EUROCOPTER-FRANCE

Edition du : Issue Dated : 05/02/2008

SITUATION DES REVISIONS DU MANUEl DE VOl

330Sm FLIGHT MANUAL

330Sm

REVISIONS STA TUS

This manual must contain the normal revision ( RN ) and rush revisions ( RR ) listed under the relevant issue (EDIT).

1 VOLUME
PARTIE REGLEMENTAIRE PRESCRIBED SECTION a
SECT.
EDIT

PARTIE REGLEMENTAIRE PRESCRIBED SECTION

1i4

RN2

DATE
07-35 07-35 R R

a
SECT. a

RR3A

SLFSUP3 WB // 11A SUP6 Ed.1 LS MC SUP FES SUPS Ed.1 SUP4PL

RN.O caurs RN.O 02-38 RN.O RN.O RN.O A RN.O 02-38 I 02-38EnRN.ORN. RN.O DATE APPENDIXA,O,17 EDIT. J ANNEXE RN.O RN.O D11

Pending

II

---------

Ed.1

SR330Sm MILlTAIRE

FLIGHT MANUAL

REVISION 5*RR* 4*RR* 1*RR* 1*RC* 2*RR* 8*RR* 2.1 5*RC* 4*RC* 0.0.P3 0.0.P4 Section 3.2 Pages Return the the of the(added - the page of Effective revision. chapter -filed (apart from the manual).in the List of Contents and Check List of amendedin pages card. be section are those specified each main list affected points pages pages. may 2.2 3.2 - This that acknowledgement or modified), 3.2 PUBLICATION CONCERNED: 330 Srn FLIGHT MANUAL DESCRIPTION OF THE REVISION outline of the revision is given below:

DATE - CODE:

107-451

Page

1/1

SA 330 Sm
FLIGHT MANUAL

REGISTRATION

N:

SERIAL

IMPORTANT

NOTE

The

practical

value

of this manual effectivity

depends

entirely

upon

its being

correctly is given in the

updated.

The manual's

at the time of the

latest

revision

list of effective

pages.

*
This manual EUROCOPTER. covers the helicopters delivered by AEROSPATIALE and those delivered by

All updates provided AEROSPATIALE.

by EUROCOPTER

follow

the same procedures

as those

used

by

THIS

DOCUMENT

IS

TO

BE

CARRIED

IN

AIRCRAFT

AT

ALL

TIMES

EUROCOPTER Etablissement Direction Technique Support

de Marignane - 13725 Marignane

Cedex

. France

330Sm 02-38

0.1
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FLIGHT MANUAL
CONDITIONAL REVISIONS (RC)

This manual assigned to the helicopter mentionned on the title page, contains the following pink pages except those cancelled when the conditions are complied with.

CAUTION IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED. N MOD 40727198 07-45 3.2 5 SECTIONPAGE before conditions is met: DATE Applicable

330 Srn

O.O.P3
07-45 Page 1

FLIGHT MANUAL
CONDITIONAL REVISIONS (RC)

This manual assigned to the helicopter mentionned on the title page, contains the following pink pages except those cancelled when the conditions are complied with.

CAUTION IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY INFORMATION CONCERNED BELOW, THE READER WILL HAVE TO CHANGE THE NUMBER OF THE PINK PAGE BY HAND, SO THAT THE INFORMATION REMAINS IN ACCORDANCE WITH THE PARAGRAPH CONCERNED. SECTION PAGE DATE

Applicable before conditions is met:

330 Srn 02-38

O.O.P3
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COMPOSITION OF RUSH REVISIONS (RR) This manual contains the following additional yellow page(s) : DATEDATE07-45 4 07-45 PAGE SECTION 8 0.0.P4 2 SECTION5 1PAGE N CODE

330 Srn

O.O.P4
07-45
Page 1

FLIGHT MANUAL
COMPOSITION OF RUSH REVISIONS (RR) This manual contains the following additional yellow page(s) : N N SECTION SECTION PAGE DATEPAGE CODE-

330Sm 02-38

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FLIGHT MANUAL

RECORD OF REVISIONS

INCORPORATED REVISION dateN date by sig. INCORPORATED REVISION bysig.

330 Srn 02-38

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FLIGHT

MANUAL

LIST OF EFFECTIVE PAGES (1) Page reV1Slon code - R Revised. to be replaced - N : New. to be inserted 7 3 2.3 07-35 5 11 12 07-35 06-15 2.7 2.5 2.4 3 3.2 DATE 3.3 1 PAGE 3.2 02-38 02-38 8 2 6 3.1 13 1 2 02-38 2.6 3.3 9 3.1 10 3P (1)4 1 I 2.4R21 SECTIONSECTION 1 I 2.8

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FLIGHT MANUAL 2 7 4 2 1 6 02-38 1 5 3

4P 4.0 4.2 4.5 4.1 4.4 4.3 4P

NORMAL REVISION: 2 ISSUE: 1 Date 02-38 No 07-35 06-15 LIST OF THE LATEST NORMAL 2 1

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FLIGHT MANUAL

TABLE OF RELATED UNITS FRENCH AND ENGLISH

Ib 3,2808 inch 0,0394 mm TO kt Ib CONVERSION 0,00001 km/h FACTORS 100000Pa 2,2046 inHg 14,5038 m 0,02953 hPa 0,54 OBTAIN 25,4 3,7854 UKgal 0,0689 BY 1,852 0,4536 psi 33,864 kg 0,3048 bar 4,5461 USftgal 1 MULTIPLY units to other units From metric MULTIPLY

330 Srn 02-38

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FLIGHT MANUAL

LIST OF SYMBOLS AND ABBREVIATIONS USED IN THE MANUAL

SYMBOLS English Speeds: - Rate of climb or descent.. - Indicated airspeed - True airspeed - Calibrated airspeed - Optimum climbing speed - Take-off safety speed - Critical decision speed - Never exceed speed - Wind velocity Altitudes: Take-off or touch-down height Critical decision height.. Pressure altitude Density altitude h h1 Hp HO' h h1 lp lO' . RlC-RlD IAS . TAS . CAS . Vy . . VTOSS V1 . VNE . Vw . Vz Vi Vp Vc Vy VSD V1 VNE Vw

I French

Weights: - Weight - Maximum take-off weight.. - Empty weight - Equipped empty weight - Operating empty weight.. - AII-u p we ight Temperature: Outside air temperature, in degrees centigrade OAT I 8s Wt . . MTOW EW . EEW . . OEW . AUW M m MV MVE MOE

MT

Miscellaneous: - Power - Torq ue - Barometric pressure, in millibars, - Degrees centigrade - Rotor speed - Gas generator speed - Free turbine speed - Exhaust gas temperature - Out of ground effect.. - In ground effect. - Power plant. - Main gearbox - Tail gearbox - Automatic pilot . . . . . . . . . . . . . . W Tq Po C NR W C

Po C

NR
Ng NTL

Ng
Nf

t4
OGE IGE ENG MGB TGB AP

t4
HES DES GTM BTP BTA PA

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FLIGHT MANUAL

SECTION 1 LIMITATIONS TABLE OF CONTENTS

1.1

OPERATING LIMITATIONS

Pages

1
2 3 1.2

OPERATING CONDITIONS OPERATING ENVELOPE M INIMUM FLIGHT CREW

1
1 1

WEIGHT AND CENTER OF GRAVITY LIMITS 1 2 WE IG HT CENTER OF GRAVITY LIMITS 1

1.3

FLYING LIMITATIONS

1
2 3 4 5 6 7 8 9 10

RESTRiCTIONS ROTOR SPEED MGB INPUT TORQUE LIMIT COLLECTIVE PiTCH AI RSPEED L1MITS (VNE) ALTITU DES MANOEUVRING LIMITS ROTOR STARTING AND BRAKING L1MITATIONS SLOPE LANDING LAN DIN G GEAR

1 1
1 2 2 2 5 5 5 5

1.4

POWER PLANT LIMITATIONS 1 2 3 4 5 6 GAS GENERATOR SPEEDS (Ng) FREE TURBINE RPM (Nf) t4 TEMPERATURE ENGINE LUBRICANTS FUELS FUEL TANK CAPACiTIES SYSTEM ASSEMBLIES AND HYDRAULIC SYSTEMS 1 2 2 3 4 6

1.5

TRANSMISSION LIMITATIONS 1 2

TRANSMISSION SYSTEM ASSEMBLIES HYDRAULIC SySTEMS

1 3

1.6

PLACARDS AND INSTRUMENT MARKINGS

1
2

INSTRUMENT MARKINGS INSCRIPTIONS AND PLACARDS

1
3

1.7

EQUIPMENT LIMITATIONS

1
2 3 4 5

AUTOMATIC PILOT LANDING GEAR WINDSHIELD WIPERS LANDING LIGHT PITOT HEAD

1
1

1
1 1

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FLIGHT MANUAL

THE "PUMA" 330Sm HELICOPTER IS TO BE OPERATED IN ACCORDANCE LIMITATIONS LAID DOWN IN THIS SECTION.

WITH THE

All airspeeds specified in this section are corrected airspeeds (CAS) unless stated otherwise.

1.1 - OPERATING LIMITATIONS

1 OPERATING CONDITIONS Approved flight conditions: The SA 330Sm helicopter is approved for day and night flying in VFR and IFR conditions when the required equipments are fitted and are serviceable. 2 OPERATING ENVELOPE The altitude limits at take-off and landing are: - 1650 to 13000 ft (- 500 m to + 4000 m). The maximum operating altitude is : + 16500 ft (+ 5000 m). The approved temperature limits are: - 40C to ISA + 35C limited to + 50C. 3 MINIMUM FLIGHT CREW In VFR conditions: one pilot. In IFR conditions: two pilots.

330 Srn 02-38

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FLIGHT MANUAL

1.2 - WEIGHT AND CENTER OF GRAVITY LIMITS

1 WEIGHTS

A THE MAXIMUM PERMISSIBLE OPERATING WEIGHT

16300 Ib (7400 kg)

The maximum permissible weight may be limited at a lower figure depending on the external conditions (altitude and temperature).

B MINIMUM PERMISSIBLE WEIGHT

8400 Ib (3800 kg)

2 CENTER OF GRAVITY (CG) LIMITS A LONGTITUDINAL CG

The origin of the longtitudinal CG is an imaginary plane perpendicular to the aircraft centerline and located 185 in. (4.70 m) forward of the overage CG datum (97.63 in. 2.48 m forward of the cockpit bulkhead). Forward limit 177 in. (4.50 m) Aft limit 194.7 in. (4.95 m) .

B LATERAL CG The origin is the symmetry plane of the fuselage. LH limit 3.15 in. (0.08 m) RH limit 3.55 in. (0.09 m)

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FLI GHT MANUAL 1.3 - FLYING LIMITATIONS

1.

RESTRICTIONS

The following Starting

activities

are prohibited: with the rotor brake applied, unless the wind strength is

the engine

above 30 kt (54 km/h). Flights in icing conditions. Aerobatics. Steady rearwards flight, because of exhaust gas return into the cabin.

