6 tie-down rings : capacity : 800 daN per ring
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2.2 - STRUCTURE OUTSTANDING FEATURES
2.2.1.THE STATIONS AND MAIN FRAMES
The aircraft references are determined by three planes X,

Y, Z.
• Origin of X : vertical plane located 4 m forward of the main
rotor centre, perpendicular to the aircraft centerline.
Reference for the longitudinal dimensions.
• Origin of Y : aircraft symmetry plane. Reference for the
lateral dimensions.
• Origin of Z : horizontal plane situated 3 m above the cabin
floor. reference for the vertical dimensions.
THE STRONG FRAMES
• 9° frame at station 3205

• Frame at station 4630
THE JONCTION FRAME

• Structure / tail boom at station 6630
• Tail boom / fenestron at station 8840
2.2.2. WHERE ARE THE LOAD PATHS ?
With the bottom structure, the body structure forms is a

rigid monolithic assembly. It is the strong part of the structure,
since it is the structure which directly absorbs the efforts in
flight (lift FN and weight P) and during the landing at the main
landing gear units.
It supports lthe main power transmission system (MGB and
rotor), the engines, the landing gear, the aft structure and
the fuel tanks. The spars and bulkheads within the frames
form the compartment for the:
• fuel tanks
• radio equipment
• main landing gear units.
2.2.3. SIGHTING PLATES AND ALIGNMENT POINTS
SIGHTING PLATES (for levelling check)

• RH and LH symmetrical plates located at:
- 46 mm below the cabin floor at station 2000
- 530 mm above cabin floor at stations 4630, 6630 et 8598.
ALIGNMENT POINTS (references for measuring structural
distortions)
• 1mm dia holes at:
- station 885
- station 3205
- station 4630
Alignment Sighting plates
- station 6630
points
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2.2.4.LEVELLING LANDS AND JACKING POINTS
LATERAL AND LONGITUDINAL LEVELLING LANDS
LEVELLING LANDS
• Red painted lands located on the RH side

of transmission deck. Near for them, an
engraved plate on which are marked the
transmission deck buckling values with
respect to the aircraft horizontal datum.
JACKING POINTS
RH and LH symmetrical jacking points

(tooling).
Rear jacking point along the aircraft
centerline (permanently installed).
JACKING
POINTS
2.2.5. TIE DOWN POINTS
• 4 tie down points at cabin floor level

positioned symmetrical on either side of the
aircraft.
• 1 tie down point at the rear lower part of
tail boom.
• 2 "strong wind" tie down points at
transmission deck positioned
symmetrically on either side of the aircraft.
2.2.6. HOISTING THE AIRCRAFT
Ballast the aircraft to respect C.G location.

Guide the aircraft with staying ropes.
1 - Sling
2 - Staying ropes
3 - Anchoring points
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2.3 GENERAL DESCRIPTION
2.3.1 MAIN COMPONENTS
1 2 3 4 5 6 7
22
21
10
11
20
12
13
14
19 18 17 16 15
Metal honeycomb, metal skin sandwich

Light alloy structure
Composite material : Fiberglass
Kevlar or Nomex sandwich Titanum
structure
Nomex honeycomb, metal skin Carbon fabric
sandwich structure
Plexiglas
1 - Front passagers'door 13 - Engine deck.

2 - Rear passengers'door 14 - Frame at station 4630. Bears the attachment
3 - Ceiling fitting of MGB rear tie-bars and main landing
4 - 9° frame. Bears the attachment fitting of MGB gear attachment fitting.
front tie-bars 15 - Hold floor. Acces to the rear fuel tank.
5 - Transmission deck 16 - Hold door. RH side only.
6 - Firewalls 17 - Cabin rear floor. Acces to the central fuel tanks
7 - Fin 18 - Hull.
8 - "Fenestron" duct 19 - Cockpit floor. Acces to the front fuel tanks.
9 - Outboard fin 20 - Cabin forward floor.
10 - Horizontal stabilizer 21 - Forward structure. Canopy
11 - Tail boom. It is a buoyancy reserve 22 - Pilot's door. Co-pilot's door opposite handed.
12 - Body structure
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2.3.2 FAIRINGS, INSPECTION DOORS AND PANELS
1 2 3 4 5 6 7
23
10
22
11
12
21
13
20
19 18 17 16 15 14
Light alloy Metal honeycomb, metal skin sandwich

structure
Composite material : Fiberglass
Kevlar or Nomex sandwich Titanum
structure
Nomex honeycomb, metal skin Carbon fabric
sandwich structure
Plexiglas
1 - Oil cooler air intake fairing 13 -Lower panel. Rear fuel tank
2 - MGB cowlings 14 -Intermediate panel
3 - Engine cowling 15 -Lower panels. Central fuel tanks
4 - Tail rotor transmission shaft removable cowling 16 -Fairing. Access to flight control channels
5 - Tail rotor transmission shaft fixed cowling 17 -Fairing. Access to flight control channels
6 - Tail boom fairing 18 -Lower panels. Front fuel tanks
7 - Fin fairing 19 -Fairing. Acces to flight control channels
8 - Tail gearbox cowlings 20 -Lower panel. Access to electric master box
9 - Tail light fairing 21 -Lowers panels. Access to nose landing gear
10 - Inspection door. Access to electric equipment 22 -Radome. Access to radio equipment items
items 23 -Door access to battery
11 - Inspection door. Access to flight contol channels
12 - Main landing gear fairing
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2.3.3. TAIL UNIT
The tail unit comprises :
- an upper fin (1)

- a horizontal stabilizer (3)
- two outboards fins (2) secured to the ends of the horizontal
stabilizer.
The horizontal stabilizer and fins are stabilizing shaped

surfaces, which when submitted to the relative wind, tend to:
- counter changes in the aircraft attitude
- bring the aircraft back to its original attitude should it have
deviated from it..
( 1 )HORIZONTAL STABILIZER CHARASTERISTICS Nose-up

moment
Its asymmetrical NACA airfoil, set at 2°45 with respect to the

aircraft datum, under the action of the relative wind V, creates
an aerodynamic force F which tends to right the aircraft. In Relative wind
order to improve its performance, the horizontal stabilizer is
fitted with a spoiler (5) on its leading edge and a step (4) on
the trailing edge.
• Advantage of the spoiler on the leading edge

During a mission, the reduction in the fuel weight causes the
aircraft center of gravity G to move aft (this "aft c.g" is even
more pronounced when the aircraft has only a light load).
The displacement of G creates a new nose-up moment which
is added to that caused by the horizontal stabilizer. The
aircraft tends to return to the horizontal (or even a nose-up
attitude) in order to align lift Fn and weight P. The spoiler on
the leading edge acts as a detector when the aircraft reaches Nose-up moment
the horizontal position. The stream-line flow breaks, the force due to the
F is reduced as is the nose-up moment. This process enables Nose-up moment due horizontal
the minimum permissible weight to be reduced without to displacement of G stabilizer
affecting the aircraft performance.
• Advantage of the step on the trailing edge

Airflow on airfoil Airflow on airfoil
The aerodynamic force exerted on the horizontal stabilizer without step with step
depends on its surface area, the greater the surface area,
Suction
the more the force increases. The steps enables the
pressure
horizontal stabilizer surface area to be increased artificially
by forcing the streamline flow back onto the airfoil, under the
NOTE: results obtained maintaining the
suction pressure effect it creates.
same incidence angle.
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2.3.3. TAIL UNIT
( 2 ) FIN CHARACTERISTICS
In cruising flight, the asymmetrical NACA airfoil of the upper

fin creates an aerodynamic force F1 opposed to the main
rotor reaction torque CR, thus acting in the same direction as
the tail rotor thrust; this means that the tail rotor pitch can be
reduced and power can be saved.
The horizontal stabilizer outboard fins have opposite hand

airfoils. They are set at 5° with respect to the aircraft centreline
and creates an aerodynamic force F2 which is added to F1.
The outboard fins contribute to the stability on the yaw axis.
( 3 ) PARTICULARITY OF THE FENESTRON FIN
The fenestron fin assembly is made up of composite

materials divided into two larges groups:
- Carbon fabrics in monolithic form for the components

which sustain important loads:
- The leading edge pocket (1) and truncated cone by
which it is bolted onto the tail boom.
- The upper fin root and shape changing rib (3).
- The upper ribs (7) and lower rib (12) supporting the
TGB attachment tube bearing.
- The tail skid ribs (13)
- The coupling tube ribs (2) (3rd TGB attachment point).
- The upper fin leading edge and trailing edge pockets
(5).
- The TGB rear attachment tube (11).
- Very stiff carbon fabric - Nomex honeycomb - Kevlar

sandwich composite structures for :
- The fenestron tunnel (10).
- The upper fin skin panels (6).
- The side skin panels (8).
- The aft cover panels (9) with inspection doors for access
to the TGB tube support ribs.
As an option, the two upper fin attachment fittings (4)

enable this fin to be folded in order to reduce its over all
height dimension.
The protection against lighting and electrical bonding of

the antennas installed on the upper fairing are ensured
by a metal braid (14) which is incorporated in the leading
edge and connects the upper light alloy rib to the tail
boom junction frame.
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2.3.3.HORIZONTAL STABILIZER
( 4 ) INSTALLATION OF THE STABILIZER - OUTBOARDS FINS OF THE FENESTRON FIN
The stabilizer (1) passes through the fin cone and is secured to
it by 2 bolts (8). The leading edge and trailing edge spoilers (7)
and (4) are screwed in. The outboard fins are secured to the
outboard rib studs (6). A pocket (2) provides clearance for the
position light (5) power supply wires to pass inside the tubes
included in the stabilizer. A braid (3) ensures electrical bonding
between the fin and the stabilizer.
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2.4 - ACCESS DOORS
Access doors to cockpit and cabin include : Doors may be maneuvered in wind up to 40 knots.
- an opening and closing mechanism, A mechanical device shows correct locking.
- a locking mechanism,
Two sliding doors allow easier loading of cabin.
- a jettisoning mechanism,
On RH side, a door provides access to the hold.
- a spring-loaded rod which keeps the doors open in wind
up to 20 knots. All doors are fitted with a key operated security lock.
2.4.1. PILOT AND PASSENGER DOORS

The doors comprise a welded light alloy extrusion frame- These doors are of the same construction as the pilot
work. Two plexiglass panels ensure total visibility. The and copilot doors. The lower area of each of the two doors
upper panel are fitted with foul weather windows. These is covered with a light alloy panel.
doors open forwards on two hinges secured to the cabin
structure by the jettison system.
Foul weather window

2
1 1
4 4
3 3
1 -Door lock
1 2 -Centering lock 1
3 -Inside handle
4 -Locking handle
2.4.2. SLIDING DOORS

The sliding and curved aft passenger doors permit :
- Installation of NATO folding-pole stretchers crosswise
in the cabin 1
- More comfort for the rear passengers
- Loading bulky items by easy removal of the doors
2
The door consists of a framework, a lower laminated panel
and a jettisonable window.
The lower part of the door has a ventilation system with
an air intake on the outside and two adjustable air out-
lets on the inside. 3
It slides on three rails in which the upper, middle and
lower door rollers are guided.
4
Door locking in open or closed position is controlled by
handles on the inside and the outside.
5
DOOR REMOVAL
The lower rail is equipped with a device permitting 6
release of the door front roller.
The middle roller is released from the door by extrac- 1 -Upper rail 4 -Exterior locking handle
tion of a «PIP» pin. 2 -Middle rail 5 -Ventilation air intake
The upper roller is released from its rail from the back. 3 -Jettisonable window 6 -Lower rail
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2.4.3. PILOTS AND PASSENGER DOOR MECHANISMS
COMPENSATION RODS
The compensation rods cancel the door opening load and

damp their closing movement. These rods are distinguished
by their force developed on extension.
The pressurized gas inside the cylinder by intercommunication
Value of F engraved
of the chambers through the piston jet establishes a uniform
on cylinder
pressure. The difference in cross section S2-S1 determines
the force of this rod extended. The rods installed on the pilot's extension
doors are more powerful than those on the passenger doors. compression
piston
cylinder
OPENING OF PILOT DOORS
From the outside From the inside
1 - Inside lever
2 - Handle
3 - Outside push-button
4 - Return spring
From the inside

OPENING OF PASSENGER DOORS
From the outside
1 - Return spring
2 - Inside lever
3 - Lever return spring
4 - Handle
5 - Outside push-button
LOOCKING SYSTEM
Two latches (1.3) controlled by a lever (5) fitted to a handle

(2), prevent inadvertent opening of the door. A red-painted
indicating device visible from the Pilot's seat, is cleared when
the door is locked.
1 - Upper latch
2 - Outside handle
3 - Lower patch
4 - Spring-loaded latch
5 - Inside handle Door locked
6 - Locking indicating device Indicating device is cleared
Door unlocked
Indicating device is visible
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2.4.3. PILOTS AND PASSANGER DOOR MECHANISMS
JETTISONING SYSTEM
A handle, locked with snapwire or protected by a
breakable cover, makes it possible, should it be
necessary, to jettison the doors. Actuating the mechanism
releases either the studs or the hinge pins. A spring (6)
releases the door. During the jettisoning action the
compensation rod end fitting is disengeged from its swivel
bearing, completely releasing the door.
PILOT DOOR JETTISON
1 – Hinge stud
2 – Door
3 – Handle locking swivel bearing
4 – Swivel bearing locking spring
5 - Operating handle
6 - Jettison spring
FORWARD PASSANGER DOOR JETTISON
In "closed" position, the passenger doors are centred on

locks (1), on the upper forward area.
These locks are cancelled when the jettison mechanism
is operated.
1 – Centering lock
2 – Door
3 – Hinge studs
4 – Jettison handle
AFT PASSENGER DOOR JETTISON
1 - Centering lock
2 – Door
3 – Hinge pins
4 – Breakable cover
5 – Jettison handle
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2.4.4 AFT PASSENGER DOORS

The sliding and curved aft passenger doors permit : 1 2 3
- Installation of NATO folding-pole stretchers crosswise

in the cabin
- More comfort for the rear passengers
- Loading bulky items by easy removal of the doors
The door consists of a framework, a lower laminated panel
and a jettisonable window.
The lower part of the door has a ventilation system with
an air intake on the outside and two adjustable air outlets
on the inside.
It slides on three rails in which the upper, middle and
lower door rollers are guided.
Door locking in open or closed position is controlled by
handles on the inside and the outside.
• Door removal : the lower rail is equipped with a device

permitting release of the door front roller. 6 5 4
The middle roller is released from the door by extraction 1 - Middle rail
of a «PIP» pin. 2 - Jettisonable window
3 - Upper rail
The upper roller is released from its rail from the back.
4 - Lower rail
2.4.5 LUGGAGE COMPARTMENT DOOR 5 - Ventilation air intake
6 - Exterior locking handle
Luggage
compartment door
DOORS
Relay
4 Microswitches on RH side
3 Microswitches on LH side
Compensation rod Lock
DOORS
2.4.6 INDICATING "DOORS" LH aft LH front Co-pilot's

door door door 36 α
When all doors are closed, the series-

mounted microswitches are closed :
- the relay is supply 41W 39W 37W 23 α 10
- the "DOORS" light is OFF Hold door
not closed
If a door is not correctly closed, the relay
is de-energized : 21W 40W 38W 36W
- the "DOOR" light comes ON
Hold RH rear RH front Pilot's

door door door door
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3 - MAIN ROTOR DRIVE SYSTEM

3.1 - Main functions from engine to main rotor 3.4 - MGB lubrication system
3.2 - Engine to main gearbox coupling 3.5 - Rotor brake
3.3 - Main gearbox (MGB) 3.6 - MGB attachment
3.1 MAIN FUNCTIONS FROM ENGINE TO MAIN ROTOR

ENGINE TO MGB COUPLING
MGB LUBRICATION
ROTOR BRAKE MGB MGB ATTACHMENT
4.2 "ENGINE-TO-MAIN GEARBOX" COUPLING
The "engines-to-main gearbox" coupling

- transmits the engine torque to the main gearbox (coupling shaft - 3) 1 - Flexible coupling
- supports the engines (Engine front attachments) and links them dynamically 2 - Front housing
to the main gearbox (through coupling housing - 6). 3 - Coupling shaft
4 - Rear housing
5 - Engine coupling flange
Observe:
6 - Coupling housing assembly
- flexible coupling (1) of coupling shaft 7 - Universal joint (on MGB)
- universal joint (7) between front housing and MGB. The universal joint permits 8 - Shim
some flexibility in engine to MGB aligment.
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3.3 MAIN GEARBOX (MGB)

4.3.1 KINEMATICS FREE-WHEEL PRINCIPLE
Power from the engines is transmitted to the rotors

through the MGB after rotational speed reduction. On the
other hand, The MGB also drives the accessory
equipement such as hydraulic pumps, alternators...etc...
The motion is imparted by the engine:

Rollers A are engaged. The engaged
free-wheel drivers the rotors.
The motion is imparted by the rotor

(Autorotation) or by the other engine if the
engine concerned has failed: Rollers "A" are
1 - Power input (RH Engine) free. The freewheel is disengaged. The en-
2 - Epicyclic reduction gear gine is not driven and no power is absorbed.
3 - Alternator (optional)
4 - Power input (LH Engine)
5 - LH freewheel
6 - LH hydraulic pump drive
7 - LH alternator drive (optional) 12 - Rotor brake
8 - "Tail rotor" drive shaft output 13 - Fan (Engine and M G B oil cooling)
9 - 2 rd oil pump drive (optional) 14 - RH alternator drive (optional)
10 - Tachometer generator drive 15 - RH hydraulic pump drive
11 - Oil pump drive 16 - RH free-wheel
3.3.2 MGB ASSEMBLIES AND EQUIPMENT

1 -Input casings
2 -Planet pinion cage (drives the
rotor shaft)
3 -Upper cover and epicyclic
reduction gear
4 -Oil filter
5 -"Engine" power inputs
6 -Oil pump
7 -"Tail rotor" power take-off
8 -Main casing
9 -Hydraulic pump power take-off
10 -Fan hub
11 -Rotor brake
12 -Rotor brake disk
13 -Tachometer generator power
take-off
14 -Lower cover
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See key on opposite page
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1 -Input bevel gear pair 14 - Planet gears (5-off)

2 -RH hydraulic pump drive shaft 15 - Planet gear cage
3 -Input drive shaft 16 - Main bevel wheel
4 -Free-wheel rollers 17 - Planet gear shaft
5 -Free wheel shaft 18 - Tail rotor drive bevel gear
6 -Input power flange 19 - Tail rotor drive pinion
7 -Flexible coupling (connects with engine drive 20 - Front flange
shaft) 21 - Flexible coupling
8 -Universal joint ring 22 - Rear flange
9 -Universal joint half-shell (connects with engine 23 - Drain plug
MGB junction casing - hinged coupling) 24 - Rotor brake
10 -Alternator driving pinion (optional) 25 - Rotor brake disk
11 -LH hydraulic pump drive shaft 26 - Fan hub
12 -Driving pinion of rotor brake disk and fan 27 - Fan
13 -Epicyclic reduction gear fixed ring
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3.3.2 MGB LUBRICATION SYSTEM

A gear type pump (11) draws oil from MGB bottom and delivers it through two oil coolers (14) placed in the air flow of
a fan (15). The cooled down oil flows through a filter (17) and is then delivered to jets which lubricate both the rotor
shaft bearings and the MGB bearings and gears. 4 5 3
PP9 N. Shed 1 2 PP8 N. Shed MGB P ALARM OIL TEMP
ALARM LOGIC SYST.
21
20 19
17 18
16
15 6
Warning light (5)

9
also indicates that
oil temperature
14
limits on engine
11 are exceeded
12 7
10
13 ENG.1 ENG.2
8
Warning light illumination conditions: Pressure relief valve (10) calibration: 3 bars
MGB oil pressure: P < 0,6 bars Oil capacity of system: 9 liters approx.
MGB oil temperature: T > 130°C
1 - Oil pressure gauge

2 - Oil temperature indicator
3 - Oil low pressure warning light
4 - Flashing "ALARM" light
5 - "Oil temperature limit" warning light
6 - Filler neck
7 - Thermal switch
8 - Self-sealing drain plug
9 - Level sight
10 - Pressure relief valve
11 - Gear type pump
12 - Magnetic chip detector (on pump suction line)
13 - Temperature probe (variable resistor)
14 - Oil coolers
15 - Fan
16 - Non return valve
17 - Filter by-pass
18 - Filter (45µm capacity)
19 - Lubrication jets
20 - Pressure transmitter Observe the various oil
21 - Pressure switch jets and lubricated areas.
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2 3
1 4
10
7 6 5 11
12 13
1 - Pressure transmitter
2 - Pressure switch
3 - Filter
4 - Filler neck
5 - Oil pressure pump
6 - Magnetic chip detector
14 7 - Drain plug
8 - Oil sampling plug for SOAP
9 - Temperature probe
10 - Level sight
11 - Thermal switch
12 - Fan support
13 - Fan
14 - Oil coolers
15 - Oil low pressure warning light
16 - Oil temperature limit warning light
17 - Flashing alarm light
18 - Pressure gauge
19 - Temperature indicator
LUBRICATION SYSTEM MONITORING

16 15 17
OIL.TEMP MGB.P ALARM
PRESSION TEMPERATURE
18 19
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3.5. ROTOR BRAKE

The rotor brake is used to reduce the run down time of the rotors and enables their
immobilization on parking area.
- Braking speed ........................................................................ : Nr < 170 rpm
- Minimum interval between two braking operations ................ : 5 minutes
- Mean stopping time ................................................................ : 12 seconds
BRAKE OPERATING PRINCIPLE : Control handle (7) is engaged in front notch.

The rotor brake is released and indicator light is "off". Control handle engaged in
rear notch : cam (4) rotates and actuates both shoes (3) (5) which apply friction
pads (2) against rotor disk (1). As soon as control handle is moved, the indicator
light comes on. Spring rod (6) determines the braking force which is, therefore,
independant of the force applied by the pilot on the control handle.
ROTOR BRAKE CONTROL SAFETY

(PRINCIPLE)
- Engines running (fuel flow control lever forward) the

brake control cannot be applied to the rotor.
- Rotor brake applied (control lever rearward) the fuel
flow control levers cannot be set forward. The engines
cannot be started.
The figure shows stops (B) which make the fuel flow
control levers dependent on the brake position. In this
figure, the engines are running, the rotor brake is
released. Braking is not possible.
1 - Spring rod
2 - Rotor brake disk
3 - Friction pads (friction lining)
4 - Front shoe
5 - Friction pad return spring
6 - Rear shoe
7 - Brake support
8 - Cam
9 - Control lever
10 - Control handle
11 - Indicator light
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3.6. MGB ATTACHMENT MAIN GEARBOX BOTTOM

SUSPENSION
- An elastic suspension is mounted
between MGB bottom and structure.
Thus, the main gearbox can oscillate
MAIN GEARBOX SUPPORT in logitudinal and transverse directions,
about the convergence point "O" of sus-
- 4 suspension bars, secured ar pension bars. Low deflections,
one end to rotor shaft casing and, dampened by elastic suspension
at the other end to the structure stiffness enable the horizontal vibra-
absorb the lift forces and mo- tions caused by main rotor to be
ments generated by the rotor. absorbed.
3.6.1 MAIN GEARBOX SUPPORT
1 - Rotor shaft housing yoke

2 - Self lubricating ball-joint
end fitting
3 - Suspension bars
4 - Self lubricating ball-joint
structure fitting
3.6.1 MAIN GEARBOX SUPPORT

- Laminated elastomer stops (2) and roving bars (7) constitue the suspen-
sion components which can be subjected to distortions. Laminated materials
are rigid in compression and flexible in sharing; roving bars are flexible in
bending.
TORQUE TRANSMISSION
TO STRUCTURE
1 -Negative torque safety device (prevents

separation of elastomer material when tension
stressed: Rotor braking or autorotation)
2 -Laminated elastomer stop
3 -MGB bottom
4 -Fixed ball-joint end fiotting
5 -Diagonal cross-member
6 -Torque stop (secured to the bottom of MGB)
7 -Roving bar (glass wires)
8 -Sliding ball-joint end fitting
9 -Adjustable stop
LATERAL LOADS LONGITUDINAL LOADS
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MAIN AND EMERGENCY SYSTEMS

The MGB gears and bearings are LUBRICATED and
COOLED by pressurized oil. After lubrication, the oil is
very hot (approx. 120°C) and must be cooled in an exter-
nal system through a heat exchanger which outputs heat
equivalent to 15 kW. The external cooling system is the
Heat
vulnerable section as regards leaks (length of lines, exchanger
number of unions...). For this reason, the cooling system
is doubled.
- a main system, supplied by the main pump, passes
through the heat exchanger
- an emergency system, supplied by its own pump, "by-
Main pump
passes" the cooling system.
The emergency system operates automatically in the
event of a pressure drop in the main system. Hence, in Emergency
the event of leakage in the cooling system, the main pump pump
is unprimed and the remaining oil is "saved". In the event of leakage in the cooling system, the oil level
The MGB continues to be lubricated but the oil is no longer drops in the gearbox until unpriming of the main pump :
cooled. In the same way, the emergency pump takes over THE REMAINING OIL IS SAVED. The emergency pump
in the event of a failure of the main pump. takes over.
( 1 ) Normal operation (see figure opposite)

• the 2 pumps (13) and (17), which are driven by the same heat exchanger (21). The emergency pump is by-passed
bevel gear, draw in oil at 2 levels at the bottom of the as the emergency system pressure relief valve (14) is
gearbox. open.
• delivery pressures, limited by valves (16) and (14) The cooled oil passes through the filter (24) and is then
are : distributed by the lubrication diffuser jets to the different
- 9 bar for the main pump points of the gearbox.
- 3 bar for the emergency pump. All warning lights remain off and the pressure read on
The slide valve (15), under higher pressure load from the indicator (1) is about 2,5 bar.
the main pump, let the oil flow through the orifice to the
( 2 ) «Emergency» operation towards filter

MGB MAIN MGB AUX
In the event of a main pump pressure drop (unpriming or
drive failure), warning light "MGB MAIN" comes on , dis-
tributor valve, under pressure load from the emergency
pump let the oil flow to the emergency system. In this 15
case, the pressure read on the indicator is only 1 bar. P=0
Warning light "MGB P" comes on after a time-delay of 3 P = 3 BAR
seconds provided by relay (29) to avoid untimely illumi- 17
14
13
nation of the light.
Level drop
configuration
CHARACTERISTICS OF THE SYSTEM

Oil capacity of the system : ................................ 9 litres Setting of the by-pass valve (26) : ..................... 1,5 bar
Main pump suction point level : .......................... 5 litres Setting of pressure switch (9) :.......................... 0,8 bar
Emergency pump suction point level : ................ 1 litre Setting of pressure switch (20) : ........................ 0,8 bar
Setting of valve (16) : ........................................... 9 bar Setting of pressure switch (28) : ........................ 0,6 bar
Setting of valve (14) : ........................................... 3 bar Setting of the thermal switch (10) : ................ T°>130°C
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( 3 ) Lubrication system components
3 4 5
PP9 N. Shed
1 2 PP8 N. Shed MGB P ALARM OIL TEMP
ALARM LOGIC
28
29
MGB AUX 6
25
27
26
23 MGB MAIN 7
21 24
22 8
12
21 9
20
17 15 13
18 16 14 10
19 ENG.1 ENG.2
11
1 - Oil pressure indicator 16 - Main system pressure relief valve

2 - Oil temperature indicator 17 - Main gear pump
3 - Oil pressure drop warning light (the MGB is no 18 - Magnetic chip detector (on pump suction line)
longer lubricated) 19 - Temperature probe with variable resistor
4 - Alarm flashing light 20 - Main pump monitoring pressure switch
5 - "Excessive oil temperature" warning light 21 - Oil coolers
6 - Emergency pump low pressure warning light 22 - Fan
(pump failure) 23 - Non-return valve : prevents oil in the emergency
7 - Main pump low pressure warning light system from flowing towards the coolers
8 - Filler neck 24 - Filter (filtering capacity 45 µ)
9 - Emergency pump monitoring pressure switch 25 - Main lubrication diffuser
10 - Two-metal strips thermal switch 26 - Filter by-pass
11 - Self-sealing drain plug 27 - Pressure transmitter (variable magnetic
12 - Oil level sight resistor)
13 - Emergency gear pump 28 - Main diffuser low pressure switch
14 - Emergency system pressure relief valve 29 - Time-delay relay (3 seconds)
15 - Slide distributor valve
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OIL FILTER PRINCIPLE

By-pass valve
towards lubrication
diffusers
Filter element
Check valve
Non-return valve
from
HEAT EXCHANGER MGB casing from
(MAIN CIRCUIT) AUXILIARY PUMP
Rotor shaft
diffuser
HEAT EXCHANGER
INSTALLATION OF THE PUMPS
Main pump
Emergency The two coaxial shafts are

pump provided with shear grooves.
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4 - MAIN ROTOR
4.1 - Main Rotor Subassemblies 4.4 - Main Rotor Blades
4.2 - Main Rotor Mast 4.4.1 - Blades specifications
4.2.1 - Rotor Mast Subassemblies 4.4.2 - Main Rotor Blades Components
4.2.2 - Rotor Mast Components 4.5 - Rotor Speed Monitoring
4.3 - Main Rotor Head 4.5.1 - Rotor RPM Indicator
4.3.1 - General 4.5.2 - "Min./Max. RPM" Aural Alarm
4.3.2 - Rotor Head Dynamics 4.5.3 - Components Locations
4.3.3 - MRH Components
4.1- MAIN ROTOR SUBASSEMBLIES

The main rotor provides both lift and horizontal motion.It
comprises the rotor mast (3), the rotor head (2) and four
rotor blades (1).
The rotor mast, mounted on the main gearbox (MGB), dri-
ves the rotor head and transmits rotor lift to the airframe.
The rotor head is mounted on the rotor mast and supports
the rotor blades. It sustains blades lift and rotor rotational
stresses (centrifugal force, flapping and drag loads).
The rotor blades convert engine mechanical power into
aerodynamic lift.
Main Rotor diameter: 11,93m

Rotation speed: 350 rpm
4.2- MAIN ROTOR MAST
4.2.1. ROTOR MAST SUBASSEMBLIES
The rotor mast CONICAL The SWASPLATES

HOUSING supports the ASSEMBLY, actuated
rotor shaft, riding in a lift by the rotor servocontrol,
ball-bearing, and anchors control the blade pitch
the suspension rods that angle (cyclic and
transmit lift forces to the collective pitch control).
aircraft structure.
The MGB driven ROTOR The PITCH CHANGE

SHAFT supports the RODS (B) transmit
main rotor head. swashplate motion to the
main rotor head attach
beams, and are adjustable
in length for aircraft blade
tracking purposes. The
STATIONARY SCISSORS
(C2) prevent the lever
swashplate from rotating.
The ROTATING
SCISSORS (C1) drive the
upper swashplate in rotation.
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4.2.2. MAST ROTOR COMPONENTS

Yellow pitch change rod is
1 used as a reference. Do not
modify its length.
16 2 3
15
14 6
13
7
11
8
12 10
14
1 -Rotor shaft
2 -Swashplate bearing guard baffle
3 -Pitch change rod (lenght-adjustable) D
4 -Rotating swashplate
5 -Strobe light striker (for rotor balancing)
6 -Swashplate guide
7 -Vent breather
8 -Non rotating scissors
9 -Conical housing
10 -Phonic wheel (min./max. rotor rpm alarm)
11 -Bearing oil jet - The splined end of the rotor shaft mates with the
12 -Magnetic sensor (NR min., max.) MGB planet pinion cage.
13 -Lift ball-bearing - A magnetic detector (D) is provided to monitor the
14 -Non rotating swashplate condition of the lift bearing (13).
15 -Rotating scissors
- For maintenance simplification purposes, the lift
16 -Swashplate ball ring
bearing (13) fits freely on the shaft and is driven in
rotation by a system of lugs.
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4.3- MAIN ROTOR HEAD (M.R.H.)