Start spinning the rotor in wind speeds above 45 kt (83 km/h). Intentional running landing on soft ground (powdered snow, deep mud). Aircraft Running nose up attitudes landings greater than 100 during the final round-out. above 43 kt (80 km/h). case of an actual engine

Flights with doors open above 150 kt (275 km/h). Using emergency power ratings other than in the failure.

Intentional full autorotation landings. Flights with the relative wind from behind when the bleed valve is on NORMAL. NOTE: For the engine air bleeds, refer to SECTION 1.4 paragraph 1.2.

With the

the autopilot controls

engaged stick

or disengaged, and collective

one of the pilots lever) and feet

must on

keep yaw

hands

on

(cyclic

the

control in IFR

pedals when the aircraft conditions. 2. MAIN ROTOR SPEED LIMITS

height

is less than 500 ft (150 m) or when flying

Power-on

flight (transient) rpm) 290 rpm 220 rpm 265 rpm

Minimum

Nomi na 1 ... (NR range: 245-275 Max imum Power-off flight Maximum Minimum

310 rpm

220 rpm if the IAS is lower than 108 kt (200 km/h) 240 rpm if the IAS is above 108 kt (200 km/h). 3. 3.1 MGB INPUT TORQUE LIMITS limits with all engines 156 m.daN 217 m.daN (OEI) (1300 kw for NR at 265 rpm) operative (AEO):

Sum of the MGB input torque Maximum

continuous ..................

(1300 kw for NR at 265 rpm) (1810 kw for NR at 265 rpm)

Maximum .............................

3.2

MGB input torque with one engine Maximum

inoperative

156 m.daN

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FLIGHT

MANUAL

4.

COLLECTIVE Hover

PITCH LIMITS 16.5 OGE or IGE 15.5 for density 16.5 altitudes below 3300 ft (1000 m)

Level flight Climbing 5. AIRSPEED LIMITS

16 for density altitudes

above 3300 ft (1000 m)

5.1

Forward Airspeed

flight limits depend on the aircraft weight before take-off and density altitude to the starting weight, then

(see Figure 2). The VNE must be calculated modified Maximum 5.2 5.3 6. Rearward Minimum throughout VNE and lateral airspeed flight according reduces. 167 kt (310 km/h) 30 kt (55 km/h) 40 kt (70 km/h) the flight as the weight

in IMC

ALTITUDES

Maximum

operating

altitude envelope (see figure 1).

20000 ft (6000 m)

Height - velocity

The avoid area is a function The graph (1) shows

of the weight

and the external

conditions. 16300
1b

the envelope

of the avoi d area

of a wei ght of

(7400 kg) at Hp = 2000 ft and for an OAT of + 30C. Points (B) and conditions. Point weight, The (C) are valid for all weight, (A) is to be calculated from graph conditions. for those combinations of weight, height and height and temperature (2) as a function of the

height and temperature area does not exist

avoid

temperature Example: For a:

which give a point

(A) height below

100 ft (or 30 m).

Wei ght Press.alL OAT

6500 kg 4000 ft

+ 20C
to be 110 ft (33 m).

The height of point A is calculated

330

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06-15 Page 2

FLI GHT

MANUAL

-Y I

::;; ~ 0 >0

C 50 0 10 15 0 20 (kt) 30 IAS 200- 220 CID OAT ......... + 30 GC

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FOR: GROSS WEIGHT .. 7400 kg PRESS. ALT ..... AVOID AREA 2000 ft

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--,--, ------, -5000 11 6000 13 12 14 15

WEIGHT

7000 (kg) 60 16 (Ib x 1000)

100

300

350 (ft)

HEIGHT OF POINT A

CONDITIONS

HEIGHT VELOCITY ENVELOPE

Figure 1 - Height-velocity

envelope

330 Srn

1.3
06-15 Page 3

In

o
Z

MV.30.0869.01 300 (ft)

...... ..... ..... (Q ::s..... m s::: m IT1 :::I ::I> -to c-+ m

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120

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140

150

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METRIC UNITS 1300014000 WEIGHT 154 130 112 112 159 279 142 308 144 163 222 209 127 294 160 118 127 263 167 132 134 111 147 284 124 303 218 137 131 266 144 220 246 150 245 282 295 145 11000 303 165 120 156 288 157 156 165 270 145 152 162 249 151 297 274 16000 160 233 310 155 142 164 259 149 UK 1000 12000 2000 294 3000 151 4000 5000 2000 10000 0 ~ 15000 6000 ALTITUDE 128 234 123 UNITS 241 143 100 274 115 261 252 284 153 231 225 167 262 260 235 8000 138 1000c310 1650C 19000 167 1200C (Km/h) (Kt)

16300

(Ib)

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FLIGHT MANUAL
7 MANOEUVRING LIMITS

Maximum load factor: 2.67 (given for information because this figure is virtually impossible to achieve). Aft and lateral wind velocity limits are 30 kt. 8 ROTOR STARTING AND BRAKING LIMITATIONS The following actions are prohibited : Maintain the rotor brake applied when the Ng of the first engine started exceeds 15000 rpm. Start the engines with the rotor brake released when the wind velocity is above 30 kt (refer to SECTION 2.6, para. 1 for the start rotor procedure in wind velocities above 30 kt). Apply the rotor brake before engines shut-down. Apply the rotor brake with NR above 120 rpm. Two consecutive rotor brake applications within less than 5 minutes. If the rotor brake has been applied twice within 5 minutes, wait 15 minutes before applying the brake a third time. The 15 minutes includes 10 minutes with the rotor spinning.

9 SLOPE LANDING The maximum slopes are: For starting and stopping the rotor
[ 50 lateral the slope 100 facing

For landing or take-off with the rotor spinning

[80 120lateral the slope facing

10 LANDING GEAR

MAXIMUM SPEED FOR LOWERING THE LANDING GEAR There are no limits.

TAXIING - Maximum speed - Maximum braking speed 45 kt (80 km/h). 30 kt (60 km/h).

330 Sm 02-38

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FLIGHT MANUAL

1.4 - POWER PLANT LIMITATIONS

The aircraft is powered by two TURBOMECA MAKILA 1A1 engines. Normal operating limits are determined by the gas generator speed (Ng) and the exhaust gas temperature (t4). The engines may be started and re-lit in flight throughout the flight envelope of the aircraft.

. 1 GAS GENERATOR SPEEDS (Ng) 1.1 Ng limitations without P2 air bleed ALL32300 rpm Unlimited ENGINES 5 minutes OPERATIVE (AEO) 33350 NgTIME LIMIT MAX. OPERATING SPEEDS

30 LIMIT Unlimited ONE MAX. rpmTIMEminutes ENGINE 2 min 30 34000 32300 Ng INOPERATIVE (OEI) 33200 OPERATING SPEEDS

NOTE1:

In transient conditions (20 seconds), the gas generator speed may reach 34860 rpm.

NOTE 2 : The 2 min 30 rating quoted above is the absolute maximum. This rating varies with the fuel temperature; its mean value is 33650 rpm at zero Hp and 15C. NOTE 3 : The max. permissible misalignment between the two engines is 500 rpm (around 1.5%). NOTE 4 : One engine inoperative ratings apply only to an actual engine failure. They must not be used for training purposes. NOTE 5 : The max. Ng may not be reached in very cold weather (temp. below - 5C) because of fuel flow limitations. However, maximum power is always available.

330 Srn 02-38

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FLIGHT MANUAL

1.2 Ng limitation with P2 air bleed CAUTION: ALL P2 AIR BLEED OTHER THAN FOR HEATING AND DEMISTING IS PROHIBITED.

With both engines running and P2 air bleed for heating and demisting corresponding to 70 grlsec. (on the ground), the Ng at max. continuous rating is unaffected (32300 rpm) for OAT below + 20C. Remember that all P2 air bleed is prohibited with only one engine operating.

FREE TURBINE RPM (Nf) A rotor speed (NR) of 265 rpm corresponds to 22850 free turbine rpm. Maximum speed (in terms of NR) Maximum permissible overspeed (in terms of NR) for 20 seconds Engine shut-down due to overspeed (in terms of NR) 292 rpm (110 %)

310 rpm (117 %)

NOTE: -3

318 rpm (120 %)

t4 TEMPERATURE All Engines Operative (AEO) : Maximum t4 at take-off rating Maximum t4 at max. continuous rating One Engine Inoperative (OEI) : Maximum t4 at 2 min 30 rating Maximum t4 at 30 minute rating Maximum t4 at max. continuous rating Engine starting: Maximum t4 (unlimited time) Maximum transient t4 (5 seconds max.) Maximum absolute t4 (2 seconds) 750C 800C 810C 830C 785C 735C 795C 735C

330 Srn 02-38

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FLIGHT MANUAL
4 ENGINE LUBRICANTS

4.1 Approved engine lubricants Synthetic Synthetic Synthetic Synthetic Synthetic oil oil oil oil oil (3 to 3.5 cSt) (3 to 3.5 cSt) (5 cSt) (5 cSt) (3.9 cSt) : 0148 or MIL.L.7808 or AIR 3514 : 0150 or AIR 3514 : 0156 or MIL.L.23699 : 0160 or D. Edng. RD 2497 : AEROSHELL TURBINE OIL 390

NOTE:

Refer to the TURBOMECA Engine Maintenance Manual if the oil specification or brand is changed.

4.2 Engine oil tank Maximum level (middle of upper oil sight) Minimum level (middle of lower oil sight) : 7.6 litres (2 US. Gal.) : 4.3 litres (1.13 US. Gal.)

4.3 Engine oil pressure and temperature In operation: Minimum oil pressure Maximum oil pressure Maximum oil temperature Power application : For OAT below OC : After complying with the wait times at flight idle rating given in the table below, monitor the oil pressure while gradually applying power: -1020- Oil5 cSt - min 1 - 2 30 30 (0C) 1 4min minand 40 4min min OIL1TEMP. 30min below 0 25 psi (1.7 bar) 87 psi (6 bar) 120C

Only apply power if the pressure is below 87 psi (6 bar).

330 Sm 02-38

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FLIGHT MANUAL
5 FUELS

5.1 Approved fuels

NODef ASTM-D-1655AIR -SPECIFICATIONS Oef- Oef F35 2498 AIRStanF34 Stan Stan 2494 TYPEMIL-T-562424543407 disconti---Stan 2486 A1F ANTI ICING JP4F40 F443404 ASTM-D-1655 Stan 2453 JP8 34 JET FRENCH F45 YES F35 MOefNATONO 3405 IL-T-83133 Def U.K 2498: NO (code JP5: JP4 JP5 YES POINT INCLUDED nued) AVCAT WIOECUT KEROSENE-50 KEROSENE WIOE CUT F42

ADDITIVE

NOTE: The specifications are effective at the latest dash point or amendment. Anti-icing additives must be added to fuels which do not already contain such compounds. See paragraph 5.1.

330 Sm 02-38

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FLIGHT MANUAL
5.2 Fuel additives

5.2.1

Anti-icing additives (with or without glycerine) Additives must comply with the specification AIR 3652 or with one of the following specifications: MIL 127686, D Eng. RD 2451, PHILlPS PFA 55 MS-NATO S748. Limits of the concentration range: 0.035% to 0.15% by volume. Fuel must contain an anti-icing additive when the OAT in flight is forecast to be below OC.

5.2.2

Anti-static additives SHELL ASA 3. Maximum concentration: 0.0001 % by volume.

5.3 Fuel pressure - Range of normal operating fuel pressures: 5.4 Fuel transfer Fuel must not be transferred from one group of tanks to the other during take-off and landing. 4 to 17 psi (0.30 to 1.2 bar).

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FLIGHT MANUAL
6 FUEL TANK CAPACITIES

GROUPS TOTAL CAPACITY

LH (ENG. No. 1) 906 litres (240 US. Gal. 200 Imp. Gal.) 15761b (715 k,

RH (ENG. No. 2) 659 litres (174 US. Gal. 144 Imp. Gal.) 1146 Ib (520 k

NOTE:

In fact, the gauges measure the weight. The volume indication is only correct if d = 0.79. For a different density:

Volume = Gauge indication x quantity of fuel 0.79 Non-usable fuel: - RH group: 5 litres (1.3 US Gal - 8.8 Ib -1.09 Imp. Gal.) - LH group: 16 litres (4.2 US Gal - 27.8 Ib - 3.5 Imp. Gal.)

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FLIGHT MANUAL
1.5 - TRANSMISSION SYSTEM ASSEMBLIES AND HYDRAULIC SYSTEMS LIMITATIONS

1 TRANSMISSION 1.1

SYSTEM ASSEMBLIES

MGB input torque limits Refer to 1.3

3
pressures and capacities

1.2 1.2.1

Temperature, MGB:

- Maximum ternperature - Minimum pressure - Capacity 1.2.2 1GB, TGB :

125C 0.8 bar 22 litres (5.8 US Gal. - 4.8 Imp. Gal)

1GB: 0.75 litre (0.2 US Gal. - 0.16 Imp. Gal.) TGB: 1.4 litre (0.37 US Gal. - 0.35 Imp. Gal.)

330 Srn 02-38

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FLIGHT MANUAL
1.3 1.3.1 Lubricants MGB -1GB -TGB

- -3514 to--+10 AIRGrade40 to 030 3513 --30 40 -FR. MIL-L-7808 + NATO to 581 U.S.DTD MIL-L-236990.14870 MIL-L-6086OEP50 AIR- 3525 - U.K. Grade OEP

* Grade M SPECIFICATION OAT (0C)

0.156 0.153

1.3.2

MRH Hinges

AIRGrade to--+30 3514 3513 --40 -FR. MIL-L-7808OEP50 NATO 0.148 MIL-L-236990.15570 U.S.DTD 581 AIR40 3525 - U.K. MIL-L-6086to + 15

SPECIFICATIONOAT CC) *

.156

1.3.3

Drag dampers (MRH) DESCRIPTION American 3520 MIL-H-5606 DTD.585 H.515 NATO AIR English SPECIFICATION *

French

CAUTION:

DO NOT MIX MINERAL AND SYNTHETIC OILS. IF CHANGING SPECIFICATION, REFER TO THE INSTRUCTIONS IN THE MAINTENANCE MANUAL.

GIVEN

* All specifications are effective at the latest issue of amendments and dash numbers.

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FLIGHT MANUAL

HYDRAULIC SYSTEMS

2.1

Hydraulic fluids SPECIFICATION

MIL-H-5606 DTD.585 H.515 AIR NATO DESCRIPTION American 3520 English French (Aoolv the amendments in force)

2.2

Pressures Pressure psi (bar)Accu.Main o tobar) (200bypsi psi * Ancillary psireadsources (250 to 3625 psi sources 3625 2400 1160 bar) pressure2502900bar) co-pilot pressure (0pressureto 2830 (80 bar)

5 to 195 bar)

* The transient pressure may lie between 2100 and 2400 psi (145 and 165 bar) during rapid manoeuvring. 2.3 Levels The low level warning indicator light comes on when the level in the RH main hydraulic reservoir is below 3 litres (0.8 US Gal.).

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1.6 - PLACARDS AND INSTRUMENT MARKINGS

1 INSTRUMENT MARKINGS 1.1 Flight instruments

reen arc ellowNf) arc ed line ed triangle AX. line

INSTRUMENT Green or Eng. 2 2 arc Eng. 1 and Eng.

16.5Red 167 White MARKINGS triangle VALUES kt rpm 6 to to16.5 kt 16 Green o 142 142 167 217 156 217 16 line 220 kt 245 arc 290 290 rpm m.daN 245-INNER m.daN 310 292tom.daN arc 310 Yellow RING 120 156

UTER RING E NR

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FLIGHT MANUAL 1.2 Engine monitoring instruments

INSTRUMENT rc ched line rc atched Yellow GAUGESarc RATUREline ngle angle - lH arc indicates the low level. gauge RATURE

9061 Green 120C 1.2 Red + 6 40C bar 659190 line o tobar - arc MARKINGSbar 750C 1.2 32300 830C rpm arc 0.3 - Yellow 120C 785C 795C VALUESIbar40C rpm 735C 6 33350 - 50C 1.7 toPRESSURE 400C to 735C 34860 34000 33200 to 795C 33350 32300 23000

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1.3 Hydraulic system indicators

INSTRUMENT

Green arc

145 Yellow VALUES line 80 and 165 arc 165 to 195 bar Red 210 MARKINGS bar LH and RH main hydraulic power supplies. to the

splayed on both indicators corresponding

1.4

Elecrical power supply indicators

INSTRUMENT

24 toWhite arc 28.5V 29 VALUES V V MARKINGS arc 109 to 121 Green

Red line

1.5

MGB oil temperature indicator

INSTRUMENT (65 psi) (11-65 psi)

Green arc ellow arc

VALUES bar (0-11 psi) 0.8 0.8125C 125C 115to Red bar MARKINGSbar above 4.5line o toto 4.5 arc

2 INSCRIPTIONS AND PLACARDS 2.1 VNE curve A hinged placard on the instrument panel visor. 2.2 Collective pitch A hinged placard on the instrument panel. 330 Srn 02-38

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FLIGHT MANUAL
1.7 - EQUIPMENT LIMITATIONS

1 AUTOMATIC PILOT The automatic pilot is usable throughout the flight envelope. 2 LANDING GEAR Tire inflation pressure (Iow pressure). - Minimum - Maximum : 82 psi (5.7 bar) : 87 psi (6 bar)

3 WINDSHIELD WIPERS Never operate the wipers when the windshield is dry. 4 LANDING LIGHT Do not deploy the landing light before the air velocity drops below 110 kt (200 km/h). The air velocity is not limited once the light is deployed. Do not use for overlong periods. 5 PITOT HEAD When on ground, switch on the heating system only to comply with the check list.

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SECTION 2 STANDARD PROCEDURES TABLE OF CONTENTS 2.0 GENERAL 1 2 2.1 USING THE FUEL ANTI-ICING ADDITIVE OPERATION IN VERY COLD WEATHER
Pages

1 1

BEFORE FLIGHT 1 2 3 BEFORE FLIGHT CHECKS ENGINE STARTING CHECKS AFTER STARTING 1 3 8

2.2

TAXIING - TAKE-OFF - CLIMB 1 2 3 4 TAXil NG CHECKS BEFORE TAKE-OFF TAKE-OFF CLIMB 1 1 2 3

2.3

IN FLIGHT 1 2 3 4 5 6 CRUISE FLIGHT MANOEUVRING FLIGHT AT HEAVY GROSS WEIGHT INSTRUMENT FLIGHT RULES FLIGHT IN TURBULENT ATMOSPHERE OPERATING THE DOORS IN FLIGHT 1 2 2 2 3 3

2.4

APPROACH - LANDING 1 2 3 4 DESCENT AND APPROACH LANDING OPERATION ON A SLOPE GO-AROUND 1 1 4 5

2.5

AFTER LANDING 1 SHUT DOWN PROCEDURE 1

2.6

OPERATION IN HIGH WINDS 1 2 3 STARTING ROTOR BRAKING GROUND HANDLING 1 1 1

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Pages 2.7 2.8 OPERATION IN HOT CLIMATES ENGINE POWER ASSURANCE CHECK 1 2 IN FLIGHT ENGINE POWER CHECK ENGINE THERMAL LOAD CHECK 1 2 1

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2.0 - GENERAL 1 USING THE FUEL ANTI-ICING ADDITIVE Fuel used on the 330 Sm must contain and anti-icing additive for operating in temperatures below OC. The adding of an anti-icing additive conforming to the French specification AIR 3652 (or equivalent foreigh specifications) must be carried out using the following proportions: Minimum concentration in an already full fuel tank: 0.035% by volume. Minimum concentration in the fuel before it is used to refuel the aircraft: 0.06% by volume.

The additive conforming to the specification AIR 3652 is mainly designed to be used with JP4 and JP5 fuels (TR4 and TR5). JP4 military fuel (AIR 3407) normally contains this additive. If there is doubt about the level of concentration of additive in the fuel, the fuel should be drained and replaced by fuel containing the additive in the prescribed proportions. Refer to the additive supplier's instructions for the method of incorporating the substance.

2 OPERATING IN VERY COLD WEATHER 2.1 Before engine start - Carry out the first steps for warming up the aircraft. - Take the precautions which will ensure satisfactory battery operation. 2.2 Engine start Start engines according to standard procedures. If the oil pressure indicator light stays on, shut down the engines immediately and warm the oil cooler. Carry out a 5-minute ground run at flight idle. Monitor the flexible hose unions on the servocontrols, the hydraulic pumps and the wheel brakes.

2.3

Before take-off Monitor the engine oil pressures while gradually applying power. Carry out a few slow and slight movements of the flying controls while monitoring the hydraulic pressures. Switch off the AP hydraulic system and check for binding and chattering when carrying out the same movements of the flying controls as before.

2.4

In flight Calculate precisely the density altitude when the time come to fix the collective pitch limit.

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2.1 - BEFORE FLIGHT

PRECAUTIONS TO TAKE IN HIGH WINDS (See also "Operating in high winds" in para. 2.6)

Do not leave the aircraft out in the open if there is a risk of wind velocities above 45 kt. Do not move the aircraft on the ground without first immobilizing the blades if the wind velocity is above 30 kt. Avoid starting to spin the rotor in wind velocity above 40 kt unless it is absolutely necessary. Position the aircraft facing into wind + 450 and remove the blade immobilizing devices just before engine start. In this case, authority is given to keep the rotor brake applied up to 15000 rpm gas generator rating in order to reduce the period of the critical phase for the rotor blades.