4.3.1. GÉNÉRAL
The basic rotor head component is a STAR with four arms that are FLEXible on the
flapping axis. The principle behind the STARFLEX rotor head is to connect the rotor
balades to the star arms by means of rigid attach beams that ensure FLAPPING,
DRAG and PITCH CHANGE functions without the use of antifriction bearings.
Flexible components are provided betwen the attach beams (3) and the star arm
Flexion area
(1):
- a laminated spherical thrust bearing (2) (sandwich construction of steel cups and
thin elastomeric plies).
- two elastomeric blocks (4).
1 - Star arm. The star is molded, oven-cured glass/epoxy

laminate construction.
2 - Laminated spherical thrust bearing, with torsional, flapping
and drag flexibility, but compression stiffness. This is
the heart of the STARFLEX rotor head, and sustains all
rotor motion and loads.
3 - Blade attach beams (roving, moltoprene filler, carbon fiber
skin)
4 - Elastomeric blocks ( shear-deformable, but with dragwise
stiffness and damping action)
5 - Self-lubricating oscillating bearings ( centers the blade attach
Only parts required for the functional
explanation are shown schematically. beams at the out board end of the star arm).
4.3.2. ROTOR HEAD DYNAMICS

The STARFLEX rotor head can be compared to hinged rotor head with flapwise and dragwise elastic return (the star
arms and elastomeric components act like springs).
(1) PITCH CHANGE The star arms are rigid torsion wise
under the
action of
pitch control
lever...
...The laminated spherical thrust ... and the attach beam rotates about the
bearing distorts torsion wise... axis passing through the laminated
spherical thrust bearing center (O) and
the oscillating beraing center (O').
NOTE : The pitch change lever end (E) being directly

opposite the spherical thrust bearing center (O), there is no
geometric pitch/flapping coupling (no K link).
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4.3.2. ROTOR HEAD DYNAMICS (Cont.)
( 2 ) “FLAPPING” FUNCTION
The star arms are flexible flapwise, they bend upward or

downward under the action of flapping forces...
... causing the flapping of the blade and attach beam assembly about the center O
of the laminated spherical thrust bearing (elastic distorsion of bearing).
( 3 ) “DRAG” FUNCTION
The star arms are rigid dragwise.
under the action of drag

forces...
... both elastomeric flanges distort

under shear loads...
They ensure both:
- stiffness effect permitting to adjust
... and the attach beam assembly (blade the natural frequency
and attach beams) moves about center "O" of - dampening which limits the
the laminated spherical thrust bearing (elastic oscillation amplitude.
distorsion of the bearing).
( 4 ) WITHSTANDING CENTRIFUGAL LOADS
The centrifugal loads are taken throught the attach beam by the laminated spherical thrust bearing which resists the
compression, and transmits the loads to the thick center section of the star where they balance each other. The star
arms are not stressed.
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4.3.3. MRH COMPONENTS.
1 – Rotor head fairing

2 – Self lubricating oscillating
bearing
3 – Frequency adapters
(elastomeric blocks)
4 – Blade attach beams
5 – Laminated spherical thrust
bearing
6 – Pitch change lever
7 – Star
8 – Balance plates
Location of
balance
p l a t e s .
All rotor head components are either perfectly

symmetrical or include foolproof locating pro-
visions: NO POSSIBLE ERROR ON
DISASSEMBLY OR REASSEMBLY
CONING STOPS AND DROOP RESTRAINERS. The coning stops are designed to permit starting in high winds.
THe droop restrainers prevent the star arms from sagging when the rotor in not spinning.
• When the rotor is stopped, or turning at low speed during starting, the
coning stop "CS" prevents the rotor blade from flapping upward.
• When the rotor is spinning,

centrifugal force "F" on the hinged
flyweight "W" causes the coning stop
to retract, and the blade is free to
move on the flapping axis.
1 – Coning stop flyweight On deceleration prior to shut-down,
2 – Attach beam contact pad the spring "S" returns the coning stop
3 – Droop restrainer contact pad against the upper attach beam.
with wear resistant plate
Droop restrainer operation is self evident. When the rotor is stopped, the blade
4 – Droop restrainer ring
weight moves each lower attach beam into contact with the droop restrainer
5 – Monting bracket
ring (4)
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4.4- MAIN ROTOR BLADES

4.4.1. BLADE SPECIFICATIONS
• Unit weight : ……...............…...........…........42,3 kg • Airfoil: 0A2 plan convex
• Length : ............……...............….........…..5275 mm - Constant 0A212 from station 1000 to stn 3690
• Twist : ……....................…............See curve below - Evolutive (0A21 -> 0A209 -> 0A207) from stn 3690
• Chord : 385 mm in constant profile section, 405 mm to blade tip.
at outboard end.
integral weight
5275mm
0,8R 0,5R 25% chord line
405mm chord 385mm chord
O.N.E.R.A. Type 2 Relative

OA209
OA212
tabs
OA209
OA212
thickness "n"
thk = n % of C
Evolutive airfoil Constant OA 212 airfoil 690mm
5127mm 4566mm 390MM 6° 1000mm
TWIST
Degrees
1°614 1°394
0°696
4.4.2. MAIN ROTOR BLADE COMPONENTS
For aerodynamic adaptation of blade to rotor

hub, the 5th and 6th tabs (originally set to 0°)
can be bent. The others tabs must not be
adjusted.
1 - 3 piece stainless steel leading edge strip 10 - Dynamic balancing tabs

2 - Integral brass weight (determines natural 10a - Blade folding support marking (yellow line)
flapping frequency) 11 - Swept back tip fairing
3 - Blade root cap 12 - Static balance weight mounting stud
4 - Steel attach bushing 13 - Dynamic balance weight mounting screws
5 - Blade root wedge 14 - Tip fairing mounting bracket
6 - Blade root doubler (carbon & glass cloth) 15 - Leading edge skin (carbon & glass cloth)
7 - Rear Z shaped web (glass cloth) 16 - Polyurethane foam core
8 - Front Z shaped web (4 ply carbon cloth) 17 - Trailing edge skin (carbon & glass cloth)
9 - Blade spar (fiberglass roving) 18 - Trailing edge strip (glass cloth)
9a - Blade center of gravity (yellow circle)
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4.5- ROTOR SPEED MONITORING
The cockpit display instruments include a rotor speed (NR) tachometer indicator, and an aural warning audible
whenever the rotor speed is outside specified minimum and maximum rpm limits.
4.5.1. ROTOR RPM INDICATOR - PRINCIPLE OF OPERATION.
The rotor rpm indicating assembly is a self-contained 1 2 3 4 5

measuring system. The transmitter is an MGB-driven
3-phase alternator (1) that generates a current of a
frequency proportional to the rotor speed. This current
supplies a synchronous motor (2) in the indicator unit ;
the motor runs at the same speed as the alternator,
and drives a magnet (3) which exerts torque by Eddy
current induction on an aluminium disk (4) connected
to the indicator pointer. The disk driving torque,
counterbalanced by a spring (5), is proportional to NR. TRANSMITTER INDICATOR
4.5.2."MIN./MAX. RPM" AURAL ALARM AND - PRINCIPLE OF OPERATION.
NR > 380 rpm : high frequency tone

MAGNETIC SENSOR ELECTRONIC DETECTOR
170 < NR < 335 rpm : low frequency tone
The switch enables to stop the horn.

Horn "OFF", light "ON".
PP8 N .SHED PP9 N .SHED

MAGNETIC
SENSOR
HORN
Reference
PHONIC voltage
ELECTRONIC
WHEEL
DETECTOR UNIT C1 A1 "High" signal
AURAL
Wave- A
Time ALARM
form C2 A2 "Low" signal
process base
C3 Inhibitor NR > 380 rpm : high
signal
170 rpm < NR < 335
rpm : low signal
Converts input
to square-wave A : current amplifier
signal
Phonic wheel is driven by
Comparators "C" only pass the voltage signal
rotor. As each tooth
corresponding to the alarm conditions :
passes the sensor it
induces an alternating • NR = 335 to 380 C1 and C2 Horn is silent
current with a frequency The ratio of the square- rpm blocked
proportional to NR. wave period to the time • NR > 380 rpm C1 conducts High-frequency
base determines a DC audio tone
voltage proportional to • NR < 335 rpm C2 conducts Low-frequency
the input signal audio tone
frequency, and therefore • NR < 170 rpm C3 conducts and Horn is silent
to NR. blocks amplifier A2
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4.5- ROTOR SPEED MONITORING (Cont.)
4.5.3. COMPONENT LOCATIONS 1
8 HORN
2 200
1
2
300
100 400
0
450
ROTOR
RPM
Max. rotor braking speed index:

Do not apply rotor brake at speeds
above 170 rpm.
4
3
1 - Horn switch
2 - Triple tachometer indicator:
- pointer “R” = Rotor rpm
- pointers “1” & “2” = Free turbine lrpm for both
engines. In normal operation, all three pointers are
superimposed.
3 - Tachometer transmitter
4 - Audio warning magnetic sensor
5 - Audio warning electronics unit (in console)
6 - Horn (on overhead panel between the pilots)
7 - Copilot's rotor rpm indicator
8 - HORN off indicating light
MGB (LH side)
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5 - TAIL ROTOR DRIVE SYSTEM

5.1 - From MGB to tail rotor 5.3.1 -TGB components
5.2 - Tail rotor drive
5.3 - Tail bearbox (TGB)
5.1. FROM MGB TO TAIL ROTOR
From the MGB, the tail rotor is driven by:

- the tail rotor drive shaft (1)
- the tail gearbox (2)
5.2. TAIL ROTOR DRIVE

The transmission consists of 3 shafts: one forward shaft The forward shaft is coupled to the centre shaft by a flexi-
(2), one center shaft (5) and one rear shaft (7). Center ble coupling (3). The centre and rear shafts are assembled
and rear shaft are supported by five bearings (4) - ball with bolts. The bearings are lubricated periodically. The
bearing rotating in an elastomeric visco-elastic damper. forward and rear shaft splined ends (1 - 8) fit into the
The tube couplings, splined end-fittings or end flanges MGB and TGB couplings flanges.
are bonded and bolted after installation of elastomer
bushes (11) and bearings (13).
1 -Splined end fitting (steel) 8 - Splined end fitting (steel)

2 -Forward drive shaft (light alloy) 9 - Clamp for rear bearing (4 off)
3 -Flexible coupling - stacking of flexible steel 10 - Bearing bracket
disks 11 - Elastomeric bush bonded on shaft
4 -Bearings 12 - Damping ring (elastomer)
5 -Center drive shaft (light alloy) 13 - Bearing
6 -Shaft coupling flanges 14 - First bearing bracket
7 -Rear drive shaft (light alloy) 15 - First bearing half-clamp
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5.3. TAIL GEARBOX (TGB)
The TGB is a splash-lubricated reduction bevel gear

whose output gear shaft drives the tail rotor.
Input speed : 4009 rpm

Output speed : 3665 rpm
1 - Coupling tube attachment screw

2 - Input housing
3 - Flexible coupling flange
4 - Input pinion
5 - Roller bearing
6 - Pitch control rod (actuated by the servo-control)
7 - Servo-control attachment
8 - Oil level sight
9 - Main casing
10 - Output pinion
11 - Control rod thrust bearings
12 - Output pinion thrust bearing
13 - Lip seal
14 - Rotating sliding shaft. This shaft controls the tail
rotor blade pitch variations
15 - Rotor hub attachment nut
16 - Tapered roller bearings
17 - Lip seal
18 - Flexible coupling
VIEW SHOWING TGB (B) AND

THE SURROUNDING COMPONENTS
1 - TGB aft attachment tube
2 - Filler cap with air vent Note aft mounting tube (A),
3 - Borescope inspection hole plug servo-control (C),
4 - Shim and seizing detector (D).
5 - TGB forward attachment coupling tube
6 - Drain plug fitted with a magnet
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THM
TAIL ROTOR
6.1 - General 6.3 - Tail rotor hub (T.R.H.)

6.2 - Rotor linkage 6.4 - Tail rotor blades
6.1 - GENERAL
The tail rotor develops a TY thrust which balances
the reaction torque (CR) of the main rotor ; it
provides control of the helicopter on the yaw axis
by providing a positive or negative thrust as required
by the pilot.
It is an "AEROSPATIALE FENESTRON" "fan-in-
fin" rotor.
The tail rotor is driven by the tail gearbox and it
rotates clockwise when viewed from the left side of
the helicopter.
Specification Data:
- Number of blades..........................11
- Rotation direction..............Clockwise
- Diameter.............................1.100 m
- Rotation speed...................3665 rpm
- Thrust.................................560 daN
6.2 - ROTOR LINKAGE

Pitch increase
7
4
3
5
8
4
( 1 ) Pitch Change Control - Description ( 2 ) Blade Attachment and Drive - Operation

The pitch change control rod (1), actuated by the tail The blades are driven by the hub (7).
servocontrol, drives the control shaft (3) which slides in A bearing (6) provides for rotation of the blades about their
and rotates with the rotor shaft (2). The pitch change axis (pitch variations). The Kevlar torsion bar (8) absorbs
spider (5) is integral with the control shaft and it actuates the centrifugal loads and allows the pitch variations (torsion
the blade root crankpins (4). bar distortion).
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THM
6.3 - TAIL ROTOR HUB (T.R.H.)
1 - External bearing ring 7- Centre plate - Secured to pitch control shaft

2 - Pitch control crank pin 8- Fairing
3 - Hub 9- Blade root attachment bolt on hub
4 - Hub drive flange 10 - Internal bearing
5 - Blade root immobilizing washers 11 - Balance bolt and washers
6 - Pitch change spider 12 - Hub toTGB shaft lock nut
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THM
6.4 - TAIL ROTOR BLADES
Specification data:
Airfoil .....................................................63 A 312

Chord ........................................................... 79 mm
Number of blades..............................................11
Twist .................................................................. - 7°
Pitch range.......................................- 23° to + 39°
Weight ............................................................ 350 g
Each composite material blade includes a Kevlar spar (3)

wrapped roud an aluminium spool (4). This spar is
embedded in blade (7) and constitutes a twistable area
which enables pitch variation.
1 - Foam
2 - Leading edge protective strip (titanium)
3 - Spar (Kevlar)
4 - Spool (aluminium)
5 - Pitch control crank pin
6 - Blade root (glass fiber and polyamide)
7 - Skin (glass and carbon cloth)
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THM
7 - FLIGHT CONTROLS
7.1 Flight Control Operating Principles 7.3 Tail Rotor Control
7.2 Main Rotor Controls 7.3.1 General description & Operation
7.2.1 General description 7.4 Flight Control Adjustment Principles
7.2.2 Main Rotor Control Operation 7.4.1 Main Rotor Control Channel Principle
7.2.3 Main Rotor Control Components 7.4.2 Tail Rotor Control Channel Principle
7.2.4 "LIMIT" Indicator Light
8.1.1 FLIGHT CONTROL OPERATING PRINCIPLES
The flight controls modify the pitch angles of the main

and the tail rotors allowing the pilot to control aircraft by
modifying its altitude, speed and heading.
The collective pitch lever (1) controls the main rotor lift
(Fn) by simultaneously modifying the pitch of all the
blades. Remember that Fn includes two components: a
vertical lift vector (S), and an airspeed vector (V) the di-
rection and magnitude of which are controlled by the
cyclic pitch stick (2) which controls the rotor disk tilt an-
gle by means of cyclic variations in blade pitch. The yaw
pedals (3) control the tail rotor thrust (Ty) and thus the
aircraft heading
1 MAIN ROTOR CONTROL OPERATING PRINCIPLE
Moving the cyclic stick fore-and-aft actuates the pitch

channel linkage (controlling helicopter motion about the Aircraft pitch axis
pitch axis) and controls swashplate motion at point B.
For example, the swashplate moves downward at point
B when the cyclic stick is moved forward. Points A and Swashplate
C remain stationary. The resulting cyclic pitch variation Aircraft roll axis
tilts the rotor disk forward.
FWD
Moving the cyclic laterally actuates two roll channel link-
ages (controlling helicopter motion about the roll axis) Swashplate pitch
and controls swashplate motion at points A and C. For control tilt axis
example, moving the cyclic stick to the right causes point
A to move downward and point C to move upward by Swashplate
the same amount. Point B, remains stationary. The roll control tilt axis
resulting cyclic pitch variation tilts the rotor disk to the
right. Fore and aft stick movements:
Moving the collective lever causes all three points (A, B swashplate is driven at point B
and C) to move simultaneously by the same amount. and tilts about the X axis.
For example, pulling up on the collective lever causes
Lateral stick movements: swashplate
the three points to move upward, there by increasing
the collective pitch FWD is driven at points A, C in opposite
directions, and tilts about the Y axis.
2 TAIL ROTOR CONTROL OPERATING PRINCIPLE
High pitch Collective lever movements:
Tail rotor control is simpler than for the main rotor. When swashplate is driven simultaneously
the right-hand pedal is pushed forward, the tail rotor at points A, B and C, and moves par-
pitch increases, thus increasing the rotor thrust Ty. allel to itself without affecting cyclic
Pushing the left-hand pedal forward produces the Low pitch pitch variation.
opposite result.
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THM
7.2. MAIN ROTOR CONTROLS
7.2.1. GENERAL DESCRIPTION

The control linkage connecting the cyclic stick (14), the Each control channel drives the swashplate through a
collective lever (16) and the swashplate (3) consist of hydraulic servo control (1) (2) (4) that provides the re-
rigid link rods functionally interconnected by bellcranks quired actuating force.
and relays.
The Automatic Flight Control System (A.F.C.S.) requires
1 - RH roll servo control the assembly of rigid rods (7) (12) (19) equipped with
2 - Pitch servo control electrical series actuators on pitch & roll channel control
3 - Swashplate linkages.
4 - LH roll servo control
A.F.C.S. is described in chapter 19.
5 - LH mixing unit (2 bellcranks)
6 - LH roll "TRIM" (parallel) actuator
7 - LH roll control (series) actuator
8 - LH roll channel bellcranks
9 - Pitch control "TRIM" (parallel) actuator
10 - Copilot's quick-disconnect cyclic pitch stick
11 - RH roll channel bellcranks
12 - RH roll control (series) actuator
13 - Cyclic stick torque shaft
14 - Pilot's cyclic pitch stick
15 - Collective lever torque shaft
16 - Pilot's collective pitch lever
17 - RH mixing unit (only one bellcrank)
18 - Copilot's quick-disconnect collective pitch lever
19 - Pitch control (series) actuator
Collective pitch control linkage
Roll channel control linkage
Pitch channel control linkage
From mixing unit outputs collective pitch control uses the
pitch and roll channel linkages : moving the collective lever
causes the three swashplate actuators to move by equal
amount...
The mixing units (5) (17) constitute the interface between modify the swashplate tilting angle (i.e. the cyclic pitch
the cyclic and collective pitch controls ; they allow each setting remains unchanged), and that moving the cyclic
control channel to operate independently without stick does not modify the collective pitch value (i.e. the
interaction with the other channels. This means, for swashplate tilts, but the center remains at the same
example, that increasing the collective pitch does not height).
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THM
7.2.2. MAIN ROTOR CONTROL OPERATION

The simplified flight control diagram illustrates the effects
of operating the cyclic stick and the collective lever.
-Lateral cyclic stick action.

When the cyclic stick is moved to the right, the two roll
channels move equal amounts in opposite directions,
causing the swashplate to tilt toward the right on the « Y »
axis (which passes through the pitch servocontrol mount-
ing point).
- Fore and aft cyclic stick action.

When the cyclic stick is moved forward, the pitch chan-
nel causes the swashplate to tilt forward on the « X »
axis (which passes through the two roll servocontrol
mounting points).
- Collective pitch lever action.

When the collective lever is pulled upward to increase
the collective pitch value, the pitch and roll channel out-
puts from the mixing units all move the same amount in
the same direction. The swashplate moves upward par-
allel to its initial position.
LH MIXING UNIT OPERATION (operating principle is the same for the RH mixing unit).
Cyclic stick to the right Cyclic stick forward Collective lever upward
The roll channel bellcrank pivots on The pitch channel bellcrank pivots
the collective pitch bellcrank, which on the collective pitch bellcrank, The collective pitch torque shaft and
remains stationary. On the RH mix- which remains stationary. bellcranks rotate, causing the pitch
ing unit, the bellcrank moves in the and roll channel bellcranks all to
opposite direction. move by the same amount.
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THM
7.2.3 MAIN ROTOR CONTROL COMPONENTS
1 CYCLIC PITCH CONTROL
B1 - Lateral control rigging point

B2 - Longitudinal control rigging point
1 - Cyclic stick
2 - Boot
3 - Balancing weights
4 - Pilot's cyclic stick pivot yoke
5 - Ball-bearing
6 - Roll channel link rod
8 - Cyclic stick roll channel torque link
9 - RH roll channel lever assembly
10 - Cyclic stick torque shaft
11 - Copilot's cyclic stick pivot yoke
12 - Microswitch (13) actuator cam
13 - Cyclic stick pitch channel position indicator
microswitch (20% / 70% of travel arc)
14 - Pitch channel lever
16 - Pitch channel link rod
17 - LH roll channel lever assembly
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THM
7.2.3 MAIN ROTOR CONTROL COMPONENTS (CONT'D)
.2 COLLECTIVE PITCH CONTROL The tension of the spring (8) counterbalances the weight
of the collective lever so that the lever remains in any
position when the friction lock (15) is loosened.
1 -Torque shaft ball bearing

2 -Collective lever " Low pitch" retainer stud
3 -Collective lever grip
4 -Collective pitch lever
5 -Scale quadrant (collective pitch indicator)
6 -Collective pitch index
7 -Collective lever base housing
8 -Collective lever balancing spring
9 -Collective lever balancing system
10 -LH collective channel rod
11 -RH collective channel rod
12 -Collective lever restraining strap: fits onto stud (2)
13 -Friction lock adjuster
14 -Sliding blanking plates
15 -Collective lever friction lock
Tightening the twist grip adjuster (13) causes the mov- 16 -Spring washers
ing shoe (17) pivot, clamping the friction plate (20) be- 17 -Moving shoe and friction pad
tween the fixed shoe (19) and the moving shoe. Spring 18 -Residual friction spring
washers (16) are provided for friction adjustement pur- 19 -Fixed shoe and friction pad
poses. When the adjuster is fully loosened, spring (18) 20 -Friction plate secured to airframe
applies a specified residual friction value.
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THM
7.2.3 MAIN ROTOR CONTROL COMPONENTS (CONT'D)
3 MIXING UNITS
RH MIXING UNIT LH MIXING UNIT
CONTROL CHANNEL STOPS

ON LH MIXING UNIT
1 -Ball bearing 11 - LH roll channel bellcrank

2 -RH roll channel bellcrank 12 - Roll channel stop plate
3 -RH torque shaft 13 - Roll channel stop pin
4 -Collective input lever 14 - LH roll channel link rod
5 -Collective link rod 15 - LH roll channel link rod
6 -RH roll channel link rod 16 - Pitch channel stop pin
7 -LH torque shaft 17 - Collective link rod
8 -Collective channel stop pin 18 - Collective lever
9 -Collective and pitch stop plate 19 - Holes for immobilization tools
10 -Pitch channel bellcrank
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THM
7.2.4 "LIMIT" INDICATOR LIGHT

In high speed flight, tight maneuvers (short radius) On the ground the Limit light has another function during
generate heavy structural stress loads capable of resulting taxiing. It comes on to inform the pilot that the cyclic stick
in damage if the permissible load factors are exceeded. is too far forwardor aft, configurations in which excessive
The main rotor loading increases with the load factor, and and potentially damaging bending loads are introduced in
is partially sustained by the control channels -especially the arms of the Starflex. This is because on the ground,
the RH roll channel, which is the most heavily stressed. unlike in flight, tilting the rotor disk does not modify the
the pilot is warned when the aircraft reaches its aircraft attitude, so that the loads sustained by the star
maneuverability limit by a load sensor mounted on the are substantially higher.
RH roll channel servocontrol. A microswitch in the pitch channel linkage causes the Limit
When the servocontrol reaches the permissible load light to come on when the cyclic stick is moved too far aft
threshold, a "LIMIT" warning light illuminates on the ins- (between 0 and 30% of its travel range). In order to switch
trument panel to inform the pilot that he must either reduce off the light the pilot must return the stick to its permissible
the pitch setting or "open out" the maneuver. range.
1 LOAD SENSING
F < 330daN
The RH servocontrol end-fitting comprises an actuator (S)

supplied from the RH hydraulic power system.
When the load "F" on the servocontrol is below the
permissible limit, pressure"P" prevails and maintains the
Note: to test the circuit, it is only necessary to press
piston against its upper stop. The micro-switch (2) is closed; on the light which installed as a push button cuts out
relay contact (1) is open; THE WARNING LIGHT IS OFF relay (1) excitation.
If the load "F" exceeds the permissible limit, the actuator is
pushed downward. The microswitch opens, closing the relay
F > 330daN
contact and THE WARNING LIGHT COMES ON. A return
spring (3) maintains the piston extended in the absence of
hydraulic pressure.
A metering orifice (4) damps out the pressure drops that
occur during high-speed servo movements to prevent
untimely illumination of the warning light.
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THM
7.2.4 "LIMIT" INDICATOR LIGHT (CONT.)
2 CYCLIC STICK LIMIT POSITION INDICATION DURING TAXIING
to load sensor
On the ground, microswitch (3) is closed by compression

of the LH landing gear unit.
Microswitch (2), actuated by cam (1) remains open as
long as the cyclic stick remains inside the 30% - 70%
range on the fore & aft axis: THE WARNING LIGHT IS
OFF.
Moving the stick outside this permissible range closes
microswitch (2) and THE WARNING LIGHT COMES ON.
In flight, the LH landing gear unit is extended, microswitch
(3) opens, disabling the system.
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THM
7.3 TAIL ROTOR CONTROL
7.3.1 GENERAL DESCRIPTION & OPERATION