1 BEFORE FLIGHT CHECKS 1.1 Before the first flight of the day Check that the inspection before the first flight of the day has indeed been performed. 1.2 External checks - . The condition of the surrounding area. - Obstacles which might interfere with the spinning rotor or taxiing. - No foreign objects. - Aircraft heading relative to the wind direction. - General condition of the main rotor blades. - Main rotor head - Hydraulic reservoirs - Engines - MGB - Fire extinguisher bottles - Cowlings - Inspection doors and panels - Tail rotor blades - TGB - Tail rotor guard - Landing gear : Level of tanks : Level : Blanks removed, oil level : Oil level : Safety valve and discharge indicator not visible : Locked, pins in position : Oil level : General condition : Oil level : Condition, attachment : Tyre pressures (visual inspection), condition, brakes, piping. Castoring lock flag not visible. : Closed and locked : Blanking plugs and covers removed : General condition

Fuel tank filler caps Static vents and Pitot tube Fuselage, tail cone, pylon

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1.3 Internal checks ICABIN -

I
: In place : In place : Connected (knurled nut tightened) : Closed : Check that: the doors are not locked Snap wire installed on jettison lever. : Condition - Effectiveness of elastic cord Cable engaged after passengers embarked.

Crash axe Fire extinguisher Battery Panels on electrical equipment box and flight controls unit Access doors Safety cable

/COCKPIT -

I
: Snap wire installed on jettison control : Blanked off : Above 25V (if less than 25V refer to Chap. 5 of Maintenance Manual) : Safety pin installed : Snap wire installed : In place

Jettison panel and door Flight control rigging pin holes Battery voltage Extinguisher Fuel shut-off control levers Hydraulic hand pump lever

CAUTION:

DO NOT RELEASE THE ROTOR BRAKE WHEN ROTOR BLADES ARE FOLDED

IPILOT -

Check the state of the parking slot and the surrounding area. No obstacles to interfere with the spinning rotor and the manoeuvring of the taxiing aircraft with rotor spinning. Area clear of paper, rags, leaves ... Orientation of the aircraft (heading relative to the wind).

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2 ENGINE STARTING

2.1

General The engines may be started using either: The aircraft battery (self-starting), or 28 VDC ground power unit, or 115 VAC (400 Hz) ground power unit. CAUTION: IT IS RECOMMENDED TO SWITCH OFF ONE TR WHILE CONNECTING AN AC GROUND POWER UNIT. HOWEVER, BOTH TR ARE TO BE SWITCHED ON FOR STARTING THE ENGINES. - CHECK AFTER EACH ENGINE START THAT: THE TR ARE CORRECTLY COUPLED TO THE AIRCRAFT MAINS BY CHECKING THAT THE VOLTAGE OF EACH ONE TAKEN SEPARATELY THEN CONNECTED TOGETHER IS NORMAL. The first step to take in the 3 cases is to switch on the battery and alternator switches on the overhead panel then immediately pull on the button resetting the artificial horizon (AC). The electrical panel in the overhead panel and the caution-warning panel on the instrument panel should appear as follows:

2.1.1

With aircraft battery : Overhead panel switches : - AL TERNA T. 1 - AL TERNAT. 2 - TRU. 1 - TRU. 2 - BATT ] Indicator lights on in the overhead panel: Inter-bar warning light TRU. 1 TRU. 2 ALTERNA T. 1 ALTERNA 1. 2

To "ON"

Warning panel lights on

OMG ...
N o
<0
~

r-: co

c:i
('f)

HYD.LH

HYDRH

D O@) D

MGB-P HYD.LH HYD.RH AP.HYD ELEC

:> :2

NAV
DOOR

(if open)

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FLIGHT MANUAL
2.1.2 With 28 VDC ground power unit Overhead panel switches: - AL TERNAT. 1 - ALTERNAT. 2 - TRU. 1 - TRU. 2 - BAIT ] Indicator lights on in the overhead panel: - TRU. 1 - TRU. 2 - BATT - AL TERNA T. 1 - AL TERNAT. 2
HYD.RH COWL AP.HYD MGB-P ELEC NAV

To "ON"

Warning panel lights on

DOOR (if open)

co (0 c:j c:j ,...: ::> :2:

I1

(") suscri BAR

l()

i5

HYD.LH

2.1.3

With 115 VAC ground power unit * Overhead panel switches: AL TERNA T. 1 AL TERNAT. 2 TRU. 1 TRU. 2 BAIT ] Indicator lights on in the overhead panel: - AL TERNA T. 1 - AL TERNAT. 2

To "ON"

Warning panel lights on :

', HYD.RH HYD.LH (if open)
co (") c:j :2:

AP.HYD COWL DOOR ELEC MGB-P NAV

- AC voltages . Three-phase: 109 V to 121 V . Single-phase 26 V (*) See "CAUTION" quoted at the begenning of the paragraph (2.1 General) 330 Srn 02-38

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FLIGHT MANUAL
2.2 Checks to be carried out Carry out the following checks in the order laid down in the check list. NOTE: Take advantage of the indicator light test to adjust their brightness according to the ambient light conditions. CHECK of(2)theLH side as switchthe RH side. Check panels Test, "NORM-DIM" (restrained by required. ENG.1 2 DepresstheFIRE TEST required TEST DAY-night to Depress the TEST - sets allswitch switch thenpush-button. catch) to lights test push-button: to Put the all lights out lights as a locking R

und power unit)

ning lights spanel lights panel panel

TEST +PilotL1GandNG SHUT-OFF COCKS comelight2should oncomes on.show+that the on. FUEL red: light FIRE 11(2) and COCK +AllPOWER + light lights on to 2 1 lights WARN come + flash. The andDIFF 1 FIREPOWER lights pump . FUEL FAIL NORM FIRE energized. come Check:isSHUT-OFF 2 EMERG. The - ENG. 1 (2) line TEST switch to ON. Audible warning

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FLIGHT MANUAL

TEST . Check their return to their initial position. The test. . come on and OVSP.2 on at the end of . the NORM light comes lights go out then OVSP.1 ENG.2 monitoring Moving the flying controls with the rotor

CHECK and TEST push-button. out. See para.the "GOV.2" lights are Depress 3.2 "GOV1" TEST, the pointers deflect.

2.3 2.3.1

StartinQ the enoines Starting and relighting limits - Starting may be attempted throughout the flight envelope. without any restriction when the ground power unit is used, with a warm battery (OC or above) for OAT above - 30C, with a battery at ambient temperature for OAT above - 15C - Relighting may be attempted throughout the flight envelope.

2.3.2

General starting instructions - The engines may be started in any order. - The engine should be cranked after an unsuccessful starting. - Do not attempt to start or crank the engine more than 3 times consecutively. This is to prevent the starter from overheating. After 3 attempts, wait 20 minutes before trying again. - Crank the engine before starting if the residual t4 exceeds 1000e with an OAT above 30oe.

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2.4 Cranking Cranking is to be carried out after an unsuccessful start, in order to perform various checks, or before starting when residual t4 exceeds 100C and OAT above 30C. For cranking: - Fuel flow control lever - Crank switch . Do not crank the engine for more than 15 seconds . monitor the increase in Ng CAUTION: Off On

DO NOT CRANK THE ENGINE WITH THE FUEL SHUT-OFF COCK CLOSED.

2.5 2.5.1

Starting procedure Starting Engine 1 (or 2) - Booster pumps "PRESS" light out pressure checked - Fuel flow control lever POWER 1 (or 2) light.. ENG P1 (or 2) light - Start push-button t4 at 750C or less POWER 1 (or 2) light.. rotor should start to spin before Ng reaches 5700 rpm On

In start detent On On press to start Out

CAUTION : IMMEDIATELY SHUT DOWN THE ENGINE IF THE ROTOR HAS NOT STARTED TO SPIN. S1 light goes out at Ng = 15000 rpm OVSP 1 light goes out at NR = 60 rpm approx. (Nf equivalent) ENG.P1 light goes out at 25 psi (1.7 bar) MGB P light is out RHP and LH.H.MP lights out - Fuel flow control lever t4 at 750C or less during acceleration 2.5.2 Starting Engine 2 (or 1) - Booster pumps "PRESS" light out Pressure checked - Fuel flow control lever POWER 2 (or 1) Iight.. ENG P2 (or 1) light DIFF Ng light On In forward position

In start detent On On On

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- Start push-button POWER 2 (or 1) light.. GOV 2 light. S2 light out at Ng = 15000 rpm OVSP 2 light goes out at NR = 60 rpm approx. ENG P2 light goes out at 25 psi (1.7 bar) - Fuel flow control lever t4 at 750C or less during acceleration THROT light DIFF.Ng light NOTE: CHECKING THE FREEWHEELS After starting the 2nd engine and moving the fuel flow control lever forward, check that the associated freewheel is operating correctly. This is shown by a decrease in the Ng and in the torque of the 1st engine started and an increase of these same parameters for the 2nd engine. It can also be confirmed by gradually reducing the fuel flow control lever of the 1st engine started and making sure that the rotor speed does not drop by more than 1 to 2 rpm (0.4 to 0.8%). CAUTION: WHEN THE FUEL FLOW CONTROL LEVER OF THE 2ND ENGINE STARTED IS MOVED FORWARD, IF THE NG OF THIS ENGINE DOES NOT INCREASE TO REACH THE NG OF THE 1ST ENGINE STARTED OR, AS THE NG OF THE 1ST ENGINE GRADUALLY DECREASES, IF THE ROTOR SPEED DROPS BY MORE THAN 2 RPM: - KEEP OR IMMEDIATELY RETURN THE FUEL FLOW CONTROL LEVER OF THE 1ST ENGINE STARTED FULLY FORWARD IN THE FLIGHT POSITION. - SHUT DOWN THE 2ND ENGINE STARTED THEN THE 1ST ENGINE, ONCE THE SECOND HAS STOPPED. - REFER TO THE MAINTENANCE MANUAL. Press to start Out Check out

In forward position Out Out

CHECKS AFTER STARTING - Check P2 dual check-valve and P2 air bleed system for leaks. Engine 1 fuel flow control lever Engine 2 fuel flow control lever Cabin heating valve Check: Hot air is discharged through the ventilation outlets The t4 temperature of Engine 1 increases by approx. 20C - If there is no airflow through the ventilation outlets, there is a fault in the P2 air bleed system (a leak or the P2 air bleed valve is jammed in the closed position). - If the t4 temperature does not increase on opening the P2 air bleed valve, there is a fault in the dual check-valve, on the engine side at idle rating. Carry out a symetrical check . Engine 1 with the FFC lever in the ground idle position, and Engine 2 with the FFC in the forward position.

Forward Ground idle Open

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FLIGHT MANUAL

RR 3 A

Add the

following

Note

at the end of paragraph

2.5.2

"Starting

engine

2 (or 1)":

NOTE:After starting the second engine. apply for each transformer-rectifier (TR): - make sure that the TR circuit switch switch battery to OFF. voltage

the following breakers

procedure

are closed .

. set voltmeter - set TR2-(1) - check that

to TR1-(2).

is higher

than

28 volts.

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FLIGHT MANUAL
- Booster pum ps Test

Set both pumps to OFF for each engine in turn. The engine PRESS light should come on. Check that the corresponding PRESS light goes out when each pump separately is set to ON.

- Power loss indicating system Depress the TEST switch and check that the PW. CAPT, DIFF.NG, POWER 1 and POWER 2 lights come on in turn. - Bleed valves Depress the collective pitch push button once OFFSET light is on Depress the collective pitch push button a second time OFFSET light goes out.

Test

Test offset threshold

3.1

Check the free movement of the flying controls with rotor spinning Carry out a check of the flying controls by moving the cyclic pitch stick and the yaw control pedals 2 to 3 cm (do not exceed this figure for the yaw control pedals). If desired, one may continue to the lateral cyclic control stop and to the longtitudinal blade stops subjects to the need to do so with care when the aircraft is facing into wind. NOTE: When the flying control check is carried on the ground with the rotor stopped, check the droop restrainers are well engaged. When it is noticed after flight that a droop restrainer is not well engaged, inspect the pitch change arms to check that there has been no interference (marks on the pitch change arm).

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3.2

Automatic pilot checks (Pilot) Energize the circuits by pressing on the light of anyone of the channels on the AP control panel (the illumination of the indicators is incorporated in these lights). Only then is it possible to engage the desired channels. Y - R - P channels engaged - Depress pushbutton on pilot's stick to switch off AP. Y - R - P channels engaged - Depress push button on copilot's stick to switch off AP. Y - R - P channels engaged - BEEP-TRIM forwards: The stick moves forward P indicator forwards Brief disengagement of loads : Indicator returns to 0 Stick returns to neutral position Repeat the same steps rearwards: To achieve the same results. The stick moves to the left R indicator to the left Brief disengagement of loads: Indicator returns to O. Stick returns to neutral position Repeat the same steps to the right: To achieve the same results. Knurled HOG button to the left: Y indicator to the left. Push lightly on the RH pedal: Indicator returns to o. Repeat the same steps to the right: Action on the LH pedal. BEEP-TRIM to the left:

Switch off the AP for taxiing.

0 0

0 co > ('I) ci cO ~
(Cl

@
IYAW

HDG rn @ [I] mm m@ Ic~ I@ e

~IIIUllllr~
I

TRIM

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FLIGHT MANUAL
2.2 - TAXIING - TAKE-OFF - CLIMB 1 TAXIING - Parking brake Released - Nose wheel.. Free (unlocked) - Position the cyclic stick slightly forward and apply the collective pitch just sufficiently to start rolling. - Reduce the collective pitch to the low pitch position - Steer the aircraft using the yaw control pedals - Check the wheel brakes. CAUTION: THE AIRCRAFT WILL TEND TO BANK TOWARDS THE OUTSIDE OF A TURN ESPECIALLY WHEN IN THE CROSSWIND POSITION. NEUTRALIZE THIS TENDENCY USING THE CYCLIC STICK, TAKING CARE NOT TO HAMMER THE BLADE DROOP RESTRAINERS.

- Stopping the aircraft: as the parking brake is not progressive, it should not be applied until after the aircraft has come to a complete stop, except when the pilot considers it necessary. Taxiing should be conducted with the AP disengaged and the artificial loads to ON. The AP will be engaged just before take-off and switched off after landing in order to prevent the stick being displaced by the automatic trim. NOTE: At gross weights above 14800 Ib (6.7 t), continuous oscillations may appear on the UG. The oscillations do not diverge and can be made to disappear by putting the cyclic stick slightly forward while taking care not to bring the rotor blades back to the point where they may touch the droop restrainers. An askew nose wheel is an aggravating factor.

2 CHEKS BEFORE TAKE-OFF - Parking brake - Warning-caution panel - Pressures and temperatures - OAT and pressure - Engage "YRP" functions of the AP - Heating system - Red warning lights - Torquemeter NOTE: As required (normally released) Alllights out Checked - pointers in the green sector

OFF Alllights out Set to 1 + 2

Pointer 1 indicates total torque (Engine 1 + 2), pointer 2 indicates the torque of Engine 2. Threshold offset

- Bleed valves NOTE:

The bleed valve threshold offset is not mandatory when the external conditions allow correct engine performance in hover flight with bleed valves closed (head wind, no rainfall, etc ... ).

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FLIGHT MANUAL

NOTE:

Check the battery voltage: before takeoff, throughout the flight at intervals of no more than 10 minutes, just before the landing procedure. - If the voltage is higher than 24 V, continue the flight. - If the voltage is equal to or less than 24 V, apply the instructions given in Section 3.2, paragraph "5. ELECTRICAL POWER SYSTEM FAILURES 5.3 Double transformer-rectifier failure"

R R R R R R R R R

3 TAKE-OFF Given the diverse capablities of the helicopter and the different missions it is required to undertake, the take-off pattern chosen by the pilot will be governed by the heliport, the aircraft weight and weather conditions at the time of take-off. Procedures other than those given below may be used if the take-off weight is below that extrapolated from the performance in the hover OGE on one engine at 2 min 30 power rating (see Section 4 "PERFORMANCE"). If there has been hard braking before take-off, keep the UG down for at least 5 minutes. In the hover with a RH lateral CG, it is recommended to avoid cross or tail winds above 20 kt. NOTE : A single pilot should occupy the RH seat in order to reach the wheel brakes; however, it is then recommended to leave the UG down. In this case, the air velocities are reduced by 5 % and fuel consumption in level flight is increased by 5%. 3.1 3.1.1 Transition to the hover With automatic pilot (standard procedure) Gradually increase the collective pitch until the aircraft hovers. Rest the feet on the control pedals without applying any load. Stabilize the hover overriding the artificial loads. Cancel the loads as required. Check that : The power parameters: Torque or Ng do not exceed the limit values. Pitch is at 16.5 or less. t4 temperatures. Engine ratings. Rotor speed. Artificial horizons, silhouette set to zero. 3.1.2 Without automatic pilot The same procedure but maintain heading using the yaw control pedals.

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RR 3 A

The Note at the end of paragraph as follows:

2. "CHECKS

BEFORE

TAKEOFF":

is modified

and completed

NOTE:

Check

the battery

voltage:

-Before takeoff. apply the following procedure for each TR: -make sure that the TR circuit breakers are closed. -set voltmeter -set TR2-(1) -check Then -throughout -just before that switch switch battery to TR1-(2),

to OFF, voltage is higher than 28 volts. than 10 minutes

the flight

at intervals procedure.

of no more

the landing

-If the voltage -If the voltage Section

is higher is equal

than 5.3

24 V. continue "Double

the flight. the instructions failure". given in

to or less than

24 V. apply

3.2. paragraph

transformer-rectifier

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FLIGHT MANUAL

3.2

Take-off from unobstructed around . Take-off path clear of obstructions. Do not take-off at a weight greater than that authorized for the hover IGE according to the pressure altitude and temperature (see Section 4). From the hover at 13 ft (4 m) and after checking the collective pitch value. Increase the collective pitch by 1 while not exceeding the maximum authorized power (defined by the maximum De - Not according to the limiting altitude) giving a nosedown attitude of between 5 to 8. From Vy minus 10 kt (18 km/h): reduce the nose-down attitude to reach and stablize at Vy, cancel the artificial loads, adjust the power as required without exceeding the first limit reached.

3.3

Take-off from ground lined bv obstructions or having obstructions in the take-off path The take-off path must permit a safe landing if an engine fails. The maximum take-off weight must take into account the lie of the land and the height of the surrounding obstructions. Generally speaking, the recommended weight is that which permits the hover aGE. From the hover IGE : increase the collective authorized pitch. pitch as required without ever exceeding the maximum

climb until just above the highest obstruction.

When the aircraft is at the required height, place it into forward flight according to the procedure specified in paragraph 3.2.

4 CLIMB

- Landing gear . 3 green lights are out - Power . do not exceed : - Bleed valve - t4 temperatures - Heating system

Retracted (See NOTE 1). As required

16.5 collective pitch, max. torque, or max. Ng. Normal threshold Checked As required

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FLIGHT MANUAL

- Recommended airspeeds:

Vy

. 70 kt at zero density altitude with a linear decrease of 1 kt per 1000 ft density altitude. or . 130 km/h at zero density altitude with a linear decrease of 6 km/h per 1000 m density altitude.

REMINDER:

If there is any hard braking during taxiing, leave the landing gear down for at least 5 minutes.

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2.3 - IN FLIGHT

1 1.1

CRUISE FLIGHT Level flight on two engines The normal cruising pitch is 15. Fast cruising pitch is : . 15.5 for a density altitude of 3300 ft (1000 m) or less . . 16 for a density altitudes above 3300 ft (1000 m). The VNE is calculated before flight and referred to in the LIMITATIONS section and on the instrument panel. The maximum endurance speed: 70 kt (130 Km/h). The collective pitch for obtaining the maximum range: 14 to 15,5. This pitch is recommended when flying over the sea.

1.2

Fuel transfer It is recommended to transfer fuel from the LH group of tanks (LH Engine) into the RH group (RH Engine) when the RH group contents have reduced to about 550 I (145 US gal. 120 Imp. Gal.) or 950 Ib (430 kg). If the fuel is transferred later, the low level warning light longtitudinal tank may come on during the transfer even though the LH group is greater than 90 I. (24 US Gal - 20 Imp. Gal.) or is that the total flow rate of the LH transfer pump and booster from the LH jet pump. corresponding to the LH the total amount of fuel in 155 Ib (70 kg). The reason pump is greater than that

If this is the case, stop the transfer. Resume the transfer when the jet pump has increased the level of the longtitudinal contents to well above 90 I. (24 US Gal. - 20 Imp. Gal.) or 155 Ib (70 kg). It is recommended to leave a slight difference between the two groups of tanks (20 to 30 I. - 5 to 8 US Gal. - 4 to 7 Imp. Gal. - 35 to 55 Ib - 15 to 25 kg) to prevent simultaneous unpriming of the two supply systems when operating near the absolute fuel limits. Generally speaking, the satisfactory operation of the transfer pump will be seen from the contents gauges of the two groups of tanks. In fact, cruising at low altitude, the amount of fuel in the group receiving the transfer should remain more or less constant. If the transfer pump fails, check that there is sufficient fuel to complete the mission. If this is not the case, return to the take-off base.