The yaw pedals (5) and (6) are connected to the tail servo tion transmitter, a TRIM (parallel) actuator and YAW con-
control (7) by a rigid control linkage consisting of link trol (series) actuator.
rods (4) and bellcranks (1). A.F.C.S. is described in chapter 19.
The Automatic Flight Control System (A.F.C.S.) require
the installation of a microswitch link, a yaw pedal posi-
YAW control
(series) actuator
1 4 3 4 3 4 1
1 2
TRIM (parallel)
actuator
YAW pedal
position transmitter
Microswitch
link
1
4 7 8
1
4
3
5 6
Increasing pitch
Decreasing pitch
1 - Bellcranks
2 - Bellows (leaktight bulkhead
connection)
11 3 - Plain bearing
4 - Link rod
10 5 - Pilot's yaw pedal unit
Compensating
spring
6 - Copilot's yaw pedal unit
7 - Tail servo control
9 8 - Spider
9 - Copilot's pedal unit bellcrank
10 - Pedal unit torque link
11 - Pilot's pedal unit bellcrank
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THM
7.4 FLIGHT CONTROL RIGGING METHOD
7.4.1. MAIN ROTOR CONTROL CHANNEL PRINCIPLE OF RIGGING AND CHECKING
Rotor shaft
Vernier 3°15 wedge

Shim
scale rule
"YELLOW" rod
Rotating star
Locking stud
Load sensor
Pitch indicator Adjustable locking tool
rods
Longitudinal-collective
immobilizing tool
Low pitch stop

Retention strap adjustment
(Low pitch ) (autorotation )
Collective
stops Pitch
Roll axis pin stops
Roll immobilizing
Pitch axis pin Roll tool
"semi fixed" stops
rods
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THM
7.4.1 MAIN ROTOR CONTROL CHANNELS RIGGING AND CHECKING PRINCIPLES
The explanations given below are intended to familiarize Complete rigging of the control linkage is very rarely per-
you with the general rigging procedure. All operations formed; rigging operations and checks are usually carried
must be performed in accordance with the MET work out on specific sections.
cards.
Rigging of the Autopilot components other than the «se-
ries» actuators is not covered in this section.
The rods which make up the flying control linkage are identified in specific ways.
FIXED RODS SEMI-FIXED RODS ADJUSTABLE RODS
rods for which the center-to-center rods which are adjusted on installation these are the input servocontrol rods
distance between the endfittings is (characteristic bellcrank positions)
given in the Repair Manual
All the «FIXED RODS» are installed for the operations described below.
(1) COLLECTIVE CHANNEL RIGGING
Characteristic Positions : Adjustment Point :
- Collective lever locked by the restrainer blade which is - Adjustment of the «SEMI-FIXED» rod between the col-
immobilized in mid position on the console. lective lever torque tube bellcranks and the mixing unit
- Mixing unit stop pin held in contact with the low pitch shaft.
stop set screw (this screw having been preset as indi-
cated in the Maintenance Manual).
(2) CONTROL CHANNEL RIGGING BETWEEN THE CYCLIC STICK AND THE MIXING UNIT
FORE-&-AFT CHANNEL ROLL CHANNEL

Characteristic Positions : Characteristic Positions :
- Cyclic stick torque tube pinned. - «Collective/fore-&-aft» immobilizing tool in place.
- Mixing unit immobilized with the «collective/fore-&-aft - RH roll bellcrank pinned.
tool. - Mixing unit roll bellcrank stop pin immobilized by a tool,
Adjustment Point : which is used for this rigging phase only.
- Adjustment of the «SEMI-FIXED» rod (complete with Adjustment Point :
the series actuator at the ELECTRIC ZERO) between - Adjustment of the «SEMI-FIXED» rod (complete with
the cyclic stick torque tube bellcranks and the mixing unit the series actuator at the ELECTRIC ZERO) between
fore-&-aft bellcrank. the LH roll bellcrank and the mixing unit roll bellcrank.
NOTE: When the «collective/fore-&-aft» immobilizing tool is in

place on the mixing unit, the pitch indicator should read : 3.15°.
(3) CONTROL CHANNEL RIGGING BETWEEN THE MIXING UNIT AND THE ROTOR
Characteristic Positions : THE YELLOW BLADE PITCH CHANGE ROD ACTS AS

- Pins removed from the cyclic stick. A REFERENCE. IT IS FOR THIS REASON THAT ITS
-«Collective/fore-&-aft» immobilizing tool still in place LENGTH GIVEN IN THE MRR MUST NOT BE MODI-
on the mixing unit. FIED.
- Roll bellcrank stop pin on the mixing unit immobilized
with a different tool. Adjustment Points :
- Load sensor on the RH servocontrol immobilized with
- Adjust the three servocontrol input rods so that the 3.15°
its tool.
wedge can be fitted between the star and the «yellow
- Vernier scale installed between the rotor hub and the
blade» sleeve upper attach beam and check the perpen-
swashplate opposite the «YELLOW» blade pitch
dicularity of the swashplate over one complete rotor revo-
change rod.
lution, using the vernier scale .
NO ADJUSTMENT IS AUTHORIZED ON ROD ENDFITTINGS
SEALED WITH WHITE HEAT-SHRINKABLE SHEATH
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THM
7.4.2 TAIL ROTOR CONTROL CHANNEL PRINCIPLE OF RIGGING AND CHECKING
(1) PITCH CHANGE SPIDER RIGGING REFERENCE (2) MAIN STRUCTURE LINKAGE RIGGING
REFERENCE
• Bellcranks (2) and (3) pinned : adjustment of adapter
rod (1) • Pedals kept aligned by tool
• Tail servo control lever pinned. • Tail servo control piston immobilized by 50% shim
• Tail servo control piston immobilized with 47% adjust-
ment shim - Rigging point : adjustment of adapter rod (4).
- Rigging point : adjustment of input rod (adjustable end
fitting of the YAW control series actuator).
CAUTION
THE OPERATIONS ABOVE MUST BE CARRIED OUT WITH THE ACTUATOR
SET TO THE NEUTRAL POSITION AND WITHOUT HYDRAULIC PRESSURE
(3) ADJUSTMENT OF PEDAL STOPS CLEARANCE

(WITH HYDRAULIC PRESSURE) NO ADJUSTMENT IS AUTHORIZED ON ENDS
FITTING OF RODS SEALED WITH WHITE
• The tail rotor pitch variation is limited by stops inside
HEAT SHRINKABLE SHEATHES
the tail servocontrol.
Stops installed at bellcrank (6) set back from the servo
control stops with the actuator positions "RETRACTED- Input rod with
EXTENDED" prevent distortion of the linkage for high series actuator
pressure on pedals.
1 2
Microswitch
link
Pins
Servocontrol pin
4
5 Pedal alignment
tool
6 47% and 50%

Input rod
fitting adjustment shim
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THM
8 – HYDRAULIC POWER SYSTEMS

8.1 - The Generating Systems and Their Consumers 8.4.1. Auxiliary Hydraulic System Components
8.2 - General Arrangement of the hydraulic Power 8.4.2. Auxiliary Hydraulic System Operation
Systems 8.5 - Emergency Hydraulic System
8.3 - Main Hydraulic Power Systems 8.5.1. Emergency Hydraulic System Components
8.3.1. Main Hydraulic System Components 8.5.2. Emergency Hydraulic System Operation
8.3.2. Main Hydraulic System Operation
8.4 - Auxiliary Hydraulic System
8.1 - THE GENERATING SYSTEMS AND THEIR CONSUMERS
Return Return
line line
AUXILIARY LH MAIN RH MAIN

SYSTEM SYSTEM SYSTEM
MAIN SERVO UNIT

M
EMERGENCY
GROUND
SYSTEM
ASSISTANCE MAIN SERVO UNIT
(Rotor stopped)
QUICK MOORING Lower body Upper body

HARPOON
(OPTIONAL)
MAIN SERVO UNIT
POWER-ASSISTED
BRAKES
L/G L/G TAIL SERVO UNIT

Emergency -Retraction
extension -Extension LH body RH body
Brakes
L/G actuating cylinders
Harpoon (optional) Dual body main servo units (3) Dual body tail servo unit
You will meet all these hydraulic power consumers in the chapters on "landing gear" and "Servo controls".
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transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 8.1/2
8.1
THM
8.2 - HYDRAULIC POWER SYSTEMS - MAIN COMPONENTS
1 - LH hydraulic reservoir
2 - RH hydraulic reservoir
3 - RH hydraulic pump (gear type)
4 - LH hydraulic pump (gear type) coupled to the auxiliary pump
5 - Auxiliary hydraulic pump (gear type)
6 - Emergency electric pump
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THM
8.3 - MAIN HYDRAULIC POWER SYSTEMS
8.3.1. MAIN HYDRAULIC POWER SYSTEM COMPONENTS
LH MAIN SYSTEM RH MAIN SYSTEM
1 1
4.5 l 4.5 l
3.5 l 3.5 l
16
11 2
2 6 l/mn
EMERG. 6 l/mn
HYD. SYST. 3
6 5 25 µ
60 bar
10 4
7
3 MAIN SERVO UNIT
25 µ 8
6 5 P < 10 bar MAIN SERVO UNIT
60 bar
HYD 2
4 MAIN SERVO UNIT
7
13
MAIN SERVO UNIT
8 ALARM
flashing Upper body
unit
P < 10 bar MAIN SERVO UNIT TAIL SERVO UNIT
HYD 1 RH body
13 12
12 MAIN SERVO UNIT HYD LEV 14
ALARM flashing
9 unit 15
Lower body
TAIL SERVO UNIT
SERVO LH body SERVO
Further details on the "SERVO" PP8 PP9
lights are given in chapter 9. N.Shed N.Shed
Note : Only one "ALARM" light and one "ALARM" flashing logic unit LIMIT
are linked to each of the "red" warning lights on the instrument panel.
NOMINAL PRESSURE P = 60 bar. Warning lights on at: P <10 bar
1 -Hydraulic reservoir.
2 -Constant flow gear pump, mounted on the front 1 - Hydraulic reservoir.
face of the auxiliary pump. Both these pumps 2 - Constant flow gear pump, driven by LH input
are driven by the M.G.B. LH input housing. gearing to M.G.B.
3 -Filter. 3 - Filter.
4 -Pressure regulator. Returns to reservoir fluid 4 - Pressure regulator. Returns to reservoir fluid
flow not used by servo units. flow not used by servo units.
5 -Pressure transmitter. 5 - Pressure transmitter.
6 -Pressure indicator. 6 - Pressure indicator.
7 -Pressure switch (controlling indicator light (8)). 7 - Pressure switch (controlling indicator light (8)).
8 -”Pressure loss” indicator light. 8 - ”Pressure loss” indicator light.
9 -Servocontrol emergency distributor operating 12 - ”Low level” warning light.
test light (Refer to Chapter 9). 13 - ”Tail servo hydraulic power cut-off” solenoid
10 -Hydraulic ground connection (pressure line). valve (open when energized).
11 -Hydraulic ground connection (suction line). 14 - Solenoid valve (9) control relay.
12 - "ALARM" flashing logic unit. 15 - Tail servo unit cut-off control.
13 - Flashing warning light, linked to indicator light 16 - Low level detector (with two contacts).
(8) and (9).
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THM
8.3.1. MAIN HYDRAULIC POWER SYSTEM COMPONENTS (Cont.)

LH MAIN SYSTEM RH RIGHT SYSTEM
11
INTERIOR OF CARGO COMPARTMENT
(RH main
system)
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THM
8.3.1. MAIN HYDRAULIC POWER SYSTEM COMPONENTS
CONTROLS AND INDICATING

1 2 3 4
HYD 1 SERVO HYD LEV HYD 2
LIMIT ALARM LIMIT ALARM
1 -"Pressure loss" indicator light (LH hydraulic system).

2 -Indicator light related to operation of servocontrol
distributor valves.
3 -"Fluid level drop in RH reservoir" indicator light
4 -"Pressure loss" indicator light (RH hydraulic system).
6 -RH system pressure indicator.
7 -LH system pressure indicator.
8 -"Tail servo hydraulic power cut-off" switch.
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THM
8.3.2. MAIN HYDRAULIC POWER SYSTEM OPERATION

( 1 ) RH main system
4.5 l 4.5 l
3.5 l 3.5 l
6 l/mn 6 l/mn
ALARM flashing
ALARM flashing
unit 25 µ 25 µ
unit
60 bar 60 bar
P < 10 bar
MAIN SERVO UNIT MAIN SERVO UNIT

HYD 2
SERVO HYD 22
HYD
LIMIT Upper body Upper body

TAIL SERVO UNIT TAIL SERVO UNIT
RH body RH body
HYD LEV HYD LEV
SERVO
SERVO
SERVO SERVO
PP8 PP9 PP8 PP9

PRESSURE LOSS "LOW LEVEL" INDICATION
( 2 ) LH main system
4.5 l
3.5 l 4.5 l
6 l/mn
ALARM flashing
unit 25 µ EMERG. 6 l/mn
60 bar HYD. SYST.
MAIN SERVO UNIT
ALARM flashing
MAIN SERVO UNIT unit 25 µ
HYD 2
60 bar
MAIN SERVO UNIT
Upper body P < 10 bar

MAIN SERVO UNIT
TAIL SERVO UNIT
RH body
MAIN SERVO UNIT
HYD LEV
SERVO HYD 1
SERVO
MAIN SERVO UNIT
Lower body
SERVO
TAIL SERVO UNIT
PP8 PP9 SERVO LH body
TEST (After pressurizing "low level" simulation) PRESSURE LOSS
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THM
8. 4 - AUXILIARY HYDRAULIC SYSTEM

8.4.1. AUXILIARY HYDRAULIC SYSTEM COMPONENTS
1
NOMINAL PRESSURE P = 140 bar.

Indicator lights on at : P > 30 bar 4.5 l
3.5 l
2l
14
2
EMERG.
HYD. SYST.
18 l/mn
LH main system
3
ALARM flashing 4
Retraction unit
25 µ
11
10
7 140 bar
12
T
15 s. 5
AUX. HYD
P > 30 bar
Extension
9 6
8
L/G control
See chapter 10
NORM
BY-PASS
13
TEST HYD. AUX HYD. AUX
PP9
N. Shed. RETRACTION AND
NORM EXTENSION OF L/G
See chapter 10
EMER
TEST The operation of the hydraulic and electrical systems controlling

the landing gear is described in ”Landing gear” chapter.
LG PUMP
1 - Hydraulic reservoir. 10 - Time delay unit. Delays lighting - up of indicator

2 - Constant flow gear pump driven by the M.G.B. light (11) by 15 s. when pressure switch contact
LH input pinion. (7) closes.
3 - Hydraulic ground connection (pressure line). 11 - "Auxiliary system pressurized" indicator light.
4 - Filter. 12 - Electric control of landing gear operation (we
5 - Pressure regulator. will come back to this when studying the landing
6 - Solenoid by-pass valve (closed when gear).
energized). Except during operation of landing 13 - Three-position control switch (NORM : normal ;
gear (retraction - extension), this allows the EMER : emergency L/G extension ; TEST :
pump flow to return directly to the reservoir. Test-ground hydraulic assistance). In flight, the
7 - Pressure switch (controlling indicator light 11). switch is set to "Normal". Refer to emergency
8 - "Auxiliary hydraulic power cut-off" switch hydraulic system for position EMER and TEST.
(contact closed during operation). 14 - Hydraulic ground connection (suction line).
9 - "Auxiliary hydraulic test" push button.
N2
THM
8.4.1. AUXILIARY HYDRAULIC SYSTEM COMPONENTS (CONT.)
AUX.HYD.
ALARM
See key on facing page

N2
THM
8.4.2. AUXILIARY HYDRAULIC SYSTEM OPERATION
( 1 ) No call for power

This is the normal operating condition except during op-
4.5 l
eration of the landing gear.
The solenoid by-pass valve (6) is de-energized and open 2l
; the entire output flow from the pump, operating with no
load, flows through it and back to the reservoir.
THE ”AUX. HYD.” LIGHT IS OFF.
18 l/mn
LH main system
Retraction ALARM flashing
unit
25 µ
140 bar
T
15 s.
AUX.HYD
Extension 6
L/G control
See chapter 10
NORM
BY-PASS
TEST
HYD. AUX HYD. AUX
PP9
RETRACTION AND
N. Shed.
EXTENSION OF L/G
NORM
See chapter 10
EMER
TEST
LG PUMP
( 2 ) Landing gear operation

The solenoid valve (6) is energized via the control relays
13.1 for "retraction" or 13.2 for "extension", and closes.
The L/G actuating cylinders are supplied with hydraulic
power. 4.5 l
THE INDICATOR LIGHT REMAINS OFF (the time delay 2l

unit (10) prevents the light coming on during operation of
L/G).
Upon completion of landing gear operation, relay (13)
reverts to the rest position and the solenoid valve (6) 18 l/mn
LH main system
opens.
Retraction
ALARM flashing
13.1 unit 25 µ
140 bar
T
15 s.
AUX.HYD
AUX.HYD
P > 30 bar
13.2
Extension 6
L/G control
See chapter 10
NORM
BY-PASS
TEST
HYD. AUX HYD. AUX
PP9
RETRACTION AND
N. Shed.
EXTENSION OF L/G
NORM
See chapter 10
EMER
TEST
LG PUMP
N2
THM
8.4.2. AUXILIARY HYDRAULIC SYSTEM OPERATION (Cont.)
( 3 ) Lighting of warning light and cut-off auxiliary hydraulic system

If the warning light comes on, this shows that the
4.5 l
solenoid valve (6) has been accidentally energized
(and closed) without any operation of the landing 2l
gear (the light comes on 15 s after the solenoid
valve closes). As there is no flow through the sys-
tem, the pressure rises and THINGS START TO
GET HOT. The electrical supply to the solenoid 18 l/mn
valve must be cut off, using switch (8). LH main system
ALARM flashing
Retraction unit
25 µ
140 bar
T
15 s.
SERVO
AUX.HYD
AUX.HYD
P > 30 bar
Extension 8 6
L/G control
See chapter 10
NORM
TEST BY-PASS
HYD. AUX HYD. AUX
PP9
N. Shed. NO FLOW
NORM
EMER
TEST
LG PUMP
( 4 ) Test of the system

This is a ground test for checking the correct
operation of the solenoid valve (6) and the ”HYD.
AUX” indicator light. When the ”TEST” push-button
(9) is pressed the solenoid valve closes, pressure 4.5 l
builds up and the light comes on after 15 s. 2l
THE PUSH-BUTTON MUST BE RELEASED AS
SOON AS THE LIGHT COMES ON.
18 l/mn
LH main system
ALARM flashing
Retraction unit
25 µ
140 bar
T
15 s.
SERVO
AUX.HYD
AUX.HYD
P > 30 bar
Extension 9 6
L/G control
See chapter 10
NORM
BY-PASS
TEST
HYD. AUX HYD. AUX
PP9
N. Shed. NO FLOW
NORM
EMER
TEST
LG PUMP
N2
THM
8.5- EMERGENCY HYDRAULIC SYSTEM

8.5.1. EMERGENCY HYDRAULIC SYSTEM COMPONENTS
NOMINAL PRESSURE P= 125 BAR . Indicator lights on at : P > 95 BAR
The emergency hydraulic system supplies the landing gear

emergency extension system. On the ground, with the rotor
stopped, this system is used to operate the flight controls
(ground hydraulic assistance function) and to pressurize the
power assisted braking system.
1 -Hydraulic reservoir.
2 -External power receptable (suction line).
3 -Emergency reserve tank - remains full in the event of
-leakage in the LH and auxiliary systems.
4 -Restrictor. When the electric pump is switched off, the
-pressure drops in the landing gear emergency extension
-system and the retraction actuator shyttle valves return
-to their normal position.
5 -Electric-pump (1 l/mn at 125 bar - 1,5 l/mn at 60 bar).
6 -Thermostat providing protection against high electric
-motor temperature. It should be noted that this protection
-is operative in groud assistance operation only. AUXILIARY
7 -Pressure switch (controlling indicator lights 9 et 11) HYDRAULIC
SYSTEM
PP7
PP9 N. Del. P > 95 bar

PWR
ASSISTED
BRAKES
PP7
Towards
LH MAIN
L/G
HYDRAULIC
control
SYSTEM
PP9 N. Del.
THE CONFIGURATION
EMERGENCY ILLUSTRATED IS
L/G EXTENSION FOR EMERGENCY
ALARM flashing
unit L/G EXTENSION
(System in operation)
8 -Electric pump ground test or power-assisted solenoid valve (energized open).

braking system pressurizing pushbutton. 14 - Ground hydraulic assistance solenoid valve
9 -Indicator light controlled by pressure switch (7). (energized open).
10 -Three position control switch (N: Normal; E: RL1 - Electric pump contactor
Emergency landing gear extension; T: Test - 23α6 - "Landing gear normal control" cut-off relay.
ground hydraulic assistance). 23α7 - Relay controlling the illumination of indicator light
11 -"Electric pump" indicator light (11) and the operation of thermostat (6) in "ground
12 -Pressure regulator hydraulic assistance function".
13 -Power-assisted braking system pressurization
N2
THM
8.5.1. EMERGENCY HYDRAULIC SYSTEM COMPONENTS (Cont.)
11 L/G PUMP
10
See key on facing page

N2
THM
8.5.2 EMERGENCY HYDRAULIC SYSTEM OPERATION

( 1 ) Installation not operating
Control switch (10) is set to normal (N), the electric-pump is
not supplied and the indicator light is off. Relay (23 α 6) is
de-energized so power is supplied to the normal landing
gear extension and retraction control (this will be dealt with
in further detail later). Solenoid valves (13) (14) are not en-
ergized and therefore closed.
PP7
PP9
N. Shed.
125 bar
POWER
PP7 ASSISTED
BRAKES
towards
PP9 LH MAIN
L/G SYSTEM
N. Shed. control
EMERGENCY
L/G EXTENSION
( 2 ) Emergency landing gear extension

Control switch (10) is set to emergency (E), the electric-pump
operates and the landing gear is extended. The indicator light
comes on once the landing gear is fully extended to remind
the pilot to reset the switch to ”normal” position immediately
since in this case the electric-pump is not protected by the
thermostat (23 G7 in rest position). Note that in ”emergency”
position, relay 23 G6 is energized and inhibits power supply to
the normal landing gear extension retraction control.
PP7
PP9
N. Shed.
P > 95 bar 125 bar
POWER
PP7 ASSISTED
BRAKES
towards
PP9 LH MAIN
L/G SYSTEM
N. Shed. control
EMERGENCY
L/G EXTENSION Indicator light on when landing
gear is fully extented (during the
operation pressure is not sufficient
to close pressure switch (7).
N2
THM
8.5.2 EMERGENCY HYDRAULIC SYSTEM OPERATION (CONT.)
( 3 ) Ground hydraulic assistance function This function also makes it possible to rig the flight con-
When the aircraft is on the ground with the rotor stopped, trols. This operation requires relatively long operation of
this function enables the LH main system to be supplied the electric-pump. The maximum pressure required never
via the emergency system electric-pump. Since the main exceeds 870 PSI when the servocontrols are not actu-
and tail servo-control lower actuators are supplied the ated and displaced. In this case the electric motor heats
pilot may : up slowly. If the temperature exceeds 130°C, the ther-
mostat cuts off the excitation current to relay R L1 ; the
• check control travel before take-off,
electric pump stops.
• test operation of load sensor (illumination of LIMIT indi-
cator light)
• lock collective pitch lever in low pitch position before
turning the rotor.
PP7
PP9
N. Shed.
125 bar
P > 95 bar
POWER
PP7 ASSISTED
BRAKES
towards LH MAIN
PP9 L/G SYSTEM
N. Shed. control
EMERGENCY Supply of main servo

L/G EXTENSION unit lower body and
tail servo unit LH
body
When control switch (10) is set to test position (T) : NOTE :

- power is supplied to the electric-pump • When the hydraulic assistance function operates, sole-
- solenoid valve (14) is energized and opens ; pressure noid valve (14) is open, the pressure drop in the LH main
is built up in the LH main system system prevents pressure switch (7) from closing, relay
(23α7) illuminates the indicator light.
- relay (23α7) is energized and trips into working posi-
tion : indicator light comes on to inform the pilot that the • To switch off the hydraulic assistance function :
electric-pump is operating - first set control switch (10) to emergency position (E) :
- relay (23α6) is energized : landing gear control electric the indicator light should go off for a short while then
circuit power supply is cut off. come on again, indicating that solenoid valve (14) has
closed and that pressure is restored in the emergency
system
- then set the switch to normal position (N).
N2
THM
8.5.2 EMERGENCY HYDRAULIC SYSTEM OPERATION (CONT.)
( 4 ) Recharging the accumulator

Note that relay RL1 and the electric-pump receive a dou- Solenoid valve (13) is open. The electric pump operates
ble electric power supply from : and pumps fluid into the power-assisted braking system
- PP9.N.SHED : power system distribution bus accumulator. When the pressure reaches 1380 PSI,
- PP7 : battery busbar. pressure switch (7) closes, indicator light (9) located next
On the ground, with the battery connected to the aircraft to the pushbutton comes on, indicating that the accu-
power system, pressing pushbutton (8), which is located mulator has been recharged and that the electric-pump
in the electric ground power receptacle compartment, is operating correctly.
once, closes the electric pump power supply circuit.
PP7
PP9
N. Shed.
125 bar
P > 95 bar
POWER
PP7
ASSISTED
BRAKES
towards
LH MAIN
PP9 L/G SYSTEM
N. Shed. control
EMERGENCY
L/G EXTENSION
N2
THM
9- SERVO CONTROL UNITS
9.1 - Introduction 9.4 - Double distributor valve

9.2 - Main servocontrols 9.5 - Servocontrol Systems Controls & Indicators
9.3 - Tail servocontrol
9.1 - INTRODUCTION
Flight control operating loads are assisted by hydraulic servocontrols that allow the pilot to control the aircraft
PRECISELY AND EFFORT LESSLY
3 TANDEM CYLINDER SERVO CONTROLS 1 DOUBLE CYLINDER SERVOCONTROL ON TAIL ROTOR

ON MAIN ROTOR
SOME BASIC FACTS & FIGURES

MAIN ROTOR
The load exerted by a main rotor blade on the
pitch change rod (control load ) may reach 300
daN and more.
F Piloting without servo control is impossible.
720 daN THE SERVO CONTROL IS A VITAL
UPPER CYLINDER COMPONENT.
supplied by RH Each servo control cylinder must be generated
hydraulic system 420daN a force capable to control the main rotor head
in case of failure of one hydraulic system.
LOWER CYLINDER The total force developed by the double cylin-

300daN der unit allows piloting throughout the flight
supplied by LH
hydraulic system enveloppe.
RH CYLINDER LH CYLINDER
supplied by RH supplied by LH
The control operating load is very light,
hydraulic system hydraulic system
on the order of 0.25 daN
THE TAIL ROTOR CANNOT BE CONTROLLED WITH-

OUT HYDRAULIC ASSISTANCE ( Prohibitive loads on
pedals ). The tail servocontrol is therefore a double cylin-
der unit.Each servocontrol develops a force of 480 daN. Max. force
Hence, should one hydraulic power system be lost the 400 daN
remaining cylinder supplied is capable of ensuring the
480 daN
rotor control throughout the flight envelope. OPERATING
LOAD ~ 0.4 480 daN
daN
N2
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or 9.1
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
9.2. MAIN SERVOCONTROLS