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2 2.1 MANOEUVRING Turning "IN FLIGHT" Use the heading change button to change heading during a transit if the change is only a few degrees (applies to a standard control box). This procedure allows precise corrections but, if one demands too great a heading change, it has the disadvantage of causing the aircraft to sideslip for rather a long time before it stabilizes. If a substantial heading change is required: - either apply pressure on the yaw control pedals and bank the aircraft using the stick, - or use the cruise function by simply banking the aircraft using the stick. This function is effective once the bank angle exceeds 5 to 7. However, for bank angles greater than 30, it may be necessary to use the yaw control pedals to achieve a coordinated turn. This function automatically becomes inoperative at an IAS below 60 kt (110 km/h). 3 FLIGHT AT HEAVY GROSS WEIGHT (ABOVE 6.7 tons or 14700 Ib) - Avoid sudden manoeuvers and turns using more than 30 bank angles. 4 INSTRUMENT FLYING The following flight parameters are recommended : atat 13achieved pitch14800 less 1650 if the weight 65 55 descentflight Speed collective hm/mn) kt flight Level (100 Speed (failed)hm/mn) level (120 achieved 65 kt (120 km/h) 4015ft/mn With 20 pitchororflight km/h) Without AP ft/mn(5(5 AP inlevel lessIb 1650 collective in or 30 AP the turbulence is above with if Ibin weight 14800 (6700 kg) air

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4.1

Approach to landing in IFR conditions The optimum speed for the descent and approach is 100 kt (180 km/h). The aircraft decelerates on setting up a 100 nose-up attitude over a distance of 3300 to 4000 ft (1000 to 1200 m). The following actions are not recommended : - releasing the artificial loads as a matter of routine - carrying out turns by cancelling the cyclic stick loads either by the BEEP-TRIM switch or by releasing the artificial loads. - changing the bank attitude of the spherical repeaters. - flying close to VNE. NOTE: If the AP fails in the pitch axis, the pilot should react immediately as the loss of altitude in cruise flight could reach 500 ft (150 m) in several seconds.

FLIGHT IN TURBULENT ATMOSPHERE Reduce speed according to the degree of turbulence, particularly if the aircraft is heavy.

OPERATING THE DOORS IN FLIGHT Operating the doors in flight, and flight with the doors locked open is authorized from 0 to 150 kt (0 to 275 km/h). CAUTION: BEFORE OPERATING THE DOORS AND PARTICULARLY ABOVE 53 kt (100 KM/H), OPEN THE CLEAR-VISION PANELS 6- 8 cm IN ORDER TO AVOID UNCOMFORTABLE FLUCTUATIONS IN THE CABIN PRESSURE.

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FLIGHT MANUAL 2.4 - APPROACH - LANDING 1 1.1 DESCENT AND APPROACH Descent - Collective pitch . Nr less than 290 rpm As required

NOTE1: The minimum rate of descent for a given pitch angle is achieved at Vy. NOTE 2: At altitudes above 13100 ft (4000 m) approx., the free turbine speed may remain equal to the rotor speed up to the maximum permissible rotor speed with power off (310 rpm). Therefore, it is necessary to increase the collective pitch slightly in order to bring the rotor speed and Nf to 292 rpm or below (maximum time allowed = 20 seconds at speeds above 292 rpm). The rotor speed limitation is 310 rpm, but above an NR of 295 rpm the alternator speeds lead to frequencies which prejudice the performance of electronic equipments. 1.2 Final approach - Landing gear Down Recommended speed: below 110 kt (200 km/h) IAS Landing gear control switch downwards Red travel indicator light comes on then goes out 3 green lights come on - Heating system Bleed valve NOTE: Off Threshold offset

The bleed valve threshold offset is not mandatory when the external conditions allow correct engine performance in hover flight with bleed valves closed (head wind, no rainfall, etc... ).

LANDING Landing procedures may be employed which differ from those given below if the landing weight is below that extrapolated from the chart dealing with aircraft performance in the single-engine hover OGE at 2 min 30 power rating (see 4.1 page 5). Except in the case of a landing on a slope, land with: - Nose wheel unlocked - Wheel brakes off.

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Landing gear warning lights 2 "UG WARN" lights on the instrument panel flash when: - the air velocity is below 55 kt -0 kt / +10 kt (100 km/h -0 km/h / +20 km/h) and the UG is not locked DOWN. Switch off the AP for taxiing. 2.1 Landing area without obstructions - Carry out a standard approach arriving at 50 ft (15 m) with an IAS of 43 kt (80 km/h) and a rate of descent of 500 ft/mn. - Slowly bring the speed back to 30 kt (50 km/h) and reduce the collective pitch to continue the descent and arrive at a height of about 15 ft (5 m) at 30 kt (50 km/h) IAS. - Increase the collective pitch to soften the landing. - After contact with the ground, avoid large movements remain more or less in the neutral position. - Switch off the AP. - Brake normally. 2.2 Landing area lined with obstructions The landing path must permit a safe landing in the event of an engine failure. That said, the aircraft weight can complicate matters and, therefore, try not to enter the avoid area defined in Section 1.3 page 3. - Carry out a standard approach to arrive at 100 ft (30 m) above the obstructions, an IAS of 40 kt (70 km/h) and a rate of descent of 300 Wmn (90 m/mn) or less. - Maintain a constant value of collective pitch. - Adopt a 10 approx. nose up attitude on the approach to the landing area and maintain this attitude until the speed comes back to 30 kt (50 km/h). If an engine fails, monitor the rotor speed and keep it at or above 250 rpm. - Adopt a 5 nose up attitude to further reduce the speed and set the pitch to a value which gives a rate of descent of 100 Wmn (30 m/mn) down to about 40 ft (12 m) above ground at a low airspeed. - Continue the descent while maintaining, if possible, a slight forward speed. - Gently start to apply the collective pitch at between 20 and 30 ft (6 and 9 m) to soften the contact with the ground and reduce the ground speed as required. of the cyclic stick which must

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- When the wheels have touched the ground, reduce the collective brakes normally. - Switch off the AP immediately after the landing. 2.3 Running landing

pitch and apply the

If this type of landing is carried out, the landing distances (clearing a 50 ft (15 m) obstacle) given in the AIRCRAFT PERFORMANCE Section do not include the landing run. If a firm landing area clear of obstructions is available, a running landing is possible which reduces the round-out vibrations. To do this: - Gradually reduce the airspeed during a very flat round-out after checking that the nose wheel is locked and the parking brake is off. - Then adopt a 50 nose up attitude at approx. 30 kt (50 km/h) and reduce the collective pitch as required for a soft landing at around 20 kt (40 km/h). - Reduce the collective pitch and switch off the AP immediately after landing. - Carry out progressive braking. - Unlock the nose wheel to allow manoeuvring on the ground (it may be necessary to gently apply power to ease the load on the nose wheel). 2.4 Landing on soft ground CAUTION: IT IS MOST INADVISABLE TO LAND INTENTIONALLY WITH FORWARD

MOVEMENT ON SOFT GROUND (SNOW OR DEEP MUD). - If a landing is carried out on soft ground, great care must be taken not to move the aircraft forward once the wheels have touched the ground. The snow or mud can accumulate in front of the wheels at the slightest forward movement. Procedure: - Combine the slow reduction of the collective pitch with a slow backwards the stick so as to counteract the forwards tilt of the main rotor shaft assy. NOTE 1 : Landings on snow are always delicate. Distrust: - Powdered snow: risk of zero visibility. - Superficially frozen snow: risk of sudden sinking. - Packed snow: risk of skidding after contact. Always keep a dark object among the visual reference points on the ground. movement of

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Be ready to climb away if losing all visual contact with the ground. It is inadvisable to use landing areas covered with gravel which can damage the rotor blades. 3 3.1 OPERATIONS ON A SLOPE Starting and stopping Limitations for starting and stopping the engines on a steep slope are as follows: - 5 sideways - 10 facing the slope uphill. LANDING AND TAKE-OFF Landing and take-off with rotor spinning on slopes with a maximum gradient of 12 facing the slope and 8 sideways is permitted. Procedure: Before landing, apply the parking brake and lock the nose wheel ( this last point not obligatory). After a final approach into wind, turn the aircraft in the hover so that the steepest gradient, up the slope, lies between 9 o'clock and 12 o'clock relative to the aircraft. Allowing for the slope of the plane of the three wheels in the hover (aft and to starboard), this will produce the smallest tilt when the aircraft first touches down.

As the aircraft starts to tilt when the first wheel touches down, counteract the tilt of the rotor by moving the stick towards the top of the slope. When all three wheels have touched down, fully reduce the collective pitch while returning the stick to neutral. If necessary, the aircraft may be landed in a direction other than that defined above but only if the gradient does not exceed 8. NOTE: -After stopping for several hours on a steep slope, the fuel may flow back from the longtitudinal tank of the LH group to such an extent that the booster pump is uncovered. This is due to imperfect sealing of the valves. If so, the pilot will notice this when starting the engines : starting the booster pump will not extinguish the LH engine warning light.

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Procedure: Start the RH engine for a few minutes. As soon as it has started, start the transfer pump from the RH group of tanks to the LH group and every 2 minutes or so, re-start the LH engine booster pump for a few seconds until it is primed again. In the worst case, this operation will last about 10 minutes. Do not switch the transfer pump off until after take-off.

GO-AROUND
For the overshoot, carry out a standard translation to forward flight as for after take-off : - Increase the collective pitch, if necessary up to the first limit reached while adopting a 5 to 8 nose up attitude. When the airspeed reaches 70 kt (130 km/) : - Adjust the power as required without exceeding the first limit reached.

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2.5 - AFTER LANDING

SHUT DOWN PROCEDURE CAUTION: DO NOT USE THE "EMERGENCY" FUEL SHUT-OFF DOWN THE ENGINES EXCEPT IN AN EMERGENCY. Applied, lever up Locked, as required In neutral position Applied Off Safety pin in place Off Off COCKS TO SHUT-

Parking brake Nose wheel Cyclic stick Collective pitch friction lock Radio comms. and radio nav. equipment Landing gear Pitot head heating and windshield panel de-icing systems - Radio-altimeter.

Allow engines to stabilize at full low pitch (see Note 2) : . 1 minute if the OAT is above - 1DOC . 2 minutes if the OAT is below - 1DOC. - Fuel flow control lever : . Fast reduction gate - Booster pump - Fuel flow control levers - Rotor brake - All overhead panel switches Set Off Both levers set to off Applied when NR reaches 12D rpm or less Off

When two rotor braking applications have been carried out within 5 minutes of each other, wait 15 minutes after restarting the engine and spinning the rotor before once again applying the brake. NOTE1: The "ROT.BR" light on the caution-warning 30 psi (2 bar) or above. panel comes on when the pressure is

NOTE 2 : Engine stabilization times before shut-down could include taxiing time if the aircraft is taxied at low power, in low relative wind speeds and with a collective pitch close to the low setting.

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2.6 - OPERATION IN HIGH WINDS

1 STARTING Point the aircraft a few degrees to the left of the wind direction (the wind blowing from the right of the aircraft). Start the first engine with the rotor brake applied. Release the brake when Ng reaches 15000 rpm then accelerate the engine to get the rotor up to the operating rating. Start the second engine. If the rotor starts to spin before Ng reaches 15000 rpm, release the rotor brake and begin to accelerate the engine when the START 1 or START 2 light goes out.

NOTE:

2 ROTOR BRAKING Point the aircraft a few degrees to the left of the wind direction (wind blowing from the right of the aircraft). Leave the engines to stabilize at low pitch: 2 minutes if the OAT is above - 100e 3 minutes if the OAT is below - 100e Fuel flow control levers Fast reduction gate Booster pumps Fuel flow control levers Rotor brake Set Off Both levers to Off Applied for NR of 120 rpm or less

3 GROUND HANDLING Load the aircraft to the maximum extent. Avoid unfavourable slopes (combination of the slope and the wind direction which favours overturning ). Immobilize the aircraft and the rotor blades as soon as possible.

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2.7 - OPERATION IN HOT WEATHER

The following measures are recommended when operating in hot weather: - closely monitor the t4 temperatures at heavy gross-weights, - avoid operating with a tail wind, - crank the engines 10 seconds after engine shut down when the OAT is above 30C and it is not possible to shut the engines down into wind.

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2.8 - ENGINE POWER ASSURANCE CHECK

1 IN-FLIGHT ENGINE POWER CHECK (Figure 1) Engine power is checked in normal cruising flight at 15 collective pitch. Place the aircraft in stabilized level flight (for a least 3 minutes) at normal cruising speed, 15 of collective pitch on two engines, all air consumers closed, preferably at an altitude where there is little or no turbulence. NOTE: If the gas generator rating obtained in level flight on two engines is insufficient for a power check (less than 29500 rpm), slightly pull back the fuel flow control lever on one engine so as to obtain a sufficient gas generator rating on the other engine (29500 to 32000 rpm) before carrying out the 3 minute stabilization. The procedure should then be repeated with the other engine.

TO BE NOTED: Torque values (see Note) Gas generator ratings Rotor speed Pressure altitude OAT reading. NOTE: The torquemeter indicator is to be set to position "1" (red and white crosshatched flag). Pointer "1" indicates engine NO.1 torque and pointer "2" indicates engine No. 2 torque. These measurements are taken with the bleed valves closed ("BLEED" light out)

1.1

Using the chart Enter the chart with the above parameters (Figure 1). From the indicated Ng (1) move horizontally to the left to intersect the measured OAT curve (2). Then move up to intersect the altitude pressure curve (3). Read across to the upper RH box. From the indicated torque value (4) move across to intersect the relevant NR curve (5). From this intersection move vertically into the upper RH box. Determine the intersection point (6) of the lines coming from the pressure altitude (3) and from the NR point (5). On the top RH graph, the heavy line separating the shaded from the white area corresponds to the guaranteed power. The lines parallel to this line give the differences in mdaN relative to this power.

NOTE:

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FLIGHT MANUAL Example:

- Ng = 31000 rpm (1) - Measured OAT = + 20C (2) - Hp = 6000 ft (3) - Torque = 88 mdaN (4) - NR = 268 rpm (6) The point (6) is situated in the clear area of the upper RH box which indicates that the check is satisfactory and that the power is 3 mdaN above the removal criteria. 1.2 Interpretation of the results When the point (6) is located in the shaded area, the engine is not providing the required power. The difference between the point (6) and the removal criteria line shows the torque loss expressed in mdaN. The possible causes of this loss are: - a motor providing insufficient power . either because of clogging which requires cleaning . or because of damage. - measuring instruments possessing an error larger than normal - unfavourable flight conditions for an adequate check. 2 ENGINE THERMAL LOAD CHECK (Figure 2) The preliminary requirements for this check are identical to those specified in paragraph 1 of this section (Engine power assurance check in flight). To be noted: Ng Measured OAT t4 temperatures. 2.1 Using the chart Enter the chart with the above parameters (Figure 2) From the indicated Ng (1) move horizontally to the right to intersect the measured OAT curve (2). Plot the intersection (4) of the vertical line from (2) and of the horizontal line from the indicated t4 temperature.

Example: Indicated OAT Ng t4

= OC

= 31000 rpm = 620C

The point (4) is situated above the heavy straight line which indicates that the engine is serviceable.

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2.2 Interpretation of the results When the point of intersection is below the heavy straight line the engine has exceeded the acceptable thermal load limit. Before removing the engine, check: that the measured parameters are valid (indicators recalibrated if necessary) the condition of the compressor.

In all cases, flush the engine and repeat the check.

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FLIGHT MANUAL

. ....

, ,. , ,
"t

i"

~J "' ....

" '"

'\l

,.8
10 12 14 15

'" I\..,"-"' I' "\. \. r'-l I1\ I'.. "\ "1'\ \. " \ ""\ \"'-~"\.II\.\.i'I -~ " " I\. "\f~ ~ ,"- \. ~
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(m daNJ

60

o 71-Cr.p.m.}
...

l-

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f-

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=+- 80

90 100 110
120

32000

Figure 1 - In-flight engine power check

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FLIGHT MANUAL

hf/l/A 1/./ ~ I. h V 'U

, ,

,
!

,'11-

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Ng r:fJ, rpm) (
I
:

'-

.....

Il/J V/I/'I..jII1.....1'1 1/ U.:-.... 1 iI ,.4 ,A //i~~ j) h 1/)1/jj)11/IV,. j j I1'-1.. .I. 1/1 jI1/ 1 1-'/1 1.I1/V I)-1/~I IV 1//Ij 1/ SATISFACTORY 'I'}ri2 V .I 1/ 1/ Ij.j !~) /ij ~ r/ V If-- O~I1 I11//A....... '/,AI 'I/~ IiINCORRECT~ '/. 1/1 1/ CJ'V ~ 1 ~ VI/1/VI~ 1/ j1/~ V V~V ~~~
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R R R R

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3000 R R R R R R R

2900

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R R R R R R R R R R

50
t4
(0

C)

60

R
R R R R
'"

70

R R
R R R

Figure 2 - Engine therrnalload

check

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SECTION 3 EMERGENCY PROCEDURES CONTENTS Pages 3.1 EMERGENCY PROCEDURE 1 2 3 4 5 6 7 8 9 10 11 12 13 3.2 INTRODUCTION AUTOROT ATIVE LANDING SINGLE-ENGINE FAILURE INTENTIONAL SINGLE-ENGINE SHUT DOWN AFTER A MALFUNCTION ENGINE RELIGHTING IN-FLIGHT ENGINE GOVERNING MALFUNCTION FIRE IN FLIGHT SMOKE IN THE AIRCRAFT TAIL ROTOR FAILURE LANDING WITH LANDING GEAR RETRACTED ICING CONDITIONS EVACUATING THE AIRCRAFT SINGLE PILOT OPERATION PANEL 1 1 2 3 4 7 8 9 10 1 1 2 5 5 6 9 10 11 12 12 13 13

FAILURES INDICATED ON THE WARNING-CAUTION 1 2 3 4 5 6 7 8 9 TURBINE FAILURES ROTOR BRAKE MGB FAILURES FUEL SYSTEM FAILURES ELECTRICAL POWER SYSTEM FAILURES DOORS OPEN INDiCATION POWERPLANT SYSTEM FAILURE HYDRAULIC POWER SYSTEM FAILURE FAILURE OF ANTI-ICING SYSTEM

3.3

INCIDENTS AND FAILURES NOT INDICATED ON THE WARNING-CAUTION PANEL 1 2 3 4 5 6 7 8 EXCESSIVE MGB OIL TEMPERATURE POWER PLANT ABNORMAL OPERATION LANDING GEAR RETRACTION FAILURE LANDING GEAR DOWN IN EMERGENCy AUTOMATIC PILOT VERTICAL GYRO PLATFORM FAILURE COLLECTIVE PITCH INDICATOR FAILURE AUTOMATIC PILOT SYSTEM FAILURES PITOT -STATIC SYSTEMS FAILURE 1 1 3 3 4 4 5 6

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3.1 - EMERGENCY PROCEDURES 1 INTRODUCTION This section deals with procedures for classic incidents. However, the actions to take for each incident must take into account the situation as a whole. The following expressions are used according to the degree of urgency: LAND (or DITCH) IMMEDIATELY LAND AS SOON AS POSSIBLE: made. land at the nearest site at which a safe landing can be

LAN AS SOON AS PRATICABLE : a prolonged flight is not advisable. The choice of landing site and the duration of the flight are decisions to be taken by the pilot.

2 AUTOROT ATIVE LANDING REMINDER: Intentional autorotative landings are forbidden. 2.1 On land Reduce the collective pitch to obtain an NR of 290 rpm or below Lower the landing gear. Lock the nose wheel. Zero the silhouette on the standby horizon, if necessary. Final approach into wind at 80 kt (150 km/h). Adopt a 15 nose-up attitude: . at around 130 ft (40 m) if the aircraft is heavy . at around 70 ft (20 m) if the aircraft is light. When approaching the ground. increase the collective pitch and let the nose-up attitude reduce to about 10 in order to keep a forward speed of about 45 kt at 15400 Ib (80 km/h at 7000 kg) on touchdown. Keep the stick in position when the main landing gear touches down. When the nose wheel touches down, reduce the collective pitch normally and apply the wheel brakes. (For an IAS below 32 kt or 60 km/h). On touchdown, the rotor speed may be so low that the AC power supplies and the AP cut-out (the battery bus remains supplied).

NOTE:

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2.2 Touchdown on water (without emergency flotation gear) Follow the same procedure as for touching down on land but with the undercarriage retracted. On the approach, open the cargo bay doors. Reduce speed as much as possible before touchdown. Jettison the emergency exits on touchdown. Use the cyclic pitch stick to keep the aircraft level. Do not reduce the collective pitch - apply the rotor brake. Only unfasten the safety straps when the aircraft is in the water and has stabilized. Only inflate the life-jackets when clear of the aircraft.

3 SINGLE-ENGINE General procedure Symptoms: Illumination of

FAILURE

10lFFNG

I ENG

P1

or

I ENG

P2

Ng, t4 and torque indications decrease for the failed engine. Possible NR drop with illumination of Consequences: After a single-engine failure, the power on the remaining engine increases automatically. NR reduces if the required power is greater than the 2 min 30 rating. Pilot actions: . Given in the following paragraphs.

I POWER 11

or

I POWER 2 I

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3.1 3.1.1 Engine failure on takeoff If the air velocity is less than 45 kt (83 km/h) ABORT THE TAKEOFF 3.1.2 Reduce speed. Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm. When approaching the ground, increase the collective pitch and reduce the nose-up attitude (10 max.). Continue increasing the collective pitch using the full travel range of the lever in order to cushion the touchdown. (NR may then drop to below 220 rpm). Place the aircraft in a level attitude after touchdown. Apply the wheel brakes to immobilize the aircraft. Switch off the booster pumps on the failed engine.

If the air velocity is 45 kt (83 km/h) or greater It may be possible to continue the flight depending on the single-engine performance at 45 kt and at Vy (see Section 4). Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm. Select the climbing speed as required.

3.2

Engine failure in the hover OGE (Outside avoid area) Adopt a nose-down attitude (15 to 20). Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm. It may be possible to continue the flight depending on the single-engine performance at 45 kt and at Vy (see Section 4). Immediate landing As soon as the IAS reaches 30 kt (55 km/h) reduce the nose-down attitude taking care not to exceed 40 kt (74 km/h). At about 20 ft or 6 m, reduce the speed by adopting an nose-up attitude not exceeding 10.