9.2.1 MAJOR COMPONENTS & SPECIFICATIONS
The main servocontrols are tandem-cylinder units, in The double distributor valve is designed to prevent the
which the piston is anchored on the MGB casing and flight control from being blocked in the event of valve
therefore stationary. The swashplate is driven by the seizing : the servocontrol remains supplied with hydrau-
moving cylinder casing assembly. The piston and cylin- lic power. Valve operation and the seizing warning indi-
der together constitute a double-action hydraulic actua- cating system will by discussed later.
tor controlled by two double rotary distributor valves (one The RH servocontrol is equipped with an overload sen-
per cylinder). sor that trigger the LIMIT warning light (refer to chap-
ter 7)
1 11 1
8
5 12
2
2
13
7
Pilot
input
B
10
3
8 3
A
8
4
9
9
COAXIAL DISTRIBUTOR VALVE OPERATION
Normal operation
Distributor A rotates inside distributor B 10
Seizing of A
Distributor A & B rotate together inside the casing
Hydraulic fluid is distributed by B
- Effective travel : ............................................ 148 mm
- Piston stop-to stop travel : ............................ 152 mm
1 - Upper cylinder - Input lever & stop travel : ................................ +3 mm
2 - Input lever & stop (pilot control) - Distributor openning angle: .................................. +6°
3 - Lower cylinder - Operating pressure: ......................................... 60 bar
4 - Electrical receptacle - Extension force (upper cylinder): .................. 420 daN
5 - Distributor seizing alarm unit - Extension force (lower cylinder): ................... 300 daN
6 - Input lever rigging hole (mechanical zero) - Retraction force (upper culinder) : ................ 300 daN
7 - Distributor control link - Retraction force (lower cylinder) : ................. 180 daN
8 - Double rotary distributor valve - input load with hydraulic pressure : ........... <0,25 daN
9 - Filter (105µ) - Seizing test setting : ........................................ <4 daN
10 - Piston - Overload sensor setting : .............................. 330 daN
11 - Overload sensor (RH servo only) - Steady-state hydraulic fluid flow :
12 -Liner -normal operation : ................................ 0,8 l/mn
13 -Central bearing -"seized" operation : ................................. 4 l/mn
N2
9.2 d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
THM
9.2.2. MAIN SERVOCONTROL OPERATION
The figure below shows a servocontrol during retraction. AS LONG AS THE INPUT LEVER IS IN MOTION, THE
The cockpit control linkage has moved the input lever SERVOCONTROL ACTUATOR FOLLOWS IT. WHEN
downward by an angle of – α, causing the distributor THE LEVER STOPS, THE SERVOCONTROL
valves to rotate in direction – α, chamber A in each cylin- "CATCHES UP" WITH THE LEVER, RECENTERING
der is open to hydraulic pressure, and chamber B to the THE DISTRIBUTOR VALVES TO THE HYDRAULIC
return line. THE SERVOCONTROL RETRACTS. It con- ZERO CONF IGURATION : THE SERVOCONTROL
tinues to retract as long as the pilot input action is ex- STOPS MOVING.
erted on the servocontrol input lever. Similarly, moving the input lever in direction + α causes
This is the principle by which the servocontrol output the servocontrol to extend. The distributor valve opening
motion is directly controlled by the input action (pilot com- angle + α depends on the rate of the pilot action on the
mand) : collective lever or cyclic stick, and determines the
servocontrol displacement rate.
UA UB B
-θ P
P
Hydraulic zero:
servocontrol immobilized -θ A
UB UA
Stops
+θ
R
UA UB
B
-θ
Input lever -θ
P P
travel range
A
-θ UB UA
Pilot
input R
P = pressure R= return
A = retraction chamber
B = extension chamber
N2
THM
9.3 TAIL SERVOCONTROL

"Seizure" indicating
system
9.3.1 MAIN COMPONENTS AND SPECIFICATION DATA microswitches
Double cylinder servocontrol. The cylinder assembly is

secured to the TGB.The tail rotor pitch control rod passes
through piston rod (7) and is bolted to it.The cylinder and
piston constitute a double effect hydraulic actuator
controlled by two rotary distributor valves (one for each
cylinder).Should the main distributor seize,the back up
valve presents the control from jamming and continues
to supply the servocontrols.
1 - Input lever (pilot's control)

2 - Stops lever
3 - RH distributor valve
4 - RH cylinder-LH cylinder filter
5 - LH distributor control rod
6 - LH distributor valve
7 - Piston rod
8 - LH cylinder
9 - RH cylinder
10 - RH distributor control rod
A - Pilot's control-to-input lever attachment bolt
B - Input lever-to-stops lever attachment bolt
C - Stop lever hinge pin
D - Stop lever rigging holes(mechanical zero)
E - Input lever to piston rod attachment rod bolt
and hinge pin
F - Stop lever-to-distributor valves control rod
attachment bolt
G - Stop bolts(stop lever travel limitations)
SPECIFICATION DATA
• Total travel between internal stops ........... 29,66 mm

• Force of both cylinders under 60 bar ............ 960 daN
• Input lever travel between stops .................... ± 2 mm
• Distributor valve rotation angle ............................... 7°
• Control rod,normal operation ...................... < 0.4 daN
• Control rod, 1 distributor seized ..................... < 4 daN
• Maximum no-load speed ........................... ≅ 50 mm/s
• Permanent consumption ........................... ≅ 0,6 l/mn
N2
THM
9.3.2 TAIL SERVOCONTROL OPERATION
SERVOCONTROL LINKAGE The input rod connected at point A rotates input lever (1)
about point E, which is fixed as long as the servocontrol
is balanced. Via bolt B, the rotation of the input lever
drives the stop lever (2) to rotate about the fixed point C,
which is integral with the servocontrol cylinder. The
slightest angular deviation of the stop lever with respect
to its neutral position (J1 > J2) conditions the servocontrol
displacement direction and speed by the rotation of the
distributor valves which are connected to the stepper
lever at F. As long as the input lever keeps the stop lever
away from its neutral position, point E is displaced making
the input lever rotate about point B.
Servocontrol balanced Servocontrol in motion

Stop lever in neutral Stop lever away from
position J1=J2 neutral position J1>J2
+ θ : increased rotor thrust

- θ : reduced rotor thrust
NOTE : the maximum servocontrol piston rod displace-

ment speed is obtained when the stop lever bore is in
contact with the fixed bolt G.
SERVOCONTROL IN MOTION SERVOCONTROL STOPPING

The figure shows the pilot action to increase the rotor When the pilot's action stops: point A becomes fixed. The
thrust. The servocontrol components react in the order distributor valves are recentered by the control linkage
shown by the number on the figure. which reacts as shown by the number on the figure.
N2
THM
9.4 - DOUBLE DISTRIBUTOR VALVE: SERVOCONTROL SAFETY FEATURE
9.4.1. OPERATING PRINCIPLE OF DOUBLE DISTRIBUTOR VALVE

If no safety provision were included, the seizing of a distributor
valve would jam the corresponding flight control linkage and make 1
the rotors almost impossible to control. The double distributor valve 2
prevents the control from jamming and continues to supply the
servocontrol in the event of a valve seizing.
The unit comprises two coaxial rotary valves:

- the main distributor valve (1)
- and the secondary valve (2) (backup distributor valve)
(1) Normal Operation
4
3
The main distributor valve is driven by the input lever (5) and rotates
freely inside the backup distributor valve.
The backup valve is secured by three balls (3) held in their recesses
by a coil spring (4). As long as the force F1 exerted on the input
lever does not exceed the locking spring force F2, the main
distributor rotates inside the backup valve and supplies the
servocontrol. This is the normal operating mode.
5 1 2
( 2 ) Seizing of the Main Distributor Valve
If the main distributor valve seizes inside the backup distributor,

the 2 coaxial distributor valves act as a single unit and the input
lever force (F'1 overcomes force F2) pushes locking balls out of
their recesses. Both distributors then rotate together, and the
relevant servocontrol cylinder is supplied via the backup valve.
If the main distributor valve seizes closed, the servocontrol operates
normally. If the main distributor valve seizes open, the servocontrol
is still supplied but the hydraulic zero, hence the balance position,
is offset (when the servocontrol 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 each cylinder.
Main distributor valve seized open Main distributor valve seized closed
N2
THM
9.4.2. DISTRIBUTOR VALVE SEIZING DETECTION AND AUTOMATIC TESTING OF THE

SERVOCONTROL DISTRIBUTOR VALVES
1 2 3 4 5
The double distributor valve mechanism is completed by
a seizing indicator system consisting of the following on Pressure
each distributor valve:
6
1 -Automatic test plunger

2 -Guide plate retaining the locking balls
3 -3 balls locking the backup distributor valve
4 -Rocker lever 10
5 -Microswitch rod To
6 -Locking spring distributor
7 -Indicator microswitch
8 -Secondary distributor valve (backup)
9 -Main distributor valve
10 -Test lever integral with backup distributor valve 9 8 7
R OPERATION
AUTOMATIC TEST NORMAL OPERATION
1
On the ground, To
P=0 hydraulic pressure = zero P distributor valve
(before engines are started)
SERVO
SERVO
ALARM
ALARM
In the absence of hydraulic pressure, test plunger piston The test plunger is retracted by the hydraulic pressure.
(1) is extended by spring (R) and causes backup valve The backup distributor valve returns to its normal
(8) to rotate. The balls are unseated, moving the rocker configuration, locked by the 3 balls under spring (6)
lever and tripping the microswitch to its energized pressure. The microswitch contacts are open: the
position: the SERVO light comes on. SERVO light is off.
DISTRIBUTOR VALVE SEIZING

The main and backup distributor valves now act as a
SERVO
single unit. Any motion applied to the input lever causes
the backup valve to rotate: the microswitch trips to
energized position and the SERVO light comes on.
NOTE : The light goes out when the control returns to ALARM
the position in which the seizing occurred, since in this
position the balls are seated on the locking retainer.
N2
THM
9.4.3. SERVOCONTROL DISTRIBUTOR VALVE SEIZING INDICATOR SYSTEM
On each servocontrol cylinder, a microswitch detects when the back-up distributor valve microswitch is in "working"
position : the back-up distributor valve has turned. The series-mounted microswitches constitute a monitoring loop.
( 1 ) On the Ground, Prior to Pressurizing the Hydraulic Systems
Microswitches on main servo units Microswitches on tail

SERVO servo unit
LH FWD RH
1
PP8 N. Shed.
All the microswitches are in "working" position (the backup distributor valves have turned, pushed by the test plungers).
The monitoring loop is open (break in monitoring relay (2) power supply circuit) : indicator light is lit.
( 2 ) Test Prior to Pressurizing the Hydraulic Systems
SERVO Tail servo unit

LH FWD RH
1
PP8 N. Shed.
2
3
Pressing the test push-button (3) once closes the monitoring loop: the light should go out, indicating that:
- all the microswitches are in "working" position.
- the monitoring circuit is correct (all connectors plugged in, no break in circuit).
( 3 ) Hydraulic Systems Pressurized
SERVO LH FWD RH Tail servo unit
1
PP8 N. Shed.
All the microswitches trip to rest position (the test plungers are retracted by the hydraulic pressure and the backup
distributor valves return to the neutral position). The monitoring loop is closed: the indicator light goes out.
N2
THM
9.4.3. SERVOCONTROL DISTRIBUTOR VALVE SEIZING INDICATOR SYSTEM (CONT.)

( 4 ) Test with Hydraulic Systems Pressurized
Short-circuit
1
PP8 N. Shed.
2
3
This test checks for system isolation:

• If the indicator light comes on, everything is working correctly
• If the indicator light remains off : continuity fault.
( 5 ) Seizing of a Distributor Valve
1
PP8 N. Shed.
2
3
Lower distributor
valve seized
Should one of the distributor valves seize, the corresponding microswitch trips to "working" position : the monitoring
loop is broken : the indicator light comes on.
NOTE that the SERVO light also comes on:
- when the LH or RH hydraulic system fluid level drops (automatic isolation of the tail servocontrol)
- on a drop in the LH or RH system hydraulic pressure.
9.5 - SERVOCONTROL SYSTEM CONTROLS AND INDICATORS

Tail servocontrol hydraulic SERVO
pressure cutoff switch
ALARM
Test pushbutton
(Test of servocontrol distributor
seizure warning circuit)
N2
THM
10 - LANDING GEAR
10.1 - General 10.7 -L/G retraction / extension control systems
10.2 - Main L/G 10.8 -Main L/G door control mechanism
10.3 - Nose L/G 10.9 -Wheel brakes
10.4 - Retraction actuators 10.10 -Synthesis of the Hydraulic Systems
10.5 - L/G retraction/extension hydraulic system
10.6 - L/G retraction / extension controls and
instruments
10.1 GENERAL
EACH L/G UNIT COMPRISES

• A leg (oleo shock strut) that absorbs the energy upon
touchdown, damps taxiing vertical accelerations and the
rotor induced oscillations during starting and stopping.
• A hydraulically controlled retraction actuator.
THE NOSE L/G UNIT THE MAIN L/G

with a 360° rotation castering L/G is equipped with : is equipped with hydraulically controlled disc brakes.
- a friction anti-shimmy device With L/G retracted, main L/G compartments are closed
by two doors controlled by the L/G movement.
- a system which automatically returns wheels to
centerline and an optional wheel locking device control-
led from the cockpit.
N2
THM
10.2 - MAIN L/G
10.2.1. MAIN COMPONENTS – SPECIFICATIONS
1 - L/G pivot shaft

2 - Inflation valve of "high pressure”
nitrogen chamber of oleo pneumatic
shock absorber
3 - ”Low pressure” nitrogen chamber
inflation valve
4 - L/G position microswitch (detection of
L/G locking in down position)
5 - Microswi tch (4 - 6) wirings
6 - L/G position microswitch (detection of
L/G locking in up position)
7 - Actuator (8) supply line
8 - Retraction cylinder
9 - L/G complete extension detection
microswitch (Electrically inhibits L/G
retraction when aircraft is on ground)
10 - L/G compartment side door control
roller
11 - Scissors
12 - Wheel
13 - Tubeless tire
14 - Disc brake
15 - Shock absorber piston rod
16 - Body
17 - Disc brake supply line
• All L/G hinges are self-lubricated and do INFLATION PRESSURE

not require lubrication • Shock absorber
• Microswitches (4 - 6) are controlled by the - High pressure chamber : .................................. 49 bar
retraction actuator piston - Low pressure chamber : ......... 4 bar (shock strut fully
extended)
• Microswitch (9) is controlled by the shock
• Tire : ................................. 8.5 bar
absorber piston rod (15)
N2
THM
10.2.2. MAIN L/G SHOCK ABSORBER OPERATION

( 1 ) Shock absorber compression
1 -Shock absorber body

2 -Shock absorber cylinder
3 -Chambers a and b separating piston
4 -Throttling restrictor
1 5 -Piston rod supporting wheels
6 -Cup
7 -Mechanical stop
2 a -Low pressure nitrogen chamber
b -High pressure nitrogen chamber
c -Hydraulic fluid chamber
• In chambers a and b, nitrogen is in contact with

the hydraulic fluid.
• Pressurized nitrogen in chambers a and b be-
haves as a spring collecting energy during com-
pression and releasing it during extension.
4
6
FIRST PHASE SECOND PHASE

The wheel touches the ground, the aircraft structure Piston rod continues to move upwards, and when cham-
pushes down on cylinder (1), piston rod (5) begins to ber ”a” pressure is equal to chamber ”b” pressure (high
move upwards, under the effect of the wheel. The cham- pressure chamber), separating piston (3) is pushed back
ber ”c” volume diminishes and the fluid, slowed down by by the fluid and compresses the nitrogen in chamber ”b”:
the cup (6) throttling orifices, is displaced from chamber The quantity of compressed nitrogen increases, there-
”c” to low pressure chamber ”a” : the nitrogen pressure fore the shock absorber compression ratio decreases.
in chamber ”a” has incrased. (Chamber ”b” increases the shock absorber compres-
Note that restrictor (4) separated from its seat, has no sion capability at limited pressures).
effect.
Compression stops when the nitrogen force balances the aircraft load on the wheel. Therefore if vertical accelerations
are weak, only the low pressure chamber will operate (first phase).
N2
THM
10.2.2. MAIN L/G SHOCK ABSORBER STRUT - OPERATION (Cont.)
( 2 ) Shock absorber extension
When the wheel load is reversed (or decreased), the shock strut extends un-
der the action of the nitrogen energy stored during compression. Nitrogen
pushes the fluid in chamber "c" increasing the volume. The orifice plate (4), on
its seat, slows down extension by restricting fluid flow. The extension stops
when the load on the wheel balances the decreasing nitrogen force.
N2
THM
10.3 - NOSE L/G
10.3.1. MAIN COMPONENTS - SPECIFICATIONS
8
3
5 4
7
1 - L/G pivot shaft on structure

2 - Shock absorber nitrogen chamber inflation valve
3 - Retraction cylinder
4 - Wheel castering lock
5 - Shock absorber piston rod
6 - Wheels
7 - Scissors
8 - 360° rotating tube (shock absorber cylinder)
9 - Yoke
• All hinges are self-lubricated and do not require lubrication.
INFLATION PRESSURES :
• Shock absorber nitrogen chamber ................. : 40 bar
(shock absorber fully extended)
• Tire ................................................................ : 5.5 bar
N2
THM
10.3.2. NOSE L/G SHOCK ABSORBER - OPERATION
COMPRESSION EXTENSION
1 - Level tube
2 - Shock absorber cylinder
3 - Restrictor mobile seat (4)
4 - Throttling restrictor
5 - Rod
the shock absorber is of the single

chamber type without separating
piston between the hydraulic fluid
2 and nitrogen.
COMPRESSION EXTENSION
Cylinder (5) moves upwards, pushes the fluid into the Nitrogen pressure pushes the fluid back into the lower
upper chamber and compresses the nitrogen. The seat chamber through the calibrated restrictor (4) resting on
(3), separated from the restrictor (4) permits greater fluid its seat. Controlled fluid flow slows down the shock ab-
flow. sorber extension.
N2
THM
10.3.3 AUTOMATIC CENTERING OF NOSE WHEELS - ANTI-SHIMMY DEVICE
ANTI-SHIMMY DEVICE
WHEEL CENTERING The friction of two discs (5-6) creates the anti-
shimmy effect. Disc (5) is integral with the shock
absorber rotating cylinder (8). Disc (6), integral
with the strut assy (7) is fixed. Disc friction in-
creases according to the load on the wheels.
SHOCK ABSORBER SHOCK ABSORBER

COMPRESSED EXTENDED
Wheels on aircraft centerline
The cam (2), integral with the shock absorber piston rod (3) is mo-
bile. The cam (4), integral with the tube level (1)hence with the strut
assy, is fixed.
With the shock absorber compressed (aircraft on ground), the mo-
bile cam driven by the piston rod, is separated from the fixed locating
cam and the wheels freely rotate according to the aircraft move-
ments.
During shock absorber extension (take-off), the mobile cam comes
in contact with the locam and by matching the profile, repositions the
wheels on aircraft centerline.
Repositioning device is effective over ± 170°
9
10
«WHEEL CASTERING» AND
«EXTENDED L/G» DETECTION
The microswitch (9) that inhibits L/G

retraction on groud, is controlled by the
clevis (11) via a "link-bellcrank-
pushbutton" device (10). After take-off,
(wheels on aircraft centerline and
shock absorber completely extended)
switch inversion cancels the L/G re-
traction inhibition.
11
N2
THM
10.3.4. NOSE WHEEL CENTER LOCKING
This mechanism prevent rotation of the nose gear during landing on a moving platform or on sloped ground.
He is composed of :
• 1 centering shear pin (3), actuated by a handle (6).
• 1 spring (2) which locks the mechanism.
• 1 manual cable control (1).
• 1 flag (4) appearing when the gear is locked in order to prevent false maneuver (towing with gear center-locked)
LOCKED UNLOCKED
6
1 - Control cable
2 - Spring
3 - Locking pin
4 - Safety flag
5 - Bellcrank
6 - Locking handle
7 - Parking brake handle
7
The assembly is designed so that the control can be
armed regardless of the nose wheel position with respect
to the aircraft centerline, locking is accomplished during
automatic wheel centering
Moreover, should cable fails, the nose wheel will auto-
matically be centered and locked.
To "LOCK" or "ARM" the wheel locking device : push

and turn the handle 90° clockwise, then pull it.
To unlock the nose wheel, push handle downwards then
turn it anticlockwise to lock it in its low position.
PRESENT CONTROL HANDLE POSITION DO NOT CONFUSE locking handle (6) with parking brake
"NOSE LANDING GEAR LOCKED"
handle (7)
N2
THM
10.4 RETRACTION ACTUATOR CYLINDERS

Landing gear retraction rearwards is obtained by retraction of hydraulic cylinders. "L/G up" and "L/G down" posi-
tions are locked mechanically (claw lock). Positive locking is detected by "L/G up" and "L/G down" microswitches.The
main and nose landing gear actuators are of the same design and differ only in their lengths.
1- "L/G down" microswitch 6- Actuator cylinder

2- Shuttle valve 7- Locking bushing
3- "L/G up" microswitch 8- Spring locking claws
4- Locking spring 9- Actuator rod
5- Locking cap
ACTUATOR CYLINDER OPERATION

- Actuator retraction (the figure shows the actuator
at the end of its retraction travel) : fluid inlet at B and
return via A
- Retraction chamber E is pressurized. The exten-
sion chamber D is open to return line. the rod retracts.
- Actuator extension : fluid inlet at A (normal ex- Gear unlocked "up"
tension) or at C (emergency hydraulic system exten-
Gear locked "up"
sion) and return via B : the rod extends.
- Locking : at the end of travel (retraction or exten-
sion : the two locks are opposite hand) bushing (7)
separates the locking claws (8). When the bushing
reaches its stop, the claws fall back onto its shoulder.
Spring (4) then pushes cap (5) which covers the claws
holding them in "locked" configuration. When the ac-
tuator is locked microswitch (3) trips cutting off the hy-
draulic power supply.
- Unlocking : the actuator power suppliy pressure, LOCKING PRINCIPLE AND LOCKING DETECTION
greater than the force of locking spring (4), pushes back (L/G up side shown, same for L/G down side)
cap (5) which releases the spring locking claws... The
rest of the operation is clear.
N2
THM
10.5 L/G RETRACTION / EXTENSION HYDRAULIC SYSTEM - PRINCIPLE
Auxiliary hydraulic power system ensures normal L/G

retraction and extension maneuvers. The emergency
hydraulic power system ensures emergency L/G
extension (refer to chapter 8 for hydraulic power system
operation).
- L/G RETRACTION : Solenoïd A of dual control
solenoid distributor B is energized and supplies the
actuator retraction chamber. Solenoid B, deenergized,
connects the extension chambers to the return lines.
- NORMAL L/G EXTENSION : The hydraulic
distribution is reversed. Solenoid B is energized and A
is deenergized.
- EMERGENCY L/G EXTENSION : The emergency
hydraulic system electric pump directly supplies the
actuators via a shuttle valve (4), separating the "normal"
and "emergency" extension systems.
Normal L/G extension and retraction operating time is
adjusted by diaphragms (3).
NOTE : Electrical control system operation is

described later. The figure shows solenoid distributor
(2) deenergized: the two chambers of each actuator
are connected to the return lines.
Extension
Normal extension
Retraction Retraction
Normal extension
Operating time adjustment
Common system return lines
diaphragm: Extension: 6s
Emergency Emergency Retraction: 6s (diaphragm is
extension extension ajustable in both flow directions)
N2
THM
10.6 - L/G RETRACTION / EXTENSION CONTROLS AND INDICATORS
TEST
for 2-3-4-5 indicator lights
L / GEAR
1
A 3
5
4
8
7
1 - "L/G not locked down" flashing red indicator 8 -"Emergency L/G extension" 3- way control switch :
light (flashes if L/G is not downlocked at - NORM : L/G "Normal retraction /extension" position
IAS < 100 km/h (55 Kt) - EMERG : Emergency L/G extension position
2 - "L/G in operation" amber indicator light - TEST : "Ground hydraulic power" position (Refer to chap. 8)
3 - "Nose L/G downlocked" green indicator I!ght Switch is pinned in ”NORM” and ”EMERG” positions.
4 - "RH L/G downlocked" green indicator light
5 - "LH L/G downlocked" green indicator light • For reference only : A – Auxiliary hydraulic test
6 - Control flap (7) safety pin – Inserted on ground B – "Auxiliary hydraulic shut-off" switch
7 - "Normal retraction/extension" control switch -
Switch control flap is locked in up and down
L/G position notches. To unlock, pull on flap.
N2
THM
10.7 L/G RETRACTION / EXTENSION CONTROL SYSTEM

10.7.1 SYSTEM COMPONENTS
1- 3 position switch (Normal -Emergency -Test). 14- Shock absorbers fully extended and nose
2- "Normal" control cut off relay; wheel locked microswitches.
3- Auxiliary hydraulic test. 15- L/G not extended flashing red light.
4- Auxiliary hydraulic switch.
5- By pass solenoid valve.
6- Normal retraction /extension solenoid distributor.
7- Normal retraction /extension control relay.
8- Normal retraction /extension control switch.
9- L/G up position microswitches.
10- L/G down position microswitches. AUXILIARY HYDRAULIC
11- Airspeed microswitch and relay (airspeed POWER SYSTEM
indication for L/G indicator light illumination).
12- L/G locked down green indicator light.
13- L/G in operation amber indicator light.
AUX HYD
PP.9 N. Shed. FLASHING UNIT
ALARM
Emergency extension
Retraction Extension
Return
Retraction LH NOSE RH "L/G UP" SWITCHES
unlocked locked
Extension
Extended
LH NOSE RH "L/G DOWN" SWITCHES
Shock
absorbers
unlocked locked
Compressed
Indicator light test
FLASHING UNIT
The system is shown in
"Aircraft on ground - L/G
extended and locked down"
configuration. Microswitches
L.GEAR
(14) prevent L/G retraction. α
36α α
36α PP9 N. Shed PP8 N. Shed
N2
THM
10.7.2 FUNCTIONNAL ANALYSIS OF L/G POSITION MICROSWITCHES

The position microswitches detect the following positions
- L/G "locked down "
- L/G in operation
- L/G "locked up"
Each retraction actuator has 2 microswitches : "L/G down" and L/G up" microswitches controlled by the actuator
piston rod. Switching occurs during actuator locking (locking up and down). The upper position of each microswitch
controls normal retraction and extension operatrion. The lower portion controls the indicator light system. The two
portions are electrically independent (dual cell design).
UP
Unlocked
L/G LOCKED "DOWN" "up"
- "L/G up" microswitch is in "L/G unlocked
up" position.
DOWN
- "L/G down" microswitch is in "L/G locked
down" position.
Locked
down
UP
Unlocked
"up"
L/G IN OPERATION
- Both microswitches are in "L/G unlocked DOWN
up and down" position.
Unlocked
"Down"
UP
Locked
"up"
L/G LOCKED "UP"
- "L/G up" microswitch is in "L/G locked
up" position. DOWN
- "L/G down" microswitch is in "L/G unlocked
down" position. Unlocked
"Down"
N2
THM
10.7.3 L/G NORMAL RETRACTION / EXTENSION CONTROL SYSTEM OPERATION

1 - L/G RETRACTION- "L/G DOWN" UNLOCKING
When the aircraft leaves the ground microswitches 14 the airspeed microswitch (11) contacts open, the
are tripped (shock absorber fully extended and nose corresponding relay is desenergized and L.GEAR
wheel locked). The L/G CAN BE RETRACTED. indicator light flashes. At speed above 55kts, switch (11)
When the control switch (8) is set to «retraction», control closes its contacts.
relay (7A) is energized via "L/G up" switches (9), closes
the supply lines to the by-pass solenoid valve (5) and the
retraction solenoid (A) of dual solenoid distribution (6).
The system is pressurized and the retraction actuators
move in "retraction" direction.. THE L/G RETRACTS
As soon as L/G downlock is released, "L/G in operation" AUXILIARY HYDRAULIC
POWER SYSTEM
indicator light (13) comes on while "L/G locked down"
indicator lights (12) go out. If airspeed is less than 55kts,
Emergency extension
Return
unlocked locked
Extension
Extended
Shock
absorbers
unlocked locked
Compressed
FLASHING UNIT
L.GEAR
α
36α α
N2
THM

2 - L/G RETRACTION- "L/G UP" LOCKING
At the end of "retraction" travel, retraction actuators are NOTE
mechanically locked resulting in "L/G up" microswitch (9) 1 - Relay 7A opens with time delay (2s) to ensure that
inversion. The retraction control relay 7A supply is then L/G uplock is engaged.
cut-off:
2 - AUX. HYD.
- By pass solenoid valve (5) opens: pressure drops in indicator light includes a
the system time delay (15s) to
- Solenoid distributor (6) opens "retraction" system to prevent it from coming
the return line (both actuator chambers are then opened on during L/G operation.
to return line).
- "L/G in operation" indicator light (13) goes out.
- L.GEAR indicator light continues to flash as long as
IAS < 55 kts (at speeds above 55 kts, airspeed
microswitch (11) closes and indicator light goes out).
Emergency extension
Return
unlocked locked
Extension
Extended
Shock
absorbers
unlocked locked
Compressed
FLASHING UNIT
L.GEAR
α
36α α
N2
THM

3 - L/G EXTENSION- "L/G UP" UNLOCKING
At speed below 55 kts, L.GEAR indicator light flashes As soon as L/G uplock is released, "L/G in operation"
to remind the pilot that L/G is not extended (unlocked indicator light (13) comes on. Note that extension control
"down") system does not go through ground safety microswitches
- "Normal extension" operation is similar to "retraction" (14).
operation
Switch (8) is set to "extend", relay 7B is energized via

"L/G down" switches (10), solenoid valve (5) closes,
solenoid distributor (6) supplies retraction actuators in
"extension" direction: THE L/G EXTENDS
Emergency extension
Return
unlocked locked
Extension
Extended
Shock
absorbers
unlocked locked
Compressed
FLASHING UNIT
L.GEAR
α
36α α
N2
THM

4 - L/G EXTENSION- "L/G DOWN" LOCKING
At the end of "extension" travel, actuators are NOTE
mechanically locked resulting in "L/G down" switch (10) 1 - Relay 7B opens with time delay (2s) to ensure that
inversion. "Retraction" control relay (7B) supply is then "L/G down" lock is engaged.
cut-off:
2 - AUX. HYD.
- Solenoid valve (5) opens: pressure drops in the system indicator light includes a
- Solenoid distributor (6) opens "retraction" system to time delay (15s) to
the return line (both actuator chambers are opened to prevent it from coming
return line). on during L/G operation.
- "L/G in operation" indicator light (13) goes out.
- "L/G locked down" indicator lights (12) come on.
- "L/G not extended" warning light (15) goes out.
Emergency extension
Return
unlocked locked
Extension
Extended
Shock
absorbers
unlocked locked
Compressed
FLASHING UNIT
L.GEAR
α
36α α
N2
THM
10.7.4 L/G EMERGENCY EXTENSION CONTROL SYSTEM OPERATION

"Emergency extension" switch (1) controls the Pressure is supplied to retraction actuators via shuttle
emergency system electric pump (4) supply, isolating the valve (6): THE L/G EXTENDS. When the 3 L/G are locked
normal control system at the same time via relay (2), "down", pressure rises in the emergency system and L/
(inhibiting supply to auxiliary power system bypass G PUMP indicator light comes on to remind the pilot to
solenoid valve and to "normal retraction/extension" control turn the electric pump - "L/G in operation" indicator light
solenoid distributor). The indicator light system is (13) goes out and "L/G locked down" indicator light (12)
unaffected, being independent of the normal control comes on, indicating to the pilot that the extension
system. operation is completed. After turning off the electric pump,
The figure shows system in "emergency extension" the pressure in the retraction system decreases via
configuration: emergency power system diaphragm (5).
Switch (1) set to emergency", relay (2) energized (normal
system isolated), switch (3) closed, electric pump (4)
operating.
EMERGENCY POWER
SYSTEM
PP.7
PP.9 N. Shed.
PP.7
PP.9 N. Shed.
"AUX HYD"
TEST
Normal
extension
"Normal retraction / extension" control

RETRACTION ACTUATOR
unlocked locked
Extension
Extended
Shock
absorbers
unlocked locked
Compressed
FLASHING UNIT
L.GEAR
α
36α α
N2
THM
10.9 POWER-ASSISTED BRAKES

10.9.1 SYSTEM DESCRIPTION & SPECIFICATIONS
The power braking system provides a braking pressure • an oléopneumatic accumulator (3) used to supply the
of 870 PSI in response to a 435 PSI input pressure. parking brake
• 4 brake control transmitters (1) mounted on the pilot's • a cockpit floor-mounted pressure gauge (4) indicating
and copilot's brake pedals. the accumulator pressure.
• a braking distributor valve (2)
1 4
2 3
System Specification
• Supply pressure .................................. 125 to 130 bar

• Maximum braking pressure.............................. 60 bar
• Maximum control pressure .............................. 30 bar
• Parking brake accumulator reserve ............. 24 hours
N2
THM
10.9.2 OPERATING PRINCIPLES

Depressing either brake pedal actuates the corresponding distributor valve by means of brake control transmitter.
The distributor valve supplies auxiliary hydraulic pressure to the corresponding wheel brake : the actual braking
pressure is proportional to the brake control transmitter pressure.
10.9.3 OPERATING SHEMATIC

The figure shows the system in differential braking configuration with the RH wheel brake applied by the pilot.
auxiliary hydraulic
system
Pilot's LH Pilot's RH
brake control brake control
transmitter transmitter
Return
From copilot's LH From copilot's RH

brake control brake control
transmitter transmitter
LH brake unit RH brake unit

Parking brake
control
N2
THM
10.9.4 BRAKING DISTRIBUTOR VALVE OPERATION
( 1 ) Parking Brake
The parking brake control rotates the cams (7) driv-

ing the piston assembly : the ball (2) rises against
its spring, supplying pressure to the brake units.
With the brakes applied, the pressure rises in cham-
ber (B) compressing the spring. Piston (4) moves
back down, cutting off the supply pressure.
Pressure
Brake
application
1- Distributor casing 5 - Spring

2- Ball valve 6 - Actuator pistons
Brakes
3- Plunger piston 7 - Parking brake cam applied
4- Intermediate piston
( 2 ) Overpressure in Brake System ( 3 ) Pressure Drop in Brake Sytem
Excessive pressure in A pressure drop in chamber

chamber (B) opposes the ac- (B) allows piston (4) to rise.
Accumulator
tion of spring (5), causing pis- The ball (2) is unseated, al-
ton (4) to move down. lowing accumulator pressure
to enter the chamber.
When the equilibrium is

This open chamber (B) to reached the pressure in
the return line until the pres- chamber (C) causes piston
sure drops to its rated value : (4) to move back down ; the
at this point the intermediate ball valve (2) closes, isolating
piston (4) rises, isolating the the distributor from the hy-
distributor from the return line. draulic supply line.
N2
THM
10.9.5. HYDRAULIC PRESSURE SUPPLY SYSTEM
1 - Constant-flow gear pump mounted on

MGB casing
2 - Pressure switch
3 - Filter
4 - Pressure regulator
5 - By-pass solenoid valve
6 - Pressure gauge mounted on cockpit floor
7 - Pressure switch
8 - Parking accumulator
9 - Accumulator recharging solenoid valve
10 - Hydraulic ground power solenoid valve
12 - Pressure switch
13 - Electric pump
14 - Emergency hydraulic fluid reserve
LH MAIN
HYDRAULIC
SYSTEM
Emergency Normal extension

extension and retraction
• Rotor spinning with landing gear down • Rotor stopped
Braking pressure is supplied by the auxiliary hydraulic Hydraulic pressure for the parking brake is supplied by
power system (18 l/min.)up to a maximum of 130 bar at the accumulator (8) which can be recharged by the
which the pressure switch (7) opens. electric pump (13).
N2
THM
10.9.6. PRESSURIZING THE HYDRAULIC ACCUMULATOR

• Rotor spinning and landing gear down
The wheel brakes are used on the ground to stop the

aircraft or to turn (differential braking) while taxiing. The
braking system is pressurized as follows.
PP7
PP9 N. Shed.
PP7
PP9 N. Shed.
From brake
control
transmitters
To brake
unit
If the pressure drops below 100 bars in the accumulator

circuit, pressure switch (7) closes, energizing the bypass
solenoid valve (5) which isolates the circuit from the hy-
draulic reservoir return line : the pressure rises, recharging
the accumulator.
Above 130 bars the pressure switch opens ; the solenoid Emergency
valve (5) opens, connecting the circuit to the return line. extension
5 -By-pass solenoid valve 16 - Landing gear NORM/EMER extension and

6 -Pressure gauge hydraulic ground power TEST selector
7 -Pressure switch 17 - Landing gear normal RETRACT/EXTEND
8 -Accumulator switch
9 -Accumulator recharging solenoid valve 23a6 - Landing gear normal control cutoff relay
13 -Electric pump RL1 - Electric pump contactor
15 -Electric pump ground test pushbutton 23a7 - L.G PUMP light control relay for hydraulic
assistance operation
N2
THM
10.9.6. PRESSURIZING THE HYDRAULIC ACCUMULATOR

• Rotor stopped
PP7
PP9 N. Shed.
PP7
PP9 N. Shed.
From brake
control
transmitters
To brake
unit
With the rotor stopped the accumulator can be recharged

by pressing the push-button (15) located in the external
power receptacle : this supplies power to the electric
pump (13) and energizes the accumulator recharging
solenoid valve (9). The pressure regulator (11) limits the
hydraulic pressureto125bars. 9 - Accumulator recharging solenoid valve
Note : In order to protect the pump motor, release the 13 - Electric pump
push-button (15) when the pressure gauge reads 125 15 - Electric pump ground test pushbutton
bars.
N2
THM
10.9.7. COMPONENTS LOCATION
1 - Parking brake control

2 - Braking distribution
3 - Accumulator
4 - Electric pump
5 - Accumulator recharging solenoid
valve
6 - By-pass solenoid valve
N2
THM
565SB
Hinged ball joint
Deck mooring
grid
Harpoon
THM
THM
1020 PSI
2100 PSI
1810 PSI
THM
2100 PSI
1380 PSI
1810 PSI
2030 - 2180 PSI
1450 PSI
1880 PSI
1450 PSI
1880 PSI
2030 PSI
THM
2100 PSI
1380 PSI
1810 PSI
2030
2180 PSI
1810-1960 PSI.
THM
THM
THM
1450/1890 PSI
THM
2030 PSI.
THM
THM
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 10.37 /38
THM
1 -Front float
2 -Flexible lines
3 -Gas bottle
4 -Floatation line
5 -Permanent floats
THM
THM
THM
THM
THM
10.11.6. COMPONENT LOCATIONS
43G 45G
1 Emergency floatation control unit

2 Firing pushbutton
23α33 Indicating relay : circuit 1
24α3 Indicating relay : circuit 2
39G Double percussion plug : circuit 1
42G Relay and circuit-breaker unit
43G Inflation pushbutton lights
45G Arming switch
THM
11 - FUEL SYSTEM
11.1 - One group of fuel tanks per engine 11.7 - Components on fuel tanks
11.2 - Primary functions 11.8 - Feed system components
11.2.1 One feeder tank per group ... Why ? 11.9 - Close-up on the filter
11.2.2 Principle of the fuel feeder tank 11.10 - System controls and indicators
11.3 - Fuel system functional diagrams 11.11 - Electric controls and indicators
11.4 - Venting and ventilation 11.11.1 - Booster pump control
11.5 - General layout of the system 11.11.2 - Transfer controls and indicators
11.6 - Simplified general diagram 11.11.3 - Fuel contents gauging
11.1 ONE GROUP OF FUEL TANKS PER ENGINE
The five bladder-type fuel cells are made from elastomer-

coated polyester. These fuel tanks are installed beneath
the cabin and baggage hold floors so that the centre of
gravity of the fuel is located under the theorical aircraft
centre of gravity. The lower structure which receives these
tanks is perfectly leak tight since they form part of the
aircraft flotation reserve in conjunction with the floats of
the emergency floatation reserve gear installation.
1- Main RH cell
2- R.H feeder tank
3- Rear auxiliary cell
4- Main LH cell
5- L.H feeder tank
6- LH auxiliary cell
7- RH auxiliary cell
11.2 PRIMARY FUNCTION

The engine feed systems are separate: ENGINE 2
- Group 1 supplies engine 1 (LH) Feeder tank
(2 booster pumps)
- Group 2 supplies engine 2 (RH)
There is one feeder "feeder tank" for each fuel tank

group. The two booster pumps which supply each engine
draw fuel from the feeder tanks.
Fuel can be transferred from one group to the other. A
transfer pump makes it possible to move fuel from one
group to the other. In flight, the amount of fuel can be
balanced between the two groups. Particularly, should Feeder tank Transfer pump
one engine fail, transfer enables balance to be re- (2 booster pumps)
established and makes it possible, should it be necessary,
for all the fuel to be consumed. ENGINE 1
As long as there is still some fuel in the other tanks,
the feeder tanks REMAIN FULL. The booster pumps RH group capacity: ............................ 234 + 351 = 585 l
which draw fuel from full feeder tanks, cannot be LH group capacity : ................. 222 + 173 + 178 = 573 l
unprimed. The system by which the feeder tank is kept Capacity of one feeder tank: .................................. 18 l
full is described below. Unusable fuel : RH group : .................................... 8,5 l
LH group : ................................... 15 l
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11.2.1 ONE FEEDER TANK PER GROUP...WHY ?

It must be possible to consume completely the amount
of fuel put into a group. The purpose of the booster pumps
which are installed in the bottom of the groups is to bleed
the engine fuel systems prior to starting and to maintain
a certain pressure at the engine pump inlets, allowing Filter
for the pressure losses caused by filters, lines, height,
etc, to prevent the "vapoor lock"phenomena. A single
pump is enough to ensure these function, but two pumps
are fitted as a safety measure. These pumps must always
be immersed irrespective of the fuel level in the group
and of the aircraft attitude.
11.2.2 PRINCIPLE OF THE FUEL FEEDER TANK
A small fuel tank (4), known as the "feeder tank" is fitted inside the main fuel tank, as near as possible to the aircraft
theoritical centre of gravity. This feeder tank has the particularity of being leaktight from the inside to the outside, but
not from the outside to the inside. When the group is filled the fuel level is balanced out between the different fuel
tanks (by crossfeed lines) and the feeder tank (by check valve (3) which is located at the bottom of the feeder tank).
The booster pump flow rate (600 l/hr) is well above the flow rate required by an engine (190 l/hr at the maximum
continuous power rating). The booster pumps discharge towards the engine and supply two jet pumps (1) (2).
By venturi effect, the feeder tank jet pump (2) inducing flow "A" creates an induced flow"B". The flow which returns
to the feeder tank (A+B) is greater than the flow which leaves the feeder tank (Twice A + engine consumption). In this
case the feeder tank overflows as long as fuel remains in the group . The pumps are always immersed, the level in the
feeder tank is hardly modified by the aircraft attitude variations. The purpose of the second jet pump (1) is to transfer
fuel from the auxiliary tanks into the centre tank. .
Towards engine
Forward RH tank Forward LH tank Main tank
The jet pump drives the fuel from the fuel tank
toward the feeder tank by venturi effect.
A- Inducing flow
B- Induced flow
C- "Return " flow (A + B)
The LH group is shown here. The same

principle applies to the RH group.
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11.3 FUEL SYSTEM FUNCTIONAL DIAGRAMS

1 LH GROUP
FUEL Q
ENG. 1
RH auxiliary LH auxiliary LH main

fuel tank fueltank fuel tank
PUMP 1
PUMP 3
Bleed valve
Drain valve AMPLI 1- Probe unit

2- Jet pump
3- Amplifier unit
4- Double fuel contents indicator
5- Check valves
6- "Feeder tank low level" stack pipe
7- Feeder tank jet pump
8- Feeder tank bleed valve
9- Check valves
10- "Feeder tank low level" warning light
FUNCTIONS
- Feeding of the engine by two booster pumps : Should one of the booster pumps fail valves (9) prevent the fuel
discharged by the booster pump in operation, from returning into the feeder tank through the failed pump. Note that
failure of both pumps would not affect the engine feeding (the engine pump itself takes fuel directly from the feeder
tank). In this case, check valves (5) prevent air from being taken in when the fuel tanks are empty.
- Transfer using the jet pumps (explained above).
- Fuel gauging : The fuel level in each fuel tank is measured by a variable capacitance probe unit (1). Both probe
units are connected, via an amplifer to a dual indicator (4). The amplifier supplies an alternating current which passes
through the probes. The level of the fuel, which acts as the dielectric of the capacitor, modifies this current. The
modified voltage signals are amplified.
FEEDER TANK LOW LEVEL "ALARM" INDICATION

The "feeder tank low level" stack pipe (6) illuminates warning light when the feeder tank fuel level drops below 18
liters. This implies that the group fuel tanks are empty (fuel contents gauge reads O). Therefore, should the indicator
light (10) be lit and the indicator reading above O, there is an anomaly :
- Clogging of feeder tank jet pump (7), leakage from the feeder tank valve or failure of both booster pumps.
These incident result in the loss of the feeder tank booster function, and there is the same fuel level in the feeder
tank and the other tanks.
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11.3 FUEL SYSTEM FUNCTIONAL DIAGRAMS

RH GROUP
7A
3Q
RH main
fuel tank Aft auxiliary fuel tank
PUMP 2
1- Probe units
PUMP 4
2- Feeder tank bleed valve
3- "Feeder tank low level" stack pipe
4- Feeder tank jet pump
AMPLI
5- Check valve
6- Jet pump
7- Amplifier unit
8- Double fuel contents indicator
9- Check valves
10- "Feeder tank low level" warning light
3 TRANSFER FUNCTION
1
4
2 3
The two way transfer pump (4) makes it possible for fuel to be
transferred from one group to the other. It takes fuel from and
discharges fuel into the centre fuel tanks at the base of the feeder
tanks. When the three-position control switch (1) is tripped to one
side (to the left to transfer fuel into the LH group, to the right to
transfer fuel into the RH group) the corresponding green arrow (2
or 3) is lit. Should one group become too full (transfer pump not
switched off) the crossfeed between the two filler necks enables
fuel to overflow into the other group without there being any dan-
ger of filing the air vents.
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11.4 - VENTING OF FUEL CELLS AND VENTILATION OF THE CELL COMPARTMENTS

Venting lines (LH groupe)
Venting lines (RH groupe)
Ventilation lines
The venting lines of each group

lead to expansion tank E; each
compartment of the expansion tank
is equipped with a vent which
opens on the RH side of the aircraft.
11.5 GENERAL LAYOUT OF THE FUEL SYSTEM
The electric controls and

indicators are on the
instrument panel and the
console
Croosfeed between
the two filler necks.
1 - Filter and pressure monitoring 6 - LH group filler neck 11 - LH auxiliary cell

2 - R.H. fuel shut-off valve 7 - Rear auxiliary cell 12 - R.H. auxiliary cell
3 - L.H. fuel shut-off valve 8 - Transfer pump 13 - Main RH cell
4 - Filter and pressure monitoring 9 - L.H. feeder tank 14 - RH feeder tank
5 - RH group filler neck 10 - Main LH cell 15 - Fuel shut-off control levers
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11.6 - SIMPLIFIED GENERAL DIAGRAM OF THE FUEL SYSTEM
1 - Flowmeter (optional) 18 -Double fuel contents indicator

2 - Fuel shut-off valve 19 -Electric transfer pump
3 - Fuel shut-off valve control lever 20 -”Fuel transfer” indicator light
4 - Pressure transmitter 21 -Transfer pump control switch
5 - Fuel pressure indicator 22 -”Feeder tank /ow levei” warning light
6 - ”Low fuel pressure” switch 23 -
7 - ”Low fuel pressure” warning light 24 - }
Reminder lights on the caution advisory panel (7α)
8 - Differential pressure switch
9 - ”Clogging starting” indicator light
10 - Metal cartridge filter
11 - Bypass valve opening indicator ”FUEL.P.” light on : ................................................ P < 200 mbar
12 - Filter bypass ”FILT” light on : .................................................... ∆P = 140 mbar
13 - Auxiliary fuel tank probe unit ”FUEL” light on : ............................................................. Q < 18 l
14 - ”Feeder tank low level” stack pipe Filter by-pass valve open
15 - Group drain valve and clogging indicator popped out : .................... ∆P = 280 mbar
16 - Centre fuel tank probe unit Filtration standard : ............................................................. 10 µ
17 - Fuel gauge amplifier unit Booster pump max. delivery : (zero pressure) approx. 1000 I/hr
Transfer pump max. delivery : ........................................ 300 I/hr
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11.7 - COMPONENTS ON FUEL TANKS

( 1 ) Bleed valves
Bleed valve (1 per cell) FEEDER TANKS
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2 TRANSFER SYSTEM
1 Transfer pump
2 Drain pipe
(internal pump leakage)
TRANSFER PUMP DATA

- Vane type pump
- Two way motor fitted with RFI filter
- Delivery 300l/h under 0.5 bar discharge pressure
3 EQUIPEMENT AUXILIARY CELLS MOUNTING PLATES
1- Capacitor probe unit

2- Jet pump
3- Jet pump filter
4- Bleed valve
5 -6- Mouting plates
NOTE : Mouting plates (5-6) may be fitted

with the optional fuel jettison system
solenoid valves.
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4 EQUIPEMENT ON MAIN CELL MOUNTING PLATES
1- Capacitor probe unit

2- Feeder tank low level switch
3- Pump check valves
4- Mouting plate
5- Booster pumps
6- Jet pump
7- Jet pump check valve
8- Bleed valve
9- Feeder tank gravity refueling valve
10- Group drain valve
11 - Feeder tank
Booster pump data:

-Centrifugal pump (bladed rotor)
-Explosion-proof motor with RFI filter
-Rated delivery 600l/hr under 0.8 bar pressure
The pressure depends on the engine requirements and
is reduced when the fuel consumption increases.
For reference:
-Consumption of ARRIEL 2C1 at max. continuous
power rating........................................190 l/hr
-Maximum consumption................250 l/hr
JET PUMP SYSTEMS DELIVERY BALANCE
TWO PUMPS 255 ONE PUMP 220

OPERATING + 730 OPERATING + 615
190 l/h 190 l/h
255 255 220 220
From the feeder tank...........190 + 255 + 255 = 700 l/hr From the feeder tank............190 + 220 + 220 = 630 l/hr
Return to the feeder tank...............255 + 730 = 985 l/hr Return to the feeder tank...............220 + 615 = 835 l/hr
FEEDER TANK OVERFLOWS FEEDER TANK OVERFLOWS

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5 FUEL PROBE UNITS

Probe unit operating principle
Indicator
The fuel probe units consist of two concentric electro-
plated tubes (A and C) which form the capacitor plates
the dielectric material (B) of which is fuel in the immersed
area and air above. Since the dielectric constant of the
fuel is twice that of the air, it is clear that the capacity of
the "probe capacitor" depends on the fuel level. The
electro-plating of tubes A and C is such that the
Amplifier capacitance is proportional to the fuel level.
The system is suppllied with AC power. The level signal
(according to the capacitance) is amplified then applied
to the indicator.
6 FUEL LEVEL SWITCH
This equipement is designed to close an electric circuit

when the level of fuel contained in the feeder tank reaches
3 % to indicate the"low level".
A float (2) carrying a magnet (3) causes a reed switch (1)
to close, acting through the wall of a leak-tight compart-
ment (4).
7 DRAIN VALVE
3 1
2
1- Valve return spring
5 2- Valve
3 3- Valve casing
4- Valve control pin
Open
4 5- Control lever
Closed 6- Plug
6 5
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11.8 - ENGINE FEED SYSTEM COMPONENTS
Connected to the transmission deck drain system
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11.9 - CLOSE UP ON THE FILTER

(1) Filter components.
1- Filter casing
2- Closing nut bush
3- Bowl
4- 10µ filter cartridge
5- Plug
6- Retaining spring
7- Bleed valve
8- Clogging indicator
9- Indicator "ou" locking spring
10- Clogging indicator rod
11- By pass valve
12- By pass valve rod
13- By pass spring
14- Valve rod
15- Inlet chamber pressure pick-off
16- Chamber separation membrane
17- Magnet
18- Outlet chamber pressure pick-off
19- Reed switch
20- Electric connector
(2) Bypass valve and clogging indicator operation
FILTER CLEAR
- P1-P2 approx; 10 mbar
- By pass is closed
- Indicator is not extended
- Fuel is filtered
FILTER 80% CLOGGED

- P1-P2 approx; 235 mbar
- Clogging indicator extended
by 3 mm
- By pass still closed
It starts to open at 235 mbar
(3) "Filter clogging" indication

FILTER 100% CLOGGED
- P1-P2 = 280 mbar
- By pass fully open
- Indicator is locked "out"
red line visible
THE FUEL IS NO LONGER

FILTERED
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11.9 - FUEL SYSTEM INDICATORS
Red warning light FUEL Q
Amber caution light FUEL
DUAL CONTENTS
GAUGE INDICATOR
L.H. booster pump R.H. booster pump

pressure indicator pressure indicator
"L.H. group" "R.H. group"

indicator lights indicator lights
"TRANSFER ON"
indicator light
11.10 - FUEL SYSTEM CONTROLS
CONTROL QUADRANT
Transfer pump
selector switch
"L.H. group" booster "R.H. group" booster

pump control switch pump control switch
L.H. fuel shut-off R.H. fuel shut-off

valve control lever valve control lever
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11.11 FUEL SYSTEM ELECTRIC CONTROLS AND INDICATORS-SIMPLIFIED ELECTRIC

CIRCUITS
11.11.1 BOOSTER PUMP CONTROL
Eng 1 Eng 2
PP9 N.Shed PP8 N.Shed
Pump 1 Pump 2
Pump 3 Pump 4
11.11.2 TRANSFER PUMP CONTROL AND INDICATION

The green arrow of the lights indicate in which direction fuel is being transferred from one group to the other.Transfer
pump control selector switch "to the left", the fuel , taken from the fuel tank low point, is transferred from the RH group
to the LH group.
PP8 N. Shed. PP9 N. Shed.
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11.11.3 FUEL CONTENTS GAUGING
PP9 N. Shed. PP8 N. Shed.
1 PROBE UNITS
The sensing component of the
probe units is a capacitor the
dielectric of which is the fuel. The
capacity of the capacitors varies
as a function of the fuel height. The
measuring signal is amplified (dual FOR SUPERIMPOSING THE TWO
amplifier).The indicator is of a dual POINTERS IN THIS CASE,
type: the pointer (1) indicates the TRANSFER THE FUEL FROM RH
fuel level in the LH group, and the GROUP TO LH GROUP.
pointer (2) indicates the fuel level
in the RH group. The push-to-test
button allows checking the
measuremants channels for
proper operation by openning the
systems: in circuits "open"
condition, the indicator pointers
drop past to zero.
2 FEEDER TANK LEVEL

When the feeder tank fuel level drops below 18 l, the "feeder
tank level" warning light comes on, and warns the pilot of the
risk of running out of fuel. This signal is repeated by the
ALARM light and the red FUEL warning light on the warning
panel 7 Alpha.
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12.1.2. DC POWER SYSTEM COMPONENTS (Cont.)
( 1 ) Control and monitoring
GEN. 1 BUS CPL GEN. 2

BAT.SW1 SHED BUS BAT.SW2
BAT.TEMP
Voltmeter Ammeter
Emergency
cut-off switch Battery
contactor 2 switch
Battery
contactor 1 switch
Generator 1
control switch
Generator 2
control switch
Bus 1 and 2 load shedding
contactors control switch
Generator emergency
resetting
Voltmeter / ammeter
reading selector
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12.1.2. DC POWER SYSTEM COMPONENTS (CONT.)
( 3 ) Major component specifications

BATTERY VOLTAGE REGULATOR
- Nickel-cadmium alkaline storage battery Static voltage regulator with the following functions :
- Voltage .................. 24 V - Voltage regulation at 28.5 V + 0.5 V with potentiometer
- Capacity ................ 43 Ah adjustment provision
- Number of cells ..... 20 - Overvoltage protection (breaks generator excitation cir-
cuit when voltage exceeds 32V)
The battery is installed in a tray mounted on a frequency-
tuned shock mount designed to improve the aircraft vi- - Load balancing within 10% between the 2 generators
bration level ; the weight of the battery itself is used to - Generator flashover protection in the event of a polarity
damp out vibrations. reversal
- Remote trip provision (emergency cutout switch)
STARTER-GENERATOR - Generator resetting
- Shunt field generator with series starting windings - Balancing relay interlock during starting cycle
- Rated terminal voltage ........................ 30 V - Starting current held by gradual deenergizing.
- Rated load current ............................. 160 A
- Rated output .................................... 4.8 kW
- Overload current : . 2 minutes ........... 200 A
15 seconds ........................................ 250 A
REVERSE CURRENT RELAY

- Coupling prerequisite : generator voltage exceeds bat-
tery voltage by at least 0.5 V
- Cutout condition : reverse current of 9A to 22A
- Current rating : .................................. 220 A
- Overload current (10 minutes) : ........ 400 A
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d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or 12.13/14
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12.17/18
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12.23/24
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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
12.28 reproduced or transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. ©
EUROCOPTER 1998.
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12A-2- DUAL AC POWER GENERATING SYSTEM (10 KVA TWICE)
12A-2-1- GENERAL
The installation enables high consumption AC power cir- tors supply their own distribution systems to which the
cuits to be supplied and provides a back-up supply to equipment is connected. In the event failure of one of
certain equipment, essential for flight, in the event of a these power generators, some of the equipment is auto-
failure on one system. In normal operation, both alterna- matically supplied by the other power generator.
12A-2-2- COMPONENT LOCATIONS
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12A-2-3- AC POWER GENERATING SYSTEM (1 AND 2) BLOCK DIAGRAM
ALTERNATOR 1 ALTERNATOR 2
26 V 26 V
115 V 115 V
A 115/200 V 115/200 V A
B B
C C
SYSTEM 1 SYSTEM 2
Each alternator produces 400 Hz three phase AC power, -The 115V/400HZ and the 26V/400HZ single-phase cur-
115 V between phase and neutral and 200 V between rents (transformer) both come from phase B of the three-
both phases. phase circuit. They supply power to basic systems such
Each alternator powers its own current distribution cir- as (navigation, radio-navigation.....)
cuit. Under normal condition, both alternators are in opera-
-The 115V/400HZ three-phase circuit is capable of pro- tion.
viding the aircraft with the power necessary to operate Should one alternator fail, the remaining one will take
heavy consumer equipment. over the load and supply power to both systems.
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12A-2-4- AC POWER SYSTEM COMPONENTS
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12A-2-5- DUAL AC POWER GENERATING SYSTEM (2x10KVA) OPERATION
•Normal operation
The alternators 508X et 801X are autonomous while - Electrical Master Boxes 803X and 506X provide the
driven by the main rotor. In the 506X and 803X Electical regulation of the alternators and feature voltage and fre-
Master Boxes, the PCBs Z100 are powered by the PMG quency protection devices (PCB Z200). Phase B is used
(Permanent Magnet Generator) alternators and elabo- as a reference.
rate : - Voltage protection is provided by the opening of line
- the alternator excitation voltage, contactor LC and de-activation of the alternator. After de-
- the voltage supplied to the Z200 PCB. activation, it is possible to reset it, switching the switch
The ALT1 / ALT2 switch : "ALT" momentarily to RST (reset) and back to ON. The
- On "RST" (reset) it arms the protection circuit (Z200 three-phase voltage being within the pre-set limits, the
PCB). line contactor LC closes automatically.
- On the "ON" position, the alternator is excited. - Frequency monitoring is provided only by the opening
The alterantor delivers a 115/200V/400Hz three-phase of the line contactor LC for under-frequency. There is no
current. This current is picked off up-stream from line over-frequency monitoring. After tripping due to under-
contactor LC1 and LC2 and analysed by the protection frequency, the line contactor closes automatically as soon
PCBs Z200. If this current is within the pre-set limits the as the frequency returns within the pre-set limits.
PCB Z200 orders the closing of line contactor : - Differential protection protects the feeders against cur-
- LC1 through a NC contact on K2 for the 803X electrical rent fluctuations between phases. This is instant protec-
master box, tion. It de-activates the alternator, and consequently
- LC2 through a NC contact on K503 for the 506X electri- causes the line contactor to open. Resetting is possible
cal master box. for voltage protection.
When the line contactors closes, power is supplied to : - The visualisation is provided by 4 amber indicator lights
- the 115V/400Hz three-phase distribution buses, "ALT 1", "ALT 2", "XFR.ALT1" and "XFR.ALT2". "ALT 1"
- the 115V and 26V 400Hz single-phase distribution and "ALT 2" indicate a loss of alternator power output,
buses, through the bistable relay controled by the moni- "XFR.ALT1" and "XFR.ALT2" indicate a single-phase
toring / transfer module. current transfer from one system to the aother.
•Emergency operation
Transfer of the three-phase current : Transfer of the single-phase current :
Should a defect appear, one of the protections of PCB Both 115V and 26V single-phase voltages are monitored
Z200 is energised in one of the electrical master boxes, constantly by current sensors. A voltage loss or drop
causing in every case and with variable delay times, de- below a given limit initiates the transfer logic which con-
activation of the line contactor. trols the transfer relay.
The consequences are : The consequences are :
- Transfer of the 115V three-phase current over to the - Transfer of the 115V and 26V single-phase current over
other alternator, to the other alternator,
- Transfer of the 115V and 26V single-phase current over - Visualisation of transfer "XFR.ALT" indicator lights (1
to the other alternator, or 2) comes on.
- Visualisation of the corresponding "ALT" and "XFR.ALT"
indicator lights (1 or 2),
- De-activation of the alternator except in the case of un-
der-frequency.
•Operating on ground power supply

Power to the control circuit is supplied by PP8 when the Therefore the ground power connection has the priority.
"BAT RLY2" switch is ON (DC power). The PCB Z300 - Ground power connection is protected by the PCB Z300
analyses the three-phase voltage coming from the ground (Master box 506X). This PCB ensures the protection of
power unit. If the phase sequence is correct and the volt- phase sequence, voltage and frequency). Detection of
age is within the pre-set limits, PCB Z300 allows relay any defect provokes the opening of the ground power
K503 of master box 506X and K2 of master box 803X to supply line contactor GLC. Resetting can be done by
close. The result is : switching "BAT RLY1" and "BAT RLY2" OFF and ON.
- De-activation of line contactor LC1 and LC2,
- Ground power supply contactor GLC closes.
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12A-2-5- DUAL AC POWER GENERATING SYSTEM (2x10KVA) OPERATION (Cont.)
GPU
PP8 Shed.
801X 508X
ALT 1 ALT 2
Cut-off Cut-off
Z100 Z300 Z100
RST RST
ON Z200 GLC
Z200 ON
ALT.1 OFF OFF ALT.2
ALT.1 ALT.2
K2 K503
LC1 LC2
3-Phase 200 V 3-Phase 200 V

power distribution power distribution
1 2
115/26V 115/26V
XFR.ALT1 TRANSFO. TRANSFO. XFR ALT2
TRANSFER TRANSFER
Loss of Loss of
network 1 network 2
voltage voltage
Single Phase Single Phase
115V power 115V power
distribution distribution
1 2
Single-phase Single-phase
26 V N°1 Electrical Master Box 803X 506X N°2 Electrical Master Box 26 V
1 2
ALT 1 - ALT 2 Alternators

GLC Ground power unit line contactor
GPU Ground Power Unit
LC1 - LC2 Alternator line contactors
Z100 Power supply and Regulation PCB
Z200 Network Protection PCB
Z300 Priority and ground power unit protection
ALTERNATOR PROTECTION THRESHOLDS

• Voltage : • Frequency :
Undervoltage ........................... 100 ± 2.5 V tempo 3 s Underfrequency .............................. 330 Hz tempo 3 s
Overvoltage ............................. 125 ± 2.5 V tempo 8 s ............................... 315 Hz instantaneous
........................... 145 ± 2.5 V tempo 0.4 s • Differential protection :
........................... 165 ± 2.5 V tempo 0.2 s Current imbalance .................. > 0.4 nominal intensity
........................ 180 ± 2.5 V tempo < 0.1 s
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12.2 - SINGLE PHASE AC POWER SYSTEM (400 Hz - 26 V & 115 V)
12.2.1. GENERAL
SYSTEM 1 SYSTEM 2
115 V 115 V
26 V 26 V
Static inverter Static inverter

1 2
PP9 Shed. PP8 N. Shed.
Dotted lines indicate transfer options
12.2.2. AC POWER SYSTEM COMPONENTS

INV. 1 INV. 2
3 4
NOTE
Two "26 V" undervoltage and two
"115 V" undervoltage detectors 5
are located in the baggage
compartment, near to the
inverters.
6 STATIC INVERTER SPECIFICATIONS

1 - RH static inverter (n°2) Total output .................................. 250 VA
2 - LH static inverter (n°1) 115 V output ................................. 100 VA
3 - Inverter 1 control switch 26 V output ................................... 150 VA
4 - Inverter 2 control switch Current draw under normal load.....14.5 A
5 - Voltmeter ( 115 V system) Frequency ..................................... 400 Hz
6 - Voltmeter display selector Overload ....................................... 375 VA
INV. 1 - INV. 2 Inverter failure warning lights
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12.2.3. AC POWER SYSTEM OPERATION
( 1 ) NORMAL OPERATION
10X-11X "115 V" undervoltage detectors

12X-13X "26 V" undervoltage detectors
38X - 39X Inveter control switches - 3 positions :
ON - OFF - TRANSFER
40X - 41X Static inverters
9α Voltmeter (for 115 V system)
10α Voltmeter display selector
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12.2.3. AC POWER SYSTEM OPERATION
( 2 ) POWER SUPPLY SYSTEM FAILURE
EXAMPLE SHOWN IN FIGURE : 26 V FAILURE IN SYSTEM 2
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12.2.4. AC POWER DISTRIBUTION
,
L K R N P
2 6 /1 1 1 5 /1
# = 1 1 5 /2 2 6 /2 2 6 /2
M M
A A
T 3 9 X 3 8 X T
$ 8 # 8 # 8 $ 8
SYSTEM 1 SYSTEM 2
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12.3 - INTERCONNECTION UNITS
12.3.1. GENERAL
12.3.2. UNITS 10 ∆ ET 12 ∆
Modules
Female
fooling pin
Removable
connectors
Unit secured Connector

to the mount Male fooling
structure pin
Locating pin
Fixed
connectors
B"WRAPPER" pins
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12.3.3. UNITS 40 α ET 41 α
Units 40 α & 41 α are similar, the

components and connections are adapted
to the different systems.
Components mount(resistors,
capacitors, etc…)
1 8
1 8
1 8
1 8
1 7
1 7
IDENTIFICATION OF
1 7
1 7
P A P A
UNIT 40 α & 41 α
1 6
1 6
1 6
1 6
T R E U I L
A R M E M E N T A R M E M E N T C O U P L E U R C O U P L E U R
1 5
1 5
1 5
1 5
E L I N G U E
T R A I N + H Y D R O A R M E M E N T C O U P L E U R C O U P L E U R
1 4
1 4
" =
1 4
1 4
T R A I N T R A I N
C O U P L E U R H A R P O N
1 3
1 3
1 3
1 3
H Y D R O A U X I H Y D R O A U X I
T R A I N T R A I N
H A R P O N H A R P O N
1 2
1 2
1 2
1 2
T R E U I L T R E U I L
C O U P L E U R T R E U I L
1 1
1 1
A R M E M E N T A R M E M E N T
1 1
1 1
A R M E M E N T T R A I N
C O U P L E U R C O U P L E U R
1 0
1 0
H Y D R O A U X I
1 0
1 0
T R A I N
P A P A T R A I N + H Y D R O
0 9
0 9
0 9
0 9
T R A I N + H Y D R O
T R A I N T R A I N
P A P A
0 8
0 8
0 8
0 8
T R A I N T R A I N
P H A R E E S C O R IE N P A
0 7
0 7
0 7
0 7
P H A R E E S C O R IE N P H A R E E S C O R IE N P H A R E E S C O R IE N P H A R E E S C O R IE N
0 6
0 6
0 6
0 6
" =
I C S - T B
I C S - T B P H A R E E S C O R IE N P H A R E E S C O R IE N
0 5
0 5
0 5
0 5
C O U P L E U R
P S U P S U P H A R E E S C O R IE N P H A R E E S C O R IE N
0 4
0 4
0 4
0 4
I C S - T B
E L I N G U E E L I N G U E I C S - T B
0 3
0 3
0 3
0 3
T R A I N + H Y D R O
E S S U I E - G L A C E S T R I M C D E T I R C D E T I R
0 2
0 2
0 2
0 2
T R I M
F L O T T A F L O T T A S E C O U R S F L O T T A S E C O U R S
0 1
0 1
0 1
0 1
F L O T T A
)
*
)
THM
13 - POWER PLANT
13.1 - General 13.5 - Engine power parameter monitoring

13.2 - Engine bays air intake system 13.6 - Engine power controls
13.3 - Engine mounting 13.7 - Engine starting controls
13.4 - Oil cooling system 13.8 - Variable Ng power rating controls
13.1- GENERAL
The power requiredfor flight is supplied by two Arriel 1C2 - Modular design: it is not necessary to return the entire
turboshaft engines. The technological and operational engine to the works since individual modules may be
aspects of the engine are described in the engine replaced
manufacturer’s documentation. Only the engine installa- - Engine weight = 120 kg
tion on the aircraft is covered here: - Performance ratings per engine in standard
- the engine bays and air intake system, atmosphere at Hp =0
- the engine mounting, Rating Power
- the oil cooling system,
- the controls and indicating systems Maximum contigency power
551 KW
- the electrical starting system limited to 2 1/2 minutes
1 ENGINE
Intermediate contingency power
534 KW
PRINCIPAL ENGINE CHARASTERISTICS limited to 30 min.or unlimited
- Free turbine turboshaft engine: the gas generator shaft Maximum takeoff power 531 KW
and power turbine shaft are completely separated limited to 5 minutes
- Regulating system to maintain the free turbine speed 2 ENGINES
constant, whatever the power required for flight, by 471 KW
Maximum continuous power
acting on the generator rating, hence on the output
power
NOTE : Traditionally the LH engine is "Engine 1" and the RH engine "Engine 2".
Gas generator Free turbine
Accessory box
MGB 6000t/mn
Reduction
gearbox
- Gas generator rotation speed (Ng): varies according to NOTE ON THE WEIGHT TO POWER RATIO:
power required; at maximum take-off rating, At the maximum contengency power rating 551 Kw (750
Ng = 100% = 51800 rpm hp) the weight per Kw is: 120kg / 551= 0,217 kg
The weight per hp is: 120kg / 750 =0,160 kg
- Free turbine rotation speed (Nf) Surpisingly, under the same conditions, a car engine
Constant speed = 41586 rpm would weight 12 kg !!!
N2
THM
13.2- ENGINE BAYS AND AIR INTAKE SYSTEM
The engines are inclosed in 2 separated fire-proof bays.

The air intakes (1) benefit from ram air pressure in forward
flight. The air is delivered to the engines via ducts (3) fitted
in the MGB cowlings. The bays are ventilated by the
negative pressure created by the exhaust gas output which
draws air from the compartment.
1 2 3 4 5 6
1 - Air intake
2 - MGB cooling
3 - Engine air intake duct
4 - Forward firewall (titanium)
5 - Fire proof engine cooling (NOMEX honecomb)
6 - Axial firewall (Titanium)
7 - Inflate seal
Fuel and oil lines, engine controls, the fire detection electric circuits are either fireproof or fire protected. Drains are
provided to expel any oil or fuel leaks outside the aircraft.
13.3- ENGINE MOUNTING
Each engine is mounted at 3 points :

- 2 elastomer mounts secured to the engine coupling
shaft.
- 1 engine toMGB coupling housing.
Engine to MGB
coupling housing Engine mounting
1 - Engine to MGB coupling housing

2 - Clam 5 - Structure mount
3 - Elastomer shock mount 6 - Shock mount bracket
4 - Mounting stirrup 7 - Engine coupling shaft
N2
THM
13.4- ENGINE OIL COOLING SYSTEMS AND LUBRICATION SYSTEM INDICATORS

The hot oil which has lubricated the engines is recycled in LUBRICATION SYSTEM INDICATORS.
a cooling system. The following parameters are monitored on each system :
Each engine has its own individual system; the two PRESSURE
systems are opposite handed. - Pressure indicator (3)
OPERATING PRINCIPLE: The hot oil, discharged by the - "Low pressure" warning light (4)
engine scavenge pumps (8) passes through a heat TEMPERATURE
exchanger (17) in which cool outside, activated by a fan - Temperature indicator (2)
(16), lowers its temperature. From the heat exchanger, - "Limit temperature" warning light
the oil is drawn back into the tank (13) by the engine
MAGNETIC CHIP in oil: warning light (9)
lubricating pump (7). A thermostat valve (15) short-circuits
the heat exchanger during starting to accelerate the
temperature rise.
Each engine has its own cooling system, the 2 systems
being symmetric.
PP9 N.SHED
PP8 N.SHED
MGB LH ENG
BTP
LH SYSTEM identical
1 -Oil "Limit temperature" light

2 -Oil temperature indicator
3 -Oil pressure indicator
4 -Oil "Pressure drop" light
5 -Pressure switch
6 -Oil pressure transmitter
OPERATING DATA 7 -Oil pressurizing pump
8 -Oil scavenge pumps
- Oil pressure - Maximum ..........................5 bar 9 -Chip detection light
Minimum (Ng > 85%).........1.8 bar 10 -Magnetic chip detector
Minimum (Ng < 85%)..........1.3 bar 11 -Magnetic drain plug
- Oil low pressure warning light ................1.3 bar 12 -Temperature probe
- Maximum oil temperature.......................115°C 13 -Oil tank
- Limit temperature warning light..............125°C 14 -Bimetallic temperature switch
- Thermostatically controlled valve 15 -Thermostat valve
starts closing.................45°C 16 -MGB-driven fan
closed...........................60°C 17 -Heat exchanger
- Effective reservoir capacity.....................4.8 l 18 -Drain decanting device
- Oil flow rate in system............................850l/h 19 -Filter with bypass and pop-up indicator
N2
THM
13.4- ENGINE OIL COOLING SYSTEMS AND LUBRICATION SYSTEM INDICATORS
2
8
3 7
4
5 6
ENG.1 ENG.2
CHIP.1 CHIP.2 OIL T°
ALARM ALARM 10
1 - Oil tank - RH system 6 - Level

2 - Heat exchanger - RH system 7 - Temperature probe
3 - Heat exchanger - LH system 8 - Magnetic plug
4 - Thermostat valve 9 - Temperature indicators
5 - Oil tank - LH system 10 - Pressure indicators
N2
THM
13.5- ENGINE POWER PARAMETER MONITORING
T4.5
Bleed valve Exhaut gas temperature
operation Free turbine
overspeed detection
N1
Gas generator
speed
Cm
Engine torque
N2
Free turbine rotation speed
and "power loss" indication
13.5.1 NG MONITORING AND BLEED VALVE OPERATION INDICATING SYSTEM
Each engine has a self contained measuring channel. The

transmitter is a bipolar tachometer generator driven by the
engine accessories gearbox. The frequency signal delivered
by the tachometer generator is converted into numerical
value read in percent Ng on a display integrated in the
combined Ng difference indicator (100% = 51800rpm)
Ng difference indicators
Engine 1 transmitter Engine 2 transmitter
Ng LIMIT VALUES: Refer

to the Flight Manual for
exact values
Bleed valve (3) is automatically controlled by the

comparison between engine pressures (P2 /P0) and is
closed when Ng values exceed 93%.
1 - Bleed valve indicating flag. When flag is

visible, valve is open.
2 - Bleed valve pressure switch. Controls flag
actuator.
3 - Bleed valve
N2
THM
13.5.2 T4 EXHAUST TEMPERATURE MONITORING
The exhaust gas temperature is measured at level

4, at the free turbine unit. The sensors are "chromel-
alumel" thermocouples which supply a voltage
proportional to the temperature to be measured.
Three thermocouples (2) are immersed in the exhaust
flow, 120° apart. THey are shunted so that indicator
(1), which is a voltmeter, indicates the highest vol- AMPLI
ENG 2
tage (i.e the highest temperature). The measuring
signal is amplified by an amplifier built into the PP8 N.SHED
indicator. The "chromel-alumel" line resistor does not
affect the measurement.
Note: the conventional adjusting resistor has
disappeared.
PP9 N.SHED
AMPLI Eng 1
ENG 1 t4 measuring
T4 LIMIT VALUES:
Refer to the flight manual for exact values. However,
the following values are given for reference:
- 865°C on start up
- 775°C at maximum continuous power rating.
1 - T4 temperature indicator
1.1 LH engine indicator
1.2 RH engine indicator
2 - T4 temperature probe (thermocouple)
N2
THM
13.5.3 ENGINE TORQUE MONITORING
TORQUEMETER OPERATING PRINCIPLE
The engine torque value is measured at the reduction gear

idle pinion. This helical pinion is the seat of an axial thrust
Pa, proportional to engine torque, and an axial reactionRa,
which is equal to Pa. The axial displacement of the pinion
under the effect of Ra is used to measure the torque value
(Cm).
Oil from the engine lubrication pump arrives in the
torquemeter measuring chamber (A). It is drained from this
chamber via a leakage orifice (f) the cross section of which
varies according to the pinion position. TORQUEMETER Piston
- If Cm increases > Ra increases > The piston travels to
reduce the leakage flow rate f:
PRESSURE IN CHAMBER A INCREASES
- If Cm decreases> PRESSURE DROPS
All values (Cm,Ra, leakage flow rate, pressure) vary in Oil (5 bar)
proportion to the engine torque:
THE TORQUE VALUE IS OBTAINED SIMPLY BY
MEASURING THIS PRESSURE
Jet
TORQUE MEASURING SYSTEM OPERATING PRINCIPLE

The torque measuring system includes a variable Each blade position corresponds to a pressure value,
reluctance pressure transmitter on each engine and a dual hence to the reluctance value in each solenoïd. The
indicator with slaved galvanometers connected to each reluctance (magnetic resistance) decreases as the gap is
transmitter, on the instrument panel. reduced. The differential reluctance variations cause the
A deformable capsule (3) which is submitted to the voltage to vary with opposite sign in each coil. The coils
modulated pressure from chamber A drives a blade (2) which are connected to the galvanometer, the pointer of which
travels in the magnetic field of two solenoïds wound onto a deviates in the same way as blade (2).
soft iron armature. The solenoïds are supplied with 1000
Hz alternating current via a static invereter which is fitted
in the indicator.
TRANSMITTER TRANSMITTER
Eng 1 Eng 2
ADDER
Inverter Inverter
PP9 N.SHED PP8 N.SHED

N2
THM
13.5.3 ENGINE TORQUE MONITORING
N2
THM
13.5.4 NF MONITORING AND POWER LOSS INDICATING SYSTEM
The free turbine rotation speed is measured in the same The pilot has in front of him the Nf1, Nf2, and Nr poiters
way as the generator rpm by two self-contained measuring on the same dial, and when everything is operating
systems which include a transmitter (three phase correctly, they are all aligned.
alternator) driven by the engine reduction gear output shaft A frequency detector, which is connected to two phases
and a receiver (synchronous motor). Engine 1 and 2 of each measuring system, closes one of the power loss
receivers are located with the Nr measuring receiver in the warning light circuits when Nf indication on one engine
same indicator. drops below 313 rpm (NR -Nf equivalent value).
ENG 2
TRANSMITER
Frequency
detector
Warning light illuminates for

équivalent < 313 tr/mn
Frequency
detector
ENG 1
TRANSMITER
TRIPLE
INDICATOR
THE CIRCUIT IS SHOWN IN ENGINE 1 POWER LOSS CONFIGURATION
1 - Tachometer transmitter
2 - Power loss warning light
3 - Nf and Nr indicator
R - Nr pointer
1 - Nf1 pointer
2 - Nf2 pointer
Lights on when stopped

go off in acceleration
N2
THM
13.5.5 FREE TURBINE OVERSPEED SAFETY
The overspeed safety system protects the free turbine when

its speed exceeds a value which can lead to a mechanical
failure. Free turbine
overspeeding
FREE TURBINE OVERSPEED MONITORING
METHOD
This safety mechanism automatically shuts down the
engine if a certain speed threshold is exceeded (Nf >/=
125%), 100% = Nominal speed.
On each engine, a double magnetic sensor detects the
rotational speed of the two phonic wheels (having a different
number of teeth) mounted on the free turbine output trans-
mission shaft.
The signals are sent to a detection unit (1) which, in case Drive shat
of free turbine overspeed, causes the engine electric valve failure
(4) to open and bleed valve (2) to close: fuel flow is cut off,
the injection wheel (3) is supplied: THE ENGINE STOPS.
Nf sensors
System illustrated in "overspeed"
configuration
Resetting Test
Nf Detection
Resetting
"Restarting"
shut down
engine
inhibited and
protection Detection system
inoperative on failure
2nd engine.
ENGINE "SHUT-DOWN" ( "ENG", "PWR

LOSS" and "ALARM" lights come on)
Vent
An O/SPEED light indicates a monitoring system failure.
A "TEST" switch allows checking the proper operation of
the overspeed safety mechanism.
A "REARM" push-button allows resetting the installation:
- after an overspeed,
- after a test;
After engine shut down following an overspeed, the
tachometer unit prevents a restart.
4-5 Amber"O/SPEED" lights

6-7 Tachometer units
N2
THM
13.5.5 FREE TURBINE OVERSPEED SAFETY
FREE TURBINE OVERSPEED MONITORING OPERATION
(The diagram represents a RH turbine overspeed) REARMING

When the maximum free turbine threshold is attained, the With the engine stopped, pressing the REARM push-button
two sensors (4) detect the overspeed and transmit the (14) causes the S1 coil of the bistable relay to be supplied
signals to the detection system (11). and restores the installation to its normal configuration.
The detection system controls relay (12) which, energized,
goes to working position and allows powering coil (S2) TEST
and bistable relay (15) which flips its contacts:
- Automatic testing (performed on each engine starting).
- electric valve (6) under power opens: the bleed valve cuts On shut down and for Nf < 25% (equivalent to 83 NR): the
off the fuel inlet: THE ENGINE STOPS. TEST light must be on.
- relay (12) of the LH tachometer unit (7) which has its - Periodic testing
ground across the bistable relay of the tachometer unit
With engine shut down, operating the TEST switch (13)
(8) or position S1, can no longer be supplied electrically.
on tachometer unit:
THE LH ENGINE IS NO LONGER PROTECTED AGAINST
- the light should go out
OVERSPEED.
- the electric valve should open.
A tachometer unit in "overspeed" position prevents starting
of corresponding engine. In effect, the starting control cir- After the test, reset the system.
cuit goes to position S1 of the bistable relay.
MONITORING FAILURE
Upon turbine speed increase NF > 25%: the light stays
on.
During operation, the light is off.
Shed N.Shed
Oscillator Oscillator Oscillator Oscillator

24 kHz 29.2 kHz 24 kHz 29.2 kHz
Safety control Safety control
Eng 1 Starting Eng 2 Starting
vent vent
N2
THM
13.6- ENGINE POWER CONTROLS
13.6.1 CONTROLS 13.6.2 FUEL FLOW CONTROLS

Unless the operator is familar with the operating principles 1 - OPERATING PRINCIPLE
of the engine, in particular with the governor, the engine The fuel flow control lever actuates 2 valves, a main valve
control operating procedure may be difficult to understand and an emergency valve:
at first. However, this should become clear once he "gets
- Lever in "shut-down" position - both valves are closed
to know" the engine.
- When moved from "shut-down" to "Flight" position, the
Each engine has its own, separate set of controls to adjust
lever gradually opens the main valve, supplying the fuel
the amount of fuel injected into the combustion chamber
required for starting. In this range, the governor metering
at the different operating stages.
valve opening depends upon the control lever position and
- THE MANUAL FUEL FLOW CONTROL is used to adjust the P2 value -(Engine manufacturer manual).
the fuel flow rate during engine starting and shut-down
- Lever in "Flight" position - the main valve is fully open
operations (main flow control valve) and in the event of
and the fuel flow rate is automatically controlled by the
governor failure the pilot may control the fuel flow rate
governor which maintains the rotorspeed constant, whatever
manually (emergency valve).
the collective pitch.
- THE COLLECTIVE PITCH-THROTTLE COUPLING
- When moved beyond "Flight" position, the lever gradually
cancels the centrifugal governor static droop and when
opens the emergency valve and supplies the engine in the
pitch is increased, improves acceleration by reducing the
event of governor failure which closes the metering unit.The
governor response time, and for this reason it is also called
pilot must then adjust the opening of the emergency valve
the anticipator control.
according to the power required for flight (manual
- THE ROTOR SPEED SETTING CONTROL enables the governing).
pilot to modify the setting point should one engine fail, in
order to obtain the rotor rpm which gives the best perfor-
mance values for the power available. This control acts on Starting solenoïd valve
the governor in the same way as the anticipator.
Governor
Staring injector
Injection wheel
Metering
Main valve unit
Bleed valve
Engine
fuel pump
FUEL FLOW Emergency

CONTROL LEVER valve
Safety electric
Forward valve
Note that on starting:

Shut-down
- the starting solenoïd valve is open (pilot actuating electric
starting control -see paragraph 13.7
- bleed valve is closed at the beginning of the starting
Starting range cycle, and opens automatically under fuel pressure, putting
Flight
(openning main valve)
the injection wheel on operation.
Emergency range In case of free turbine overspeed, the safety electric valve
(openning emergency valve)
insures rapid fuel inlet cut-off.
N2
THM
13.6.2 FUEL FLOW CONTROLS (CONT.)
2 - CONTROL SYSTEM COMPONENTS
1.1 - LH engine fuel flow control lever

1.2 - RH engine fuel flow control lever
2 - Overrideable stop giving access to the emergency
range
3 - Valve control on regulator unit
4 - Flexible ball control
5 - Rear notch - Engine shut-down position
Forward 6 - Setting plate
7 - Ground idle adjustable notch - Initial lever position
in engine starting cycle
8 - Front notch - Flight position
9 - Serrations for emergency manual "governing" lever
DIFFERENT POSITION OF FUEL FLOW position
CONTROL LEVER
N2
THM
13.6.3 COLLECTIVE PITCH THROTTLE COUPLING AND ROTOR SPEED SETTING CONTROL
1 - COUPLING CONTROL OPERATING PRINCIPLE
The lateral servo-control movements are transmitted via a is compressed. Note that in forward flight the RH servo-
cable in a flexible metal sheath to a cam which modifies control movements, which are not affected by the cyclic
the tension of the free turbine centrifugal governor spring. pitch, correspond to the only collective pitch variation.
Hence, when the collective pitch is increased, the spring
Simplified view of governor
Towards engine
2 governor
Swashplate
ard Cam
Forw
Return spring Metering

Main valve unit
ENGINE 1
Engine fuel pump
RH servo-
control Emergency
valve
Collective pitch Overspeed safety

lever purge valve
maxi
Statism line
The pitch-throttle coupling has two effects:

1 - GOVERNOR STATIC DROOP COMPENSATION
mini
Static droop is a property of the type of governing used on
a free turbine turboshaft engine. It results in a slight
reduction in the free turbine speed (-DN) when the collec-
tive pitch is increased, i.e. when the gas generator rpm is
increased. There is therefore a difference on the order of Resulting governing line
30 rpm in the rotor speed. The static droop value depends
directly on the tension of the spring in its distorsion range. maxi High pitch line
A tight spring gives a smaller - DN value than a slack one.
The principle is therefore to tighten the spring as the pitch
Between high and low
increases. This is the pitch-throttle coupling. There is, pitch the spring is
therefore, a set of static droop lines and as the pitch is compressed
modified the lines are changed, resulting in a slight increase
in free turbine speed (+DN) when the pitch is increased. In Low pitch line
mini
this way the static droop is not only compensated but
inverted.
+25 rpm at rotor
+15
(350 tr/mn )
–10
N2
THM
( 1 )REDUCTION IN GOVERNOR RESPONSE TIME
The engine is more responsive to accelerations since as

pitch is increased the metering unit is opened, whereas
when there is no coupling the governor must first detect a
reduction in rpm before opening the metering unit. Note
that the governor is fitted with an automatic control unit to
limit acceleration and prevent surging.
ACCELERATION Metering
spring is compressed and unit
the metering unit opens
( 2 )ROTOR SPEED SETTING CONTROL OPERATING PRINCIPLE

Towards engine 2
Adjustable
sheath anchoring
Control switch ENGINE 1

Flexible sheath
Angle Metering
Actuator moving rod measurer unit
Electric actuator
• Actuator extended
Cable direction
• Actuator retracted
direction
The figure is in "RPM reduction" configuration
Should one engine fail, the pilot may adjust, within a given GENERAL OPERATION. When the control switch is set
range, the remaining engine free turbine rpm (hence the to +, the actuator motor retracts the moving rod, the
rotor rpm) by actuating an electric switch on the collective governor spring is compressed, the free turbine and rotor
pitch lever. This control has exactly the same effect on speeds increase. When the control switch is set to -, the
the governors as the pitch-throttle coupling (the engine opposite happens. Note that in flight the control switch
governor set point is modified), but there is no interaction must always be set to +. In the event of an engine failure,
between these two controls, even though they use the the pilot has complete control to reduce the free turbine
same control cable. The switch supplies an electric speed and to select the minimum rotor speed to give the
actuator. The pitch-throttle coupling cable flexible sheath best performance values.
is secured to the actuator moving rod and anchored on Two end-of-travel contacts C1-C2 cut off the power supply
the engine side.Since the sheath is flexible it follows the from the engines when the rod reaches its end-of-travel
actuator rod. If, for example, the actuator rod is extended, positions.
the length of bare cable (outside sheath) is longer on the
servo-control side and shorter on the regulator side (as
the total cable length outside the sheath remains cons-
tant). This relative movement between the sheath and the
cable actuates the governor cam to extend the spring and
therefore reduce the free turbine speed.
N2
THM
( 3 )GOVERNOR CONTROL COMPONENTS
Engine 2
Engine 1
ACTUATOR (3) DATA:

- Power supply: 24 to 30V
- Travel over electric stops: 23,5 mm
- Speed under 50 daN: 4,1 mm/sec.
Springs (6-10) compensate for the servo-control overtravel (servo-
control travel is greater than that of the anticipator cables which is
limited by governor control stops). Springs (6) maintains the cable
taught at servo upward travel limit. Springs (6) returns quadrant (11).
Should the cable fail, the control is returned to the maximum position
by this spring.
1 - Flexible metal sheaths

2 - Electric actuator moving rod
3 - Electric actuator
4.1 - Engine 1 control cable
4.2 - Engine 2 control cable
5 - Safety pin (it snaps should the anticipator control
jam)
6 - Servo-control upward overtravel spring
7 - RH lateral servo-control
8 - Rotor speed setting switch (TRIM)
9 - Adjustable engine side sheath anchoring
10 - Servo-control downward over travel spring
11 - Governor cam control quadrant
12 - Quadrant return spring
N2
THM
13.7-ENGINE STARTING CONTROLS

The starting control operates simultaneously: the starter- the high energy ignition unit (which produce the sparks to
generator (which drives the gas generator and supplies incite combustion).
air), the starting solenoïd valve (which supplies fuel) and
DC POWER GENERATING SYSTEM ENGINE 2 SARTING SYSTEM

PP9 N.SHED PP8 N.SHED PP8 N.SHED
c
Battery or
external
power
Engine 1 Engine 2
Engine 1 starter starter
Starting solenoid
starting valve
system
STARTING: (The figure shows engine 2 starting system) with the fuel
flow control lever set to "ground idle" position. The pilot depresses the ENGINE 2
starting push button 4K: starting relay 8K is energized: the starting
solenoïd valve opens and the ignition units produce sparks. At the same
Ignition units
time the starter-generator switch relay 24P is energized and the generator
which is supplied by the engine, drives the gas generator. From here, the starting cycle develops on its own. When the
gas generator rpm = 40% the engine is under its own power and the pilot should release push-button 4K. Note that relay
24P is grounded via the rest contacts of relay 25P. Only one engine may be started at a time. Note also that the starting
solenoïd valve closes automatically at the end of starting. (Opening of microswitch C, due to P2 air pressure action).
DC POWER GENERATING SYSTEM ENGINE 2 SARTING SYSTEM

PP9 N.SHED PP8 N.SHED PP8 N.SHED
Battery or
external
power
Engine 1 Engine 2
Engine 1 starter starter
Starting solenoid
starting valve
system
CRANKING. When cranking push-button 2K is actuated only switch

relay 24P is energized: the starter drives the gas generator, but no
sparks are produced and no fuel is supplied to the combustion ENGINE 2
chamber. (When engine is cranked, the fuel flow control lever mest
be set to rear position). Ignition units
N2
THM
13.7- ENGINE STARTING CONTROLS
Starter generator data,as starter:

- Voltage = 20V
- Current draw = 300 amp.
- Speed = 1750 rpm
- Torque = 1,4 mdaN
1.1 - Engine 1 cranking push-button
1.2 - Engine 2 cranking push-button
2.1 - Engine 1 starting push-button
2.2 - Engine 2 starting push-button
3 - High energy ignition units
4 - Starter generator ventilation duct
5 - Starter generator
6 - Starter generator switch relay
7 - Starting relay
CAUTION: STARTER LIMITATIONS: No more than 5

consecutive starting or cranking attempts. After 5
attempts, wait 20 minutes.
Maximum duration of a cranking operation: 15 sec.
N2
THM
N2
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N2
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N2
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14 - FIRE PROTECTION
14.1 Monitored and Protected Areas 14.3 Monitored and Protected Areas
14.2 Engine Fire Detection System 14.3.1 Engine Fire Detection System
14.2.1 Operating Principle 14.3.2 Operating Principle
14.2.2 Engine Fire Detection System Components 14.4 Engine Fire Detection System Components
14.2.3 Engine Fire Detection System Operation
14.1 MONITORED AND PROTECTED AREAS ENGINE AREA

• 1 fire detection system per engine
• 1 fire extinguishing system per engine
CABIN
• 1 hand fire extinguisher
CARGO HOLD
• 1 fire detection system
• 1 heating P2 leakage detection system
14.2 ENGINE FIRE DETECTION SYSTEM
14.2.1 OPERATING PRINCIPLE
The system temperature sensors are bimetallic strips (D) located at the critical engine points. In the event of an
abnormal rise in temperature, one or more of the detectors open causing the "FIRE" warning light to come on. Should
the detection loop be broken accidentally a "FAIL" warning light comes on. The resistors (R), shunt-mounted at
detector terminals indicate the opening of detectors (by varying the terminal resistance) or an accidental line break to
the monitoring unit.
DETECTION LOOP
FIRE
MONITORING D
ENG
FIRE UNIT
FAIL
1 2 3 4
ALARM
9
DETECTOR OPERATION
Gradual rise in temperature : 8 7 6 5
Both metallic strips (2-7) are distorted in the same way.
When the detection threshold is reached, strip (7) touches 1- Detector temperature threshold setting stop
stop (1) whereas strip (2) continues to be distorted; con- 2- Quick distorting base metal strip
tacts (9) are separated (line break). 3- Insulator
4- Negative terminal
Rapid rise in temperature: 5- Positive terminal
The bare metal strip (2) which is heated quicker than 6- Glass cloth
the insulated strip (7) is distorted more quickly and when 7- Slow distorting insulated metal strip
the detection threshold is reached, the contacts are sepa- 8- Low stop
rated. 9- Bimetallic strip contacts
N2
THM
14.2.2 ENGINE FIRE DETECTION SYSTEM COMPONENTS
There are two separate, identical fire detection systems.

Each of which includes:
- six temperature sensors .
- A monitoring unit
- a "FIRE" warning light
- a "FAIL" warning light (indicating detection system
failure)
- a "TEST" switch is used to check the system by simu-
lating fire or failure conditions.
Temperature sensors
Detectors monitor the flow of ventilation air in the engine

and the areas where there is a danger of flammable liquid
leakage.
Monitiring unit
FIRE FIRE
FAIL FAIL
Three positions switch

ALARM ALARM
N2
THM
14.2.3. ENGINE FIRE DETECTION SYSTEM OPERATION

( 1 ) NORMAL TEMPERATURE MONITORING UNIT
FIRE Test
FAIL Test
Monitoring unit relay K2 is used for the fire

recording system.
FIRE ALARM FAIL
PP9 N.Shed. PP8N.Shed.

All the detectors are closed → the detectionloop has a law resistance value → the voltage at terminal A is equal to
the voltage at terminal E.
• T1 is blocked → T2 does not conducts → K1 and K2 are in rest position : “ FIRE ” “ ALARM ” lights are
extinguished
• T3 is saturated → K3 is in working position: “ FAIL ” LIGHT IS EXTINGUISHED
MONITORING UNIT
( 2 ) ABNORMAL RISE IN TEMPERATURE
FIRE Test
FAIL Test
FIRE ALARM FAIL

One or more detectors open → detector resistor R is switched into series → the detection loop has a high
resistance value → the voltagedrops at terminal A.
• T1 conduct s → T2 becomes saturated → relays K1 and K2 are in rest position : “ FIRE ” LIGHT ILLUMINATES
AND “ ALARM ” LIGHT FLASHES. Resistors R1 – R2 and capacitor C1 delay the illumination of the warning
lights. This time-delay prevents untimely warnings in the event of vibrations causing rapid opening and closing of
the detector contacts.
• T3 is saturated → K3 is in working position : “ FAIL ” LIGHT IS EXTINGUISHED.
N2
THM
14.2.3. ENGINE FIRE DETECTION SYSTEM OPERATION

( 3 ) OPEN IN FIRE DETECTION CIRCUIT OR LOSS OF MONITORING UNIT POWER SUPPLY
MONITORING UNIT
FIRE Test
FAIL Test
FIRE ALARM FAIL
HYPOTHESIS : Open in a detection loop wire (also the case in the evnet of a monitoring unit power supply failure).
• T1 not biased is blocked → Κ1 is de-energized: "FAIL" WARNING LIGHT ILLUMINATES.
• T3 is not polarized ut blocked → K3 are in rest position
( 4 ) TESTING THE FIRE DETECTION SYSTEM
FIRE
• “TEST” SWITCH SET TO “FIRE” FIRE Test
A resistor R3 is inserted in the detector
loop giving a resistance value equivalent
to that of an "open" detector : THE
“ FIRE ” LIGHT ILLUMINATES (together FAIL Test
FAIL
with the alarm light). "TEST" SWITCH
FIRE FIRE Test
• “TEST” SWITCH SET TO "FAILURE"

This creates a break in the detection loop:
THE "FAILURE" LIGHT ILLUMINATES. FAIL Test
FAIL
N2
THM
14.3- ENGINE FIRE EXTINGUISHING SYSTEM

14.3.1. FIRE EXTINGUISHING SYSTEM COMPONENTS EXT. RH
RH extinguisher
The fire extinguishing system includes two
extinguishers, their delivery lines complete with diffuser RH
nozzles in each engine bay, a discrimating fire ENGINE Percussion
extinguisher percussion circuit and an extinguisher pres- control
sure monitoring circuit. The extinguishers are charged LH
with freon. According to the pilot's control, both may dis- ENGINE
charge in either of the engine bays (direct or crossfeed LH extinguisher
delivery).
EXT. LH
( 1 ) EXTINGUISHERS AND DELIVERY SYSTEMS
1- RH extinguisher
2- Charging apparatus complete with an overpressure
safey disk
3- LH extinguisher
4- Double check valves
5- Pressure gauge (Freon pressure) complete with
pressure switch NOTE
6- Pyrothechnic cartridge percussion head (2 per bottle) Fire extinguishing system lines colour cade :
7- Delivery line Blue for the RH engine
8- Freon diffuser nozzle Yellow for the LH engine
Extinguisher characteristics
EXT. LH - Tank volume ……….............................….. 1410cm3
- Weight of gas (Freon 13B1)) : ….........……..1,13kg
- Charging pressure :…..........…….…..............42 bar
- Safety disk bursting pressure...........……P > 98 bar
- Pressure switch closure .............…….......P<16 bar
- Pyrotechnic cartridge firing resistance..........0,15W
OPERATING PRINCIPLE
When percussion push-button (B) is depressed the two
Double power resistors R become red hot and fire the pyrotechnic car-
supply (safety) tridge, thus discharging freon into the appropriate engine
bay. When the bottle is empty, the corresponding indicator
light illuminates. This light comes on to advise the pilot
of accidental discharge of the extinguisher (leakage) or
Delivery couplings that the extinguisher has operated corretly subsequent
with the second to controlled percussion.
extinguisher
N2
THM
14.3.1. FIRE EXTINGUISHING SYSTEM COMPONENTS

( 2 ) CONTROLS AND INDICATORS
LH ENGINE BAY FIRE RH ENGINE BAY FIRE

EXTINGUISHING EXTINGUISHING
PUSHBUTTONS PUSHBUTTONS
1st firing on LH side: 1st firing on RH side:

discharge LH extinguisher into discharge RH extinguisher
LH engine bay. into RH engine bay.
2nd firing: discharge RH

extinguisher into LH engine 2nd firing: discharge LH
bay extinguisher into RH engine
bay
14.3.2. ENGINE FIRE EXTINGUISHING SYSTEM OPERATION

EXAMPLE ILLUSTRATED : LH engine on fire. After firing the LH extinguisher (1st. firing) the fire persists and the
pilot carries out the second firing operation.
PP7
LH ENGINE RH ENGINE
PP9.NShed.
Indicator light
illuminates
during
extinguisher
PP8.NShed. discharge.
EXT.LH EXT.RH
Resistors which limit the

current in the event of a
short circuit after firing
(wiring protection).
LH Engine bay RH Engine bay
N2
THM
14.4- CARGO HOLD TEMPERATURE MONITORING SYSTEM

A fire detection system which includes 3 bimetallic strip
sensors set at 160°C and a heating system P2 leakage
detection circuit which includes 2 sensors set at 110°C
monitor the temperature in the cargo hold. When the fire
detector opens, the “ CARGO FIRE ” indicating light
illuminates. When the P2 leakage detector opens, the
“ O/HEAT ” indicating light illuminates..
O/HEAT CARGO F
P2 system
2
at P2 system
Tee union
1 - Fire detectors set to 160°C

2 - P2 leakage detectors set to 110°C
3 - Test pushbutton
4 - Fire detection monitoring relay
5 - P2 leakage detection monitoring relay
Relays 4 and 5 are located under cockpit floor..
OPERATING PRINCIPLE
A leakage in the P2 system.

The temperature at one of the
detectors exceeds 110°C. The
detector opens monitoring relay (4) is
de-energized: THE INDICATOR
LIGHT ILLUMINATES.
The correct operation of the installa-
tion may be checked by depressing
pushbutton (3), which simulates the
opening of a detector. Towards
servo
indicator light
N2
THM
HEATING - VENTILATION
15.1 - Ventilation system 15.3 - Aft cargo compartment ventilation system
15.2 - Heating and demisting system
15.1 - VENTILATION SYSTEM

15.1.1. DESCRIPTION 15.1.2. OPERATION
• Pilots ventilation is ensured by two adjustable nozzles The distribution flap (1) is operated by a lever (2) located
located under the instrument panel. on the overhead panel :
A scoop located under the windshield supply the ventila- - Backward : outside air supplied to the two adjustable
tion unit with outside air. The ventilation unit is fitted with nozzles under the instrument panel.
a drainage system, a two-position distribution flap and - Forward : outside air supplied to the two adjustable
an electric fan. nozzles and to the windshield demisting diffusers.
• Passenger ventilation is ensured
through passengers doors by PNL CPLT O.HEAD CONSOLE PNL PLT
"NACA" connectors on the outside 2

RWR SAND FILT LIGHTING CAB. LT NOTICES
and "GRIMES" adjustable nozzles

OFF OFF OFF OFF
OFF
O
N
ON RST ON ON
ON
on the inside. AIR COND

OFF
F
A
CARGO FAN
OFF
CAB. FAN
OFF
ANTICOL
OFF
POS LTS
OFF
COOL ON ON ON ON
ICE DIMISTING HOT MIKE

OFF OFF OFF
TEST
ON
ON ON 3
Ventilation unit
Windshield demisting diffuser 4
to demisting
outside
diffusers
air
1
15.1.3. ELECTRIC FAN CONTROL
A control switch (3) located on panel 12α is used to switch
on and off the electric fan (4) to ensure ventilation in the Water drain line to ventilation outlets
cabin during hovering.
THM
15.2 - HEATING AND DEMISTING SYSTEM
A mixture of hot air (P2) taken from the engines (ENG 1 The flow rate of the air discharged via heating outlet noz-
- ENG 2) at the centrifugal compressor outlet and out- zles (12) may be adjusted by flap (11) which is control-
side air drawn in via two induction nozzles (9), under the led by lever (13) - 1 lever on pilot’s side and 1 on copi-
cabin floor, is delivered into the cabin via : lot’s side.
- 4 heating outlet nozzles (12)
- 2 windshield demisting diffusers (14)
- 2 lower transparent side panel demisting diffus-
ers (15) HEATING EFFICIENCY: When the outside air tempera-
ture is -20 C and the P2 gas temperature is 220 °C (ob-
The P2 flowrate is controlled by a valve (3) from lever (2)
tained at cruising power), the temperature at the heating
via a flexible ball control.
outlet nozzles reaches 35 °C, which gives a cabin tem-
perature of 15 °C.
2
1
15
14
Acceleration of P2 flow
caused by a negative
pressure which draws
outside air
10
8
11
12
13
1 - Ventilation flap control lever. When lever is 9 - Induction nozzle drawing outside air under the
against front stop, cool air is discharged into the cabin floor
windshield demisting diffusers - Cable control. 10 - Insulated large diameter delivery line (under
2 - Heating valve control lever. Lever in forward cabin floor)
position : valve open. Flexible ball control. 11 - Heating outlet nozzles on cabin floor, 2 on RH
3 - P2 pick-off on engine. Restrictor union limiting side, 2 on LH side.
P2 flow rate to 60 g/sec. 12 - Flow rate adjustment flap control lever - 1 on
4 - Hoses (stainless steel). pilot’s side and 1 on copilot’s side – 2 flaps
5 - Double check valve isolating engines from each connected by cable. When lever is pulled out:
other. flaps open.
6 - P2 valve. 13 - Transparent side panel demisting diffuser.
7 - Rigid pipe in cargo hold (light alloy) 14 - Ventilation unit (ram air scoop)
8 - Injector increasing P2 air velocity. 15 - Windshield demisting diffuser.
THM
15.3 - AFT CARGO COMPARTMENT VENTILATION SYSTEM

15.3.1. DESCRIPTION 15.3.2. OPERATION
The cargo compartment ventilation is carried out from a The outside cool air bled through scoop is distributed in
forced ventilation system. It includes : the cargo compartment.
- a scoop located on cargo compartment door When the temperature is higher than 40 °C, one of the
- an electric fan, thermal switch located near the electric compartment
energizes the electric fan, if control switch is set to "ON".
- a control switch located on the overhead panel,
Warm air is discharged in the LH landing gear well.
- a automatic control system allowing fan to blow out warm
If temperature is higher 70°C, "CARGO FAN" indicating
air when temperature inside cargo compartment reaches
light illuminates on warning panel 7α.
40°C,
As soon as temperature comes down, "CARGO FAN"
- a "CARGO FAN" indicator light
indicating ligh goes off and below 40°C, the electric fan
stops.
Note : in case of significant rise of temperature in cargo

compartment (110°C approx.), the ventilation circuit is
cut off via "cargo compartment overheat" thermal switch
(Refer to chapter 14.4).
Cargo fan CARGO FAN

control switch
15.1.3. SIMPLIFIED ELECTRIC CIRCUIT
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 15.3 /4
THM
15.3 - AIR CONDITIONING SYSTEM

The air conditioning unit installed on the aircraft improves HFC134a cooling fluid flows in a closed circuit between
passenger comfort by lowering the temperature and re- the compressor and cooling unit.
ducing the relative humidity. The condenser is cooled by a fan that draws air from the
baggage compartment and discharges it through a duct
The system comprises: on the LH side of the fuselage.
• A compressor mounted on the main gearbox and op- Air circulated inside the cabin by the evaporator fan is
erated by a drive belt from a pulley installed on the tail drawn from the lower portion of the cabin aft bulkhead
rotor drive output pinion shaft. and distributed through overhead outlets after flowing
through the evaporator.
• A cooling unit (condenser-evaporator, fans and elec-
trical equipment) mounted from the ceiling in the aft por- The water vapor that condenses as the cabin air flows
tion of the baggage compartment. through the evaporator is recovered in a pan beneath
the unit and then discharged overboard.
COMPRESSOR
COOLING
UNIT
COOL AIR
DISTRIBUTION
(16 outlets)
CONDENSER AIR
EXHAUST
CABIN AIR
RECYCLING
15.3.1. AIR CONDITIONING SYSTEM PERFORMANCE SPECIFICATIONS

With executive version cabin furnishings, the air condi- Total system weight: ....................................... 57.4 kg
tioning system is designed to maintain the inside air tem- Cooling power rating: .......................................... 6 kW
perature at 30°C when the outside air temperature is Compressor power consumption: .................... 3.7 kW
+40°C.
15.3.2. OPERATING PRINCIPLE
The air conditioner uses the vapor compression thermo- - The vapor → liquid conversion in the condenser releases
dynamic cycle based on changes in the state of the cool- heat to the outside air.
ing fluid. Energy is supplied by vapor compression be- - The liquid → vapor conversion in the evaporator re-
tween two pressure levels by a motor-driven compres- moves heat from the recycled cabin air.
sor. Heat exchange occurs as the fluid changes states : The complete cycle includes various intermediate com-
ponents.
VAPOR
CONDENSER
EVAPORATOR
Compressor
Pressure Cooling of high-

Cooling of reducer pressure vapor by
conditioned air outside air
LIQUID
THM
15.3.3. AIR CONDITIONING SYSTEM COMPONENTS AND FUNCTIONS
2 3
Baggage compartment
Cool air to ventilation air
overhead outlets
P>28 b
P<1.5 b
4
M 5
13
9
Cabin stale EXTERIOR
air exhaust
8 7
6
Recharge
C
Recharge
11 Recharge
10
12
1 Water trap : retains most of the water in the recycled 9 Fan-motor : includes two fans to circulate airflow
cabin air; the water is condensed and drained overboard. through the evaporator and condenser.
2 Evaporator unit : heat exchanger between cabin air 10 Scroll type compressor :
and cooling fluid. Rotation speed: ........... 3000 rpm
3 Condenser unit : heat exchanger between cooling Coolant flow rate: ............. 50 g/s
fluid and outside air, causing cooling fluid to change from
Suction pressure: ............ 1.5 bar
gas to liquid state.
Discharge pressure: ...... 15.2 bar
4 Pressostat monitoring high pressure circuit :
breaks the magnetic clutch power supply circuit if the 11 Regulator : In parallel with the thermal expansion
pressure exceeds 28 bars for more than 20 seconds (see circuit, supplies hot gas to prevent icing of the evapora-
electrical safety devices). tor inlet; the regulator is controlled by the evaporation
pressure.
5 Desiccant filter : traps impurities and water in the cool-
ant fluid stream. 12 Thermostatically controlled valve : reduces the
pressure of the coolant liquid and controls the mass flow
6 Visible level fluid reservoir (0.85 l capacity) : pro-
rate by detecting the vapor temperature at the evapora-
vides a fluid reserve to compensate for minor leakage
tor outlet to prevent liquid from reaching the compres-
and variations in operating conditions (thermal load, out-
sor.
side air temperature).
13 Pressostat monitoring low pressure circuit : same
7 Compressor drive : pulley mounted on MGB tail drive
function as HP pressostat, but for pressure below 1.5
shaft coupling.
bar.
8 Magnetic clutch unit : drives the compressor when
operating prerequisites are met.
THM
15.3.4. AIR CONDITIONING SYSTEM POWER SUPPLY AND PROTECTION DEVICES

BOTH GENERATORS COUPLED
G1 G2
IMPORTANT NOTE
The compressor is mechanically driven : this means

the air conditioner does not begin operating until both
engines have been started (without a ground power Load
shedding
unit). system
Mission selector
FAIL
Controls
AIR
CONDITIONER
Two conditions must be met before the air conditioner will operate:
- both generators must be coupled,
- the hoist, another major power consumer, must not be operating
(i.e. the mission selector must be set to "OFF" or "CARGO".
ONE GENERATOR ISOLATED
G1 G2 G1 G2
Load Load
shedding shedding
system system
Mission selector Mission selector
FAIL FAIL
Controls Controls
AIR AIR
CONDITIONER CONDITIONER
THM
15.3.5. AIR CONDITIONING SYSTEM ELECTRICAL AND CONTROL CIRCUITRY
( 1 ) Component functions
5 6 7
4
7α AIR COND
12 α
12 α LP HP
1 5α 2
C
E O
V N
A D
P E
O N
R. S
E
R
from 15P from 14P
1α
1α
1 - Circuit-breaker panel 5α: power supply to air 24P25P - Starting contactors: must be deenergized
conditioner controls to ground relay in load-shedding unit 838H.
2 - Mission selector 833H -Air conditioning unit comprising :
3 - 3-position control switch : • K1 Relay (2-second energizing time delay)
• OFF : inoperative • K2 Relay (20-second deenergizing time
• VENT : ventilation by fan (7) only delay)
• COOL : air conditioning • R3 Voltage-drop resistor, supplies 14V
4 - System failure warning light (according to power to magnetic clutch (6)
version) • LP Low-pressure switch (opens when
5 - Compressor drive pulley mounted on MGB tail pressure is below 1.5 bar)
rotor drive coupling • HP High-pressure switch (opens when
6 - Compressor driven pulley equipped with pressure exceeds 28 bars)
magnetic clutch • T20s 20-second time delay :
7 - Compressor • enables relay K2 circuit immediately
M - Fan-motor for evaporator-condenser system when energized
1a - Electrical master unit • breaks relay K2 power supply circuit
20 seconds after deenergized
THM
15.3.5. AIR CONDITIONING SYSTEM ELECTRICAL AND CONTROL CIRCUITRY (CONT'D)
( 2 ) Control switch in “VENT” position
12 α
833H
K2 R3
K1
OFF
LP HP
5α
VENT
CARGO T 20 s
COOL
WINCH
OFF
T
2s
PP9
from 15P
from 14P
21H
1α 1α
835H 834H
838H
25P 24P
Both generators are coupled.

Relays 835H and 834H are supplied from the DIV termi-
nals of reverse-current relays 15P and 14P, respectively.
Power contactor 21H is supplied via the VENT position
of the control switch.
All three relays have a common negative lead via the
deenergized position of starting contactors 24P and 25P.
The fan-motor unit (M) is supplied from primary busbar
PP9 and protected by a 130-Amp fuse.
THM
15.3.5. AIR CONDITIONING SYSTEM ELECTRICAL AND CONTROL CIRCUITRY (CONT'D)
( 3 ) Control switch in “COOL” position
12 α
LP HP
5α
130A
from 15P from 14P
1α 1α
Both generators are coupled. ond stage of power contactor 21H and energized relay K2.
Relays 835H and 834H are supplied from the DIV termi- The supply voltage is stepped down to 14V by resistor R3.
nals of reverse-current relays 15P and 14P, respectively. The compressor is running.
Power contactor 21H is supplied via the COOL position of When timer T2s times out, relay K1 is energized and holds
the control switch. timer T20s enabled as long as no pressure-related prob-
lems are detected in the circuit.
All three relays have a common negative lead via the
deenergized position of starting contactors 24P and 25P.
The fan-motor unit (M) is supplied from primary busbar PP9 ( 4 ) Possible causes for illumination of the
and protected by a 130-Amp fuse. “AIR COND” light
At the same time, via the upper stage of the control switch,
the 2-second timer T2s is supplied, preventing energizing • Automatic generator cutout: when reverse-current re-
of relay K1 for 2 seconds. lay 15P or 14P opens, the corresponding relay 835H or
During this time, the “AIR COND” light illuminates (lamp 834H is deenergized, breaking the power supply circuit
test) and the 20-second timer T20s is supplied via the to contactor 21H, which in turn deenergizes relay K2.
deenergized position of K1 and the two closed pressure The compressor magnetic clutch and the fan motor are
switches LP and HP (assuming no pressure-related prob- no longer supplied, and the “AIR COND” light illuminates.
lems). • Abnormal Freon pressure : if either the LP or HP pres-
Energizing of timer T20s immediately energizes relay K2. sure switch opens for more than 20 seconds, relay K2 is
energized, disengaging the magnetic clutch and illumi-
The compressor magnetic clutch is supplied via the sec-
nating the warning light.
THM
15.3.6. AIR CONDITIONING SYSTEM CONTROLS AND INDICATORS
Air conditioning
control switch
15.3.7. AIR CONDITIONING SYSTEM COMPONENT LOCATIONS
COMPRESSOR
MAIN GEARBOX
AIR CONDITIONER
Unit 838H
(cargo bay ceiling)
THM
HEATING - VENTILATION
15.1 - Ventilation system 15.2 - Heating and demisting system
15.1 - VENTILATION SYSTEM

The ventilation air which is collected from outside the
aircraft through a ram air scoop (1) is directed via a
distribution flap (2), controlled by lever (6):
- either towards the cabin ventilation system which
comprises 8 adjustable air outlets (4) (flap position 1)
- or towards the windshield demisting diffusers (3) where
ventilation air is mixed with warm air from the heating
system (see below) (flap position 2).
The air flow can progressively be increased from position
1 to position 2.
1 - Ventilation unit
6
2 - Distribution flap
3 - Windshield demisting diffuser
4 - Adjustable air outlet
5 - Hose
6 - Flap control lever (2)
7 - Drain
towards demisting
diffuser
WATER TRAP
towards
ventilation air
outlets
water
drain
water
NOTE: Overboard evacuation of the water contained in

the water traps and in the ventilation unit is ensured by
a single drain (7).
N2
THM
15.2 - HEATING AND DEMISTING SYSTEM
A mixture of hot air (P2) taken from the engines (ENG 1 The flow rate of the air discharged via heating outlet noz-
- ENG 2) at the centrifugal compressor outlet and out- zles (12) may be adjusted by flap (11) which is control-
side air drawn in via two induction nozzles (9), under the led by lever (13) - 1 lever on pilot’s side and 1 on copi-
cabin floor, is delivered into the cabin via : lot’s side. In order to improve the windshield demisting
- 4 heating outlet nozzles (12) system efficiency the cool air flow rate may be increased
- 2 windshield demisting diffusers (14) by opening the ventilation unit flap (16) and the warm air
- 2 lower transparent side panel demisting diffus- flow rate by closing the heating outlet nozzle flaps (11).
ers (15)
The P2 flowrate is controlled by a valve (3) from lever (2)
via a flexible ball control.
RH delivery system
opposite hand to LH
system
Acceleration of P2 flow
caused by a negative
pressure which draws
outside air
HEATING EFFICIENCY: When the outside air temperature is

-20° C and the P2 gas temperature is 220 °C (obtained at
cruising power), the temperature at the heating outlet nozzles
reaches 35 °C, which gives a cabin temperature of 15 °C.
1 - Ventilation flap control lever. When lever is 10 - Insulated large diameter delivery line (under
against front stop, cool air is discharged into the cabin floor)
windshield demisting diffusers - Cable control. 11 - Heating outlet nozzles flow rate adjustment flap
2 - Heating valve control lever. Lever in forward 12 - Heating outlet nozzles on cabin floor, 2 on RH
position : valve open. Flexible ball control. side, 2 on LH side.
3 - P2 valve 13 - Flap (11) control lever - 1 on pilot’s side and 1
4 - Double check valve isolating engines from each on copilot’s side – 2 flaps connected by cable.
other When lever is pulled out: flaps open.
5 - Hoses 14 - Windshield demisting diffuser.
6 - P2 pick-off on engine. Restrictor union limiting 15 - Transparent side panel demisting diffuser.
P2 flow rate to 60 g/sec 16 - Ventilation control flap
7 - Rigid pipe in cargo hold (light alloy) 17 - Ventilation unit (ram air scoop)
8 - Injector increasing P2 air velocity
9 - Induction nozzle drawing outside air under the
cabin floor
N2
THM
15.2-HEATING AND DEMISTING SYSTEM (Cont.)
1 - P2 valve control lever

2 - P2 valve
3 - P2 pick-offs on engines
4 - Tee union
5 - P2 injector
6 - Induction nozzle
7 - Heating outlet nozzle
8 - Heating outlet nozzle flaps control pull-lever
9 - Side transparent panel demisting diffuser
10 - Windshield demisting diffuser
11 - Ventilation unit
N2
THM
16 - MISCELLANEOUS EQUIPMENT
16.1- WINDSHIELD WIPERS
16.1.1. COMPONENTS OF WINDSHIELD WIPERS INSTALLATION

H Y D . W IN C H
O F F C A R G O S /B H O R IZ
IS O L A T E H O R N
C U T O F F O F F O F F
O N
The wipers improve visibility in rainy conditions by O N R S T
N O R M
sweeping the 2 front windshield panels. The wiper arms F F T R IM F E E L
C O L L C Y C L P IT O T 1 P IT O T 2 P IT O T 3
(4) are driven through a motor (1) by two motion O F F O F F O F F O F F
N
couverters (3) which transform the motor rotational mo- A U T O O N O N O N O N
tion into push-pull movements ("rod/crank" system). O F F

S A N D F IL T . B A R A N
1 V G 2
ID L O F F 1 O F F
F L T O N 1 + 2 O N
R S T 2 R S T
T 2 W /S A N T I IC E
A T C W IP E R S L R
F IR E B A T F . D O F F
F A IL
N O R M S . D O N
N G . 2
1 - Windshield wiper motor

2 - Flexible drive
3 - Motion converter
4 - Windshield wiper arm assembly
5 - Motor control relay
6 - Windshield wiper speed selector
(slow-fast)
7 - Windshield wiper control push-
button
MOTOR CHARACTERISTICS
• permanent magnet excitation motor
• two rotation speed:
fast ....................................... 4500 rpm
slow ...................................... 3400 rpm
• torque ........................................ 30 cm. N
• current absorbed:
fast .................................................. 9A
slow ................................................. 6A
N2
THM
16.1.2. OPERATION OF WINDSHIELD WIPER CONTROL SYSTEM
( 1 ) SLOW SPEED
Relay (1) is energized when pilot (3) or
copilot (2) control push-button is set to
"ON". Its contacts are on "working" posi-
tion. Motor M is supplied to "slow speed"
and is grounded through a work contact
of relay (1). Automatic stopping cam is
inoperative.
Motor (M) driven automatic stopping cam.

("parking" position of wiper arms)
( 2 ) FAST SPEED
If speed selector (4) is set to "Fast" the
speed control relay (5) trips to "working"
position switching over excitation of motor
which is then supplied to "fast speed".
( 3 ) STOPPING OF WINDSHIELD
WIPERS
When control push-button is brought back to
"OFF", general control relay (1) comes to rest
position but motor is still energized until
stopping cam cuts off its negative supply which
is replaced by a positive counter -voltage: the
motor stops.
Note: it is recommended to stop wipers
mechanism on "slow speed" as it prevents the
cam from going beyond the stop position (by
inertia).
N2
THM
17 - LIGHTING AND INDICATING SYSTEM

17.1 - Instrument Lighting 17.5 - Position Lights
17.2 - Pilot’s and Copilot’s Lighting 17.6 - Anti-Collision Light
17.3 - Cabin Lighting 17.7 - Retractable Landing Light
17.4 - Baggage compartment Lighting 17.8 - Indicating System
17.1 - INSTRUMENT LIGHTING

ILLUMINATED AREAS
17.1.1 - AREAS AND INSTRUMENTS
ILLUMINATED
Air conditioning panel
All the panels and instruments on the
instrument panel, the control units and OAT indicator
panels on the console, the primary cir-
cuit breaker panels (4= and 5=), the Overhead panel
outside air temperature indicator, the
stand-by compass, the overhead panel Stand-by compass
and the air conditioning panel are illu-
Instruments on the
minated. All the instruments on instru- instrument panel
ment panel have built-in lighting and the
control panels and units are provided
Control units and
with edge lighting. panels on the console
Primary circuit breaker

panels (4= – 5=)
17.1.2 - INSTRUMENT LIGHTING CIRCUIT

Each illuminated instrument and equip- T
ment item is provided with two power
supplies which are ensured by two
separate, opposite hand circuits
(LIGHTING 1 and LIGHTING 2). Both
lighting circuits may be de-energized
using switch 45L, without modifying the PP9.SHED. PP8 N.SHED.
initial lighting settings obtained with the
following potentiometers :
Brightness
- 2 two-stage potentiometers (31L-32L) adjustment
- 2 concentric potentiometers (46L) 45L
LIGHTING 1 LIGHTING 2
The potentiometers modify the basic
voltage of a transistor T, hence the cur-
rent flow through the transistor; this cur- 32L1 32L2
rent is the one which supplies the light-
ing system bulbs. The instrument panel Copilot instrument
T T panel lighting
lighting circuits pass through brightness
adjustment cards which include a 31L1 31L2
potentiometer for each light bulb, which
means that the lighting for each instru- Pilot instrument
ment can be adjusted separately; ba- T T panel lighting
sic adjustment set once and for all.
46L2
46L1
Lighting, for:
• Overhead panel 12 =
31L-32L Two-stage potentiometer. • OAT indicator
45L - Lighting switch T T • Stand-by compass
46L - 2 two-stage concentric • Air conditioning panel
46L3 46L4
potentiometers
T - Power transistor Lighting for:
• Radio console
* Brightness adjustment card T T • Circuit breaker panel
SB
THM
17.1.3 - INSTRUMENT LIGHTING CONTROLS

32L 46L 45L 31L
SB
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32L 46L 45L
SB
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SB
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45L
SB
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12L
SB
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SB
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LAND LT
SB
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SB
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SB
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SB
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18 – INTRUMENTS
18.1 - Air data system and instruments 18.2.2 - Instrument panel
18.1.1 - Principle 18.2.3 - Controls on console
18.1.2 - Air data system components 18.2.4 - Overhead controls
18.1.3 - Pitot heating 18.2.5 - Control on cyclic pitch sticks and collective pitch
18.2 - Controls and indicators lever
18.2.1 - Control and indication units
18.1 - AIR DATA SYSTEM AND INSTRUMENTS

18.1.1. PRINCIPLE AIRSPEED VERTICAL SPEED
INDICATOR ALTIMETER INDICATOR
The air data system instruments indicate: 0
- the helicopter's altitude on the ALTIMETER
- the helicopter's speed relative to the air on the
PS PS PS1
AIRSPEED INDICATOR
- the helicopter's rate of climb or descent on the PS
Partial
PT
VERTICAL SPEED INDICATOR vacuum
The operating principles of these instruments are

illustrated in the figure opposite.
Capillary tube
- the airspeed indicator measures the dynamic Pitot head
pressure of the air PD = PT - PS
- the altimeter measures the static pressure PS Static pressure port
- the vertical speed indicator measures the pres- PT : Total pressure
sure difference PS - PS1, a function of the heli- PS : Static pressure
copter's rate of climb or descent. PS1 : Static pressure with lag induced by capillary tube
18.1.2. AIR DATA SYSTEM COMPONENTS
"PILOT" SYSTEM
air
cabine
(PS)
"COPILOT" SYSTEM
1 -Pitot head 6 -Pilot's standby static valve

2 -Drains (for condensation) 7 -Static pressure port
3 -Vertical speed indicator 8 -AP air data system
4 -Airspeed indicator 9 -Flight coupler air data system
5 -Altimeter
N2
THM
18.1.2. AIR DATA SYSTEM COMPONENTS (Cont.)
The emergency valve (3)on the "Pilot" static

system enables the static pressure in the
cabin to be used if the normal static circuit is
blocked or leaks.
Bleed valves
1 - RH static ports. 4 - Pitot head with integral heater

2 - LH static ports. 5 - Airspeed indicator
3 - "Pitot static" emergency valve (held to 6 - Altimeter
normal by a safety wire) 7 - Vertical speed indicator
N2
THM
18.1.3 - PITOT HEATING
The protruding pitot tubes are hilghly suscep-

PP9 Del. PP8 N.Del
tible to icing. To prevent any risk of icing which
would cause immediate loss of airspeed in-
formation, the Pitot heads are equipped with
a heating resistor.
A warning light illuminates to indicate a
resistor power supply fault.
EXPLANATION OF DIAGRAM :
- "COPILOTE" PITOT : power is being
Coupure
supplied to the heating element (3.1), the accidentelle
monitoring relay (2.1) is on work position and de la ligne
the warning light is off.
- "PILOTE" PITOT : failure of power supply
to heating element; relay (2.2) switches to rest
position and the warning light comes on.
"COPILOTE" pitot "PILOTE" pitot
1.1 - "PITOT 1 HTG" switch

1.2 - "PITOT 2 HTG" switch
2.1 - 2.2 - Monitoring relays
3.1 - 3.2 - Heating elements
N2
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18.2 - CONTROLS AND INDICATORS

18.2.1. CONTROL AND INDICATION UNITS
1 - Control lever unit (mechanical controls)

2 - Overhead panel - electrical controls
3 - Instrument panel
4 - Cyclic stick grip
5 - Collective stick grip
6 - Console... 2 separate instruments
7- Stanb-by magnetic compass
8- Outside air temperature indicator... and cir-
cuits panels:
4α (Busbars 4α A - 4α B.C - 4α D.E - 4α F)
5α (AC voltages + 28 VDB - 5α G.H - 5α J)
.....and the lower power supply units
36α Low power circuits
37α Safety and navigation systems
18.2.2. INSTRUMENT PANEL 8α

Definition of "typical" panel.
This panel may vary with the version (VFR, IFR) and
customization.
1 - Turn and bank indicator (VFR) Stanb-by
horizon (IFR)
2 - Triple indicator NR - NF1 - NF2
3 - Airspeed indicator
4 - Flight director horizon
5 - Altimeter
6 - Vertical speed indicator
7- Radio altimeter
8- RMI
9- HSI
10- Clock
11- Torquemeter
12- ENG 2 NG indicator
13- ENG 1 NG indicator
14- Fuel contents indicator
15- 14 data indicator 9α
16- NR indicator
17- Supplementary tank fuel contents
indicator
18- DME
19- Marker
20- NAV selector unit
29- Autopilot galvanometer
21- Coupler
30- Fire warning and extinguishing (Engine 2)
22- Flowmeter 31- "Power loss" warning light (Engines 1 and 2)
23- Radar 32- "L/G not locked down warning light
24- Electric control panel 6α 33- Coupler repeater lights
25- "LIMIT light 34- Emergency flotation gear controls and indicators
26- Flashing "ALARM" light 35- Landing gear retraction/extension controls and
27- Fire warning and extinguishing (Engine 1) indicators
28- Caution advisoru panel 7α 36- Hour meter
N2
THM
18.2.2. INSTRUMENT PANEL 8α (Cont.)
CAUTION - ADVISORY PANEL

1 2 3
1 - Blue lights - One red light on: common ALARM light flashes
2 - Amber lights - The ALARM light goes out if pressed, and is
3 - Red lights thus available to indicate another failure.
14 DATA INDICATOR
T4 temperature - engines 1 and 2
Oil temperature - engines 1 and 2
Oil pressure - engines 1 and 2
Fuel pressure - pumps 1 and 2
Hydraulic pressure - systems 1 and 2
MGB oil pressure and temperature
Voltmeter and Ammeter
ELECTRICAL CONTROL PANEL 6α
1 - Static inverters 1 and 2 control

2 - Generator 1 and 2 control
3 - Master switch
4 - Auxiliary hydraulic switch
5 - Auxiliary hydraulic test
6 - Emergency hydraulic pump control
7- "Servocontrol seizure" and "cargo temperature
detection" indicating system test
8 - Load shedding control for busbars 1 and 2
9 - Battery contactors 1 and 2 control
10 - Voltmeter and ammeter selector
11 - Emergency generators resetting
N2
THM
18.2.3. CONTROLS ON CONSOLE

FUEL MANAGEMENT PANEL
3Q
GROUP 1 GROUP 2
"Radio" controls Parking

brake
1 - Transfer indicator light

2 - Transfer pump control
3 - Booster pumps control
4 - Fuel jettison control (optional)
5 - Additional tank transfer control (optional)
18.2.4. OVERHEAD CONTROLS

CONTROL QUADRANT
1 - Control quadrant
2 - Engine 2 fuel shut-off cock lever
3 - Engine 2 starting push-button
4 - Engine 2 fuel flow lever
5 - Rotor brake lever
6 - Engine 1 fuel flow lever
7 - Engine 1 fuel shut-off cock lever
8 - Engine 1 starting push-button
9 - Heating system P2 valve lever
10 - Cabin ventilation flap lever
N2
THM
18.2.4. OVERHEAD CONTROLS (Cont.)

ELECTRICAL CONTROL PANEL
1 - Copilot instrument panel lighting rheostat 16 - Transponder switch (option)

2 - Lighting switch for 1, 3 and 4 17 - Engine 2 cranking push-button
3 - Overhead panel and console lighting rheostat 18 - Engine 1 cranking push-button
4 - Pilot's instrument panel lighting rheostat 19 - Pilot's windshield deicing switch
5 - Cabin lighting switch 20 - Copilot's windshield deicing switch
6 - Ordinances light switch 21 - Air data module selection
7 - Emergency static Pressure valve 22 - Emergency locator beacon
8 - Tail servocontrol hydraulics cut-off switch 23 - Position light switch
9 - Windshield wiper speed selector 24 - Footstep control
10 - Hoist-sling mission selector 25 - "Passenger conference" switch
11 - Load engaging 26 - Anti-collision light switch
12 - Stand-by horizon switch with indicator light 27 - Demisting switch
(option) 28 - Anti-icing switch
13 - PITOT 1 heating system switch 29 - Emergency lighting switch
14 - PITOT 2 heating system switch 30 - Storm light switch
15 - Aural alarm switch
18.2.5. CONTROLS ON CYCLIC PITCH STICKS AND COLLECTIVE PITCH LEVERS
CYCLIC STICK GRIP
1 - External load jettison control

2 - Autopilot cut-off control (according to version)
3 - Radio push-to-talk switch
4 - Autopilot artificial loads release
5 - Coupler disconnection control (linked with the autopilot)
6 - Autopilot trim and speed trim
7 - Autopilot speed hold disengagement or engagement D: spare control
N2
THM
18.2.5. CONTROLS ON CYCLIC PITCH STICKS AND COLLECTIVE PITCH LEVERS (Cont.)
COLLECTIVE PITCH LEVER GRIP
D: control not used
1 - Hoist cable shear control

2 - Landing light "ON -OFF" control
3 - Landing light "extension/retraction control
4 - "Rotor Rpm" trim control
5 - Go-around control - linked with the autopilot
6 - Emergency flotation gera inflation control
7 - Windshield wiper control
N2
THM
18 – INTRUMENTS
18.1 - Air data system and instruments 18.2.2 - Instrument panel
18.1.1 - Principle 18.2.3 - Controls on console
18.1.2 - Air data system components 18.2.4 - Overhead controls
18.1.3 - Pitot heating 18.2.5 - Control on cyclic pitch sticks and collective pitch
18.2 - Controls and indicators lever
18.2.1 - Control and indication units
18.1.2BIS. AIR DATA SYSTEM COMPONENTS

4
2
PILOT SYSTEM
3 5
Total pressure 1
6 7
pilot's system
2 2
1
3rd total pressure 9
system
2
1 3
Total pressure 7
copilot's system 5
2 COPILOT SYSTEM
2
4
1 - Pitot head 6 - Pilot's standby static valve

2 - Drains (for condensation) 7 - Static pressure port
3 - Vertical speed indicator 8 - AP air data system
4 - Airspeed indicator 9 - Flight coupler air data system
5 - Altimeter
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18.1.3BIS - PITOT HEATING

PP8
The projecting pitot tubes are highly susceptible PP9 N. shed. N. shed.
to icing. To prevent any risk of icing which would
cause immediate loss of airspeed information,
the Pitot heads are equipped with a heating re-
sistor.
A warning light illuminates to indicate a resistor
power supply fault.
1 1 1
EXPLANATION OF CIRCUIT DIAGRAM

Power is being supplied to the heating elements PITOT 3 PITOT 1 PITOT 2
(3.1 and 3.3). The monitoring relays (2.1 and 2.3)
are energized and the warning lights are off.
2.3 2.1 2.2
Failure of power supply to heating element (3.2),
relay (2.2) is de-energized and PITOT 2 light is
illuminated.
Note the redundant power supply to the pilot's 3.3 3.1 Line continuity 3.2
Pitot heating resistor. fault
COUPLER COPILOT'S PILOT'S

PITOT HEAD PITOT HEAD PITOT HEAD
COMPONENT LOCATION
PITOT 1 PITOT 2
PITOT 3 Airspeed
indicator 1 - Total pressure heads
Alticoder 2 - Stand-by static pressure valve
3 - Static ports
Note : the stand-by static pressure valve on the

pilot static system enables the static pressure in
Vertical speed the cabin to be use if the normal static circuit is
indicator blocked or leaks.
Altimeter Airspeed
Vertical speed indicator
indicator
THM
19
AUTOMATIC FLIGHT CONTROL SYSTEM
– NOTE –
The automatic flight control system is covered in detail by a separate
Instruction Manual for autopilot specialists. The description here is
intended for non specialists, and is limited to an identification of the system
components to allow them to be recognized on the aircraft.
19.1 - General introduction
19.2 - AFCS components in the flight control linkage
19.3 - AFCS sensors and processors
19.4 - AFCS controls and instruments
N2
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N2
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19.1- GENERAL INTRODUCTION

The automatic flight control system is designed to re- AFCS Principles.
place the human pilot in controlling the aircraft on the 3
flight control axes (pitch, roll and yaw). The AFCS transmits electrical signals to electric control
actuators series mounted in the flight control linkage. The
It ensures the following primary functions according to
yaw control series actuator is driven directly by the AFCS
pilot - selected reference values:
computer, while the pitch and the roll control series
- attitude and heading hold actuators are driven via actuator amplifier unit.
- altitude hold The system also includes electric trim actuators mounted
- airspeed hold in parallel in the control linkage and connected to the
- coordinated turns (no sideslip). AFCS computer. They are used to shift the flight control
When coupled to certain radionavigation systems it anchoring points (cyclic stick and yaw pedals) to enhance
permits automatic capture and tracking of radio guidance the action of the series actuators. The trim actuators
beacons. operate only above a certain AFCS deviation threshold.
The AFCS includes fly-through control provisions that
allow the pilot to resume flight control and override the
system.
MAIN ROTOR
AUTOMATIC FLIGHT CONTROL SYSTEM SERVOCONTROLS
Control
unit
Sensors Computer
PITCH ACT.
LH ROLL A
RH ROLL A
Coupled
radionavigation Coupleur
Actuator
systems amplifier
unit
TRIM TRIM
AFCS "FEEDBACK LOOP" PRINCIPLE.
The aircraft deviates

from its theoretical
position TRIM
YAW ACT.
The control channel is
actuated to cancel the
deviation TAIL ROTOR
SERVOCONTROL
NOTE: The“ SFIM ” AFCS type 155D includes 2

SERVO
Sensor
control lanes (one lane still operates if the other
CONTROL fails).
Electric Deviation The sensor measures the deviation direction, amplitude and rate,
command signal and outputs a deviation signal. Sensors include: gyroscope (attitude
signal
deviation), compass (heading deviation), air data module (altitude
or airspeed deviation).
COMPUTER The computer processes the deviation signal and generates an
electric flight control signal.
N2
THM
19.2- AFCS COMPONENTS IN THE FLIGHT CONTROL LINKAGE
CYCLIC channels
Cyclic stick balance

weight
Collective lever position

transmitter
Friction lock deleted

(protective boot)
RH ROLL control Additional friction

(series)actuator stabilizer
for TRIM
actuator
TRIM
actuator
Additional friction
stabilizer
PITCH control
(series) actuator
TRIM actuator with

LH ROLL control
anchoring device
(series) actuator
N2
THM
19.2- AFCS COMPONENTS IN THE FLIGHT CONTROL LINKAGE (CONT.)

YAW channel YAW control
(series) actuator
Microswitch link
YAW pedal
friction
TRIM actuator
YAW pedal position

transmitter
19.3- AFCS SENSORS AND PROCESSORS

Air data module
(BARAN)
Flux valve
(2nd is optional)
Coupler computer
Lateral accelerometer
Gyromagnetic compass Control series actuator

(2nd is optional) amplifier unit
N2
THM
19.4- AFCS CONTROLS AND INSTRUMENTS
Force TRIM
switch
Control actuator position

indicating galvanometers ANNUNCIATOR LIGHTS
(repeated on copilot's
instrument panel).
AIRSPEED
SELECTOR
indicator
VERTICAL SPEED
SELECTOR
indicator
COUPLER CONTROL
UNIT
RADIO-
AFCS CONTROL UNIT ALTIMETER
indicator
HORIZONTAL SITUATION
FLIGHT DIRECTOR ADI indicator
Pilot's ADI lane 2 Pilot's indicator : lane 2
Copilot's ADI lane1 Copilot's indicator (optional)
N2
THM
19.4- AFCS CONTROLS AND INSTRUMENTS (CONT.)
Channel symbol
Pushbutton "IN/OUT"
indicator
Illuminated when channel

is engaged
Illuminates on
malfunction
AFCS CONTROL UNIT
Function engagement and system self-test routine
CYCLIC STICK GRIP
A/S hold engagement

and disengagement
4 way BEEP TRIM

switch
Stick TRIM release
Coupler
disengagement
COUPLER CONTROL UNIT
Engagement of higher order modes
COLLECTIVE PITCH LEVER GRIP
Illuminates GO-AROUND
when mode Illuminates on capture of engagement and
is enabled guidance beam disengagement
but not
active
N2
THM
20.1 - "AIR EQUIPEMENT" HOIST
20.1.1. GENERAL
The externaly mounted hoist installation is designed
for raising or lowering people or loads while the air-
craft is hovering.
The hoist operator controls the unit from a mobile
control grip in the aft RH portion of the cabin.
Safety provisions, described later, allow the sus-
pended load to be jettisoned in an emergency.
20.1.2. SYSTEM COMPONENETS AND SPECIFICATIONS
10
1 -Jib
2 -Strut
3 -Electrical supply
4 -Hook
5 -Hoist operator's control
6 -Hoist operator's safety belt
7 -Hand-post
8 -Low-speed push-button
9 -Aerodynamic fairing
10 -Manual cable cutter
• Rated load capacity ......................................... 272 Kg (600 lb)
• Useful cable length .............................................. 90 m (295 ft)
• Hoist up/down speed .............. 0 - 0.75 m/sec. (0 - 150 ft/min.)
THM
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INSTRUCTION MANUAL

THIS MANUAL IS FOR

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

1.1 - Introduction to the DAUPHIN 1.3 - Aircraft Operating Documents

1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2

MAIN STRUCTURAL ASSEMBLIES

TAIL BOOM Baggage Sliding Cabin Pilot's

TAIL STRUCTURE BODY STRUCTURE LOWER STRUCTURE

STANDARD VERSION UTILITY VERSION

1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2

COCKPIT: CONTROLS AND INSTRUMENTS

CONTROL QUADRANT ELECTRICAL CONTROLS

1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2(Cont.)

M.G.B. M.G.B.. M.G.B.-to-Engine

MAIN GEAR BOX AND ROTOR SHAFT MAIN ROTOR

4 composite material blades (fibreglass, carbon....)

1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2(Cont.)

The aircraft is equipped with dual con-

NOSE LANDING GEAR

HYDRAULIC POWER GENERATING SYSTEMS

Two hydraulic reservoirs (forward of M.G.B.) 1 2 3

MAIN SERVO UNIT

4 MAIN SERVO UNIT

L/G L/G TAIL SERVO UNIT

EMERGENCY AUXILIARY LH MAIN RH MAIN

1.1 INTRODUCTION TO THE DAUPHIN AS 365 N2 (Cont.)

ELECTRIC POWER GENERATING SYSTEM

DC POWER GENERATING SYSTEM (28V)

AC POWER GENERATING SYSTEM (115V/400HZ)

1.2- MAIN DIMENSIONS AND WEIGHTS

• MAXIMUM PERMISSIBLE WEIGHT 4200 Kg

• MINIMUM PERMISSIBLE WEIGHT 2430 Kg

1.3 - AIRCRAFT OPERATING DOCUMENTS

AIRCRAFT ENGINE EQUIPMENT ITEMS

1.4. AIRCRAFT OPERATING DOCUMENTS

1.4.2. ENGINE DOCUMENTS 1.4.3. EQUIPMENT ITEMS DOCUMENTS

2.1 - General 2.4 - Access Doors

2.1.1 DESCRIPTION OF STRUCTURE SUB-ASSEMBLIES

CANOPY AND DOORS

• Welded framework (light alloy tubes)

• 4 cabin access doors (2 on LH side, 2 on RH side)

• High strenght composite material fenestron fin.

2.1.1 STRUCTURE SUB-ASSEMBLY

• Metal honeycomb cabin and bag-

Cabin floor Baggage hold floor

COWLINGS AND FAIRINGS

• All cowlings and fairings are

USABLE SURFACE AREAS AND VOLUMES

2.2 - STRUCTURE OUTSTANDING FEATURES

2.2.1.THE STATIONS AND MAIN FRAMES

The aircraft references are determined by three planes X,

THE STRONG FRAMES

• 9° frame at station 3205

THE JONCTION FRAME