3.2.1

As soon as the aircraft begins to sink on approaching the ground : - Apply the collective pitch using the full travel range of the lever in order to cushion the touchdown. After touchdown: - Place the aircraft in a level attitude. Apply the wheel brakes to immobilize the aircraft.

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3.2.2 Continuing the flight As soon as the IAS reaches 30 kt (55 km/h), reduce the nose-down attitude progressively while letting the speed increase to the lowest speed permitting level flight. Then: Fly at Vy. Reduce collective pitch in an attempt to maintain level flight at the 30-minute power rating. lAND AS SOON AS POSSIBLE. 3.3 Engine failure in cruising flight Reduce the collective pitch as necessary to keep NR at 245 rpm or above. Switch off the heating and demisting system. On the failed engine, select: Booster pum ps Off . Fuel flow control lever Off AS SOON AS

Depending on the aircraft weight ; SHORTEN THE FLIGHT OR lAND POSSIBLE. 3.4 Engine failure on the approach -

Reduce the collective pitch as necessary to keep NR at 245 rpm or above. Switch off the heating and demisting system. Booster pumps on the failed engine Off Continue the approach. Check: landing gear. Down . Parking brake Released . Nose wheel locked (if a running landing is envisaged) Reduce airspeed to around 40 kt (74 km/h). Keep NR above 245 rpm.

At a height of about 20 ft or 6 m : - Reduce speed (100 max. nose-up attitude). As soon as the aircraft begins to sink on approaching the ground : - Apply the collective pitch using the full travel range of the lever in order to cushion the touchdown. After touchdown: - Place the aircraft in a level attitude. Apply the wheel brakes to immobilize the aircraft.

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4 INTENTIONAL SINGLE-ENGINE Pilot actions:

SHUTDOWN AFTER A MALFUNCTION

- Reduce the collective pitch to about 14. - Switch off the heating and demisting systems. - Shutdown the engine (refer to Section 2 "STANDARD PROCEDURES") - Adjust collective pitch as required to comply with: Torque and Ng limitations . . NR at 245 rpm or above. If the weight, altitude and temperature conditions permit continued single-engine level flight: SHORTEN THE FLIGHT

Otherwise, LAND AS SOON AS POSSIBLE. NOTE: Proceed as follows to draw fuel from the fuel tank group of the shutdown engine: Fuel shut-off valve of the shutdown engine Booster pumps of the shutdown engine Transfer pump Closed On On

4.1

Loss of Free Turbine Governing Sensors of one Engine Symptoms IDIFF. NGllight comes on. Ng stabilized at idle rating. Zero torque on engine in question. NR may drop and IPOWER 11 orl-P-O-W-E-R-21Iight may come on. !G0V 11 or /GOV 21light of the engine in question may come on. Actions Refer to paragraph 3: SINGLE-ENGINE If the flight is continued: FAILURE.

Apply the procedure for INTENTIONAL SINGLE-ENGINE MALFUNCTION. 5 ENGINE RELIGHTING IN-FLIGHT CAUTION:

SHUTDOWN AFTER A

IF AN ENGINE IS INTENTIONALLY SHUT DOWN AFTER LOSS OF THE FREE TURBINE GOVERNING SENSORS, DO NOT RE-LIGHT THAT ENGINE.

Reduce speed to approximately Vy. Start the engine according to the standard procedure given in Section 2 (except for that dealing with rotor spinning).

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6 ENGINE GOVERNING MALFUNCTION 6.1 Faults causing power anomalies These power anomalies may originate from: - A gas generator speed (Ng) not varying from 28200 rpm (approx. 40% of max. power), or - An Ng tending to increase up to the 2 min 30 rating, or An Ng oscillation. to try to compensate for power

The governor of the other engine reacts automatically variations (up or down) on the affected engine.

In certain flight configurations (in particular low collective pitch) the power provided by the engine with the failed governing system may lead to a significant increase in the rotor speed, the protection against overspeed therefore shuts down the engine when the rotor speed reaches 318 rpm (120%). Symptoms: Theses faults are indicated by the following lights coming on : a) b) c) IDIFF. NG I + possibly

I POWER

11 or

IPOWER
1/ or

21

+ possibly flashing

jovsp,

I OVSP.

21 and engine shutdown.

Pilot actions: Maintain rotor speed between 250 and 270 rpm. To do this: . . Increase the collective pitch if NR rises Decrease the collective pitch if NR drops

If only the I DIFF.NG I light comes on : Identifv the affected engine by varying the collective pitch until its IpOWER 2 I warning indicator light comes on.

I POWER 1 I or

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Operate the fuel flow control lever of the affected engine to adjust the engine speed as required: Reduce the fuel flow to decrease the engine speed . . Use the emergency governing range to increase the engine speed. SHORTEN THE FLIGHT and apply the following procedures for landing: Set the torque indicator selector to TORQUE 1 (red and white hatched flag in the window) in order to monitor the torque of the affected engine. Descent: Set the fuel flow control of the affected engine to the fast idle position.

Final approach: Move the fuel flow control of the affected engine forward until the torquemeter reads

20%.
After landing, when the collective pitch is at 100 6.2 Redundancy loss Symptom: Illumination of indicator lights
:

shutdown the engine.

I GOV.

11 or

I GOV. 2 I

Analysis: Loss of governing redundancy, or Loss of one or both of the emergency power supplies of the engine governing units.

Consequences: There is no effect on : The engine power level, or The power supplies to the engine governing units.

Pilot action : CONTINUE THE FLIGHT.

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FLIGHT MANUAL

6.3 Engine stopped due to overspeed Symptoms: Engine 1 or Engine 2 stopped. I OVSP.11 or I OVSP.21 indicator lights flashing on the lower instrument panel. Pilot actions: CONTINUE THE FLIGHT ON ONE ENGINE (Apply the instructions in paragraph 3 : Single-engine failure). NOTE1: When necessary and depending on the type of failure that caused the engine to stop due to overspeed, it is possible to use that engine after relighting by moving the fuel control lever to adjust the required power rating refer to aragraph 6.1). OVSP.2 to reset the Before relighting the engine, depress I OVSP.1 I or overspeed protection device (starting is impossible when the light is flashing). If there is any doubt about the cause of the overspeed or if the engine stopped without rotor overspeed being sensed, do not attempt to relight the engine until a visual check of the condition of the transmission system between the free turbine and the rotor has been carried out.

NOTE 2:

330 Srn 02-38

3.1
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FLIGHT MANUAL
7 FIRE IN FLIGHT

* * * * *

7.1 Fire in the engine bay * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Symptoms: *

Illumination of:

I FIRE 11 or I FIRE

*
21 + HORN

*
*

*
* * * * * * *

The following warning indicator lights on the affected engine come on : - Fuel shut-off control

*
*

-I NORM I and I EMERG I on

IMMEDIATE ACTIONS Aircraft on the ground :

the engine panel.

* *
closed * *

- Fuel shut-off cock

*
*

- Fight the fire from outside the aircraft using the ground extinguisher if possible, otherwise use the in-flight fire extinguishing procedure. After take-off, in the hover or on the approach over a possible safe landing site LAND IMMEDIATELY Use the fire fighting procedure for an aircraft on the ground once the aircraft is immobilized. For all other in-flight cases Set a collective pitch and a speed which are compatible with a possible engine failure (See para. 3) Proceed as follows for the affected engine: Fuel shut-off cock NORMAL fire extinguisher switch (illuminated) Fuel flow control Heating system Booster pumps If the FIRE light goes out..

*
*

*
* *

* * * *
*

*
* * * * * * * * * * * * * * * * * * * * * *

*
* *

*
*

*
Closed Pushed in Shutdown position Off Off LAND AS SOON AS POSSIBLE 10s: Pushed in. LAND IMMEDIATELY * * * *

*
* *

If the FIRE light does not go out after approximately Start chronometer . EMERG fire extinguisher switch (illuminated)

* * * * * *
* *

If the FIRE light remains on after about 1 minute

*
* *

Fight the fire from outside using portable extinguishers if available.

*
*

****************************************************************

330 Srn 02-38

3.1
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FLIGHT MANUAL 7.2 Fire indicating system failure

Symptom: . Illumination of indicator li9ht.. Carry out the engine FIRE tests. If one FIRE test is incorrect: - SHORTEN THE FLIGHT. If the two FIRE tests are correct (line test failure confirmed) : - CONTINUE THE FLIGHT. 8 SMOKE IN THE AIRCRAFT 8.1 Smoke on the ground or in the hover over a possible landing site - LAND IMMEDIATELY Then proceed as follows : Fuel flow control levers All electrical power switches Booster pumps Open all doors.
j FAIL

Pilot actions:

Shutdown position Off Off

8.2 Smoke In flight or in the hover with immediate landing impossible 8.2.1 Smoke in the cargo hold having a non-electrical origin Fly at approximately Vy Switch on fan Open cockpit ventilation flaps Close bad-weather windows. LAND AS SOON AS POSSIBLE. 8.2.2 Smoke having an electrical origin NOTE1: All consumers are isolated except those supplying essential services (PP3 battery bus) IF THE EMERGENCY ELECTRICAL CUT-OFF GANGBAR AND THE "BATI" SWITCH ARE SWITCHED OFF AT THE SAME TIME, THE ELECTRICAL ENGINE GOVERNING SYSTEM IS NO LONGER SUPPLIED AND THE TWO ENGINES THEN GO TO AN INTERMEDIATE RATING.

CAUTION:

On the overhead electrical management panel: EMERGENCY ELECTRICAL CUT-OFF gangbar All switches except BATI Speed Cockpit ventilation flaps and bad weather windows Put the aircraft into a side slip.

Rearwards Off Vy Open

330 Srn 02-38

3.1
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FLIGHT MANUAL
1st possibility - The smoke diminishes and stops Proceed in turn with the following steps which are intended to identify and isolate the faulty component. Wait long enough between actions to check that smoke does not reappear. EMERGENCY ELECTRICAL CUT-OFF gang bar and the 3 corresponding switches BAT, AL T 1and ALT 2 FORWARDS All electrical switches in turn ALT 1, ALT 2, TRU 1, TRU 2, ON Isolate the faulty circuit and leave the other switches ON.

2nd possibility - The smoke continues with only the BATT switch on Push the EMERGENCY ELECTRICAL CUT-OFF gang bar and the 3 corresponding switches All switches on the overhead electrical system management panel.. BATT. switch

FORWARDS ON OFF

In both cases : LAND AS SOON AS POSSIBLE depending on the results of the fault identification and isolation actions and the extent of the smoke. 9 TAIL ROTOR FAILURE 9.1 Control cable failure 9.1.1 In the hover 9.1.2 Immediately reduce the collective pitch setting. Shutdown the two engines: FUEL SHUT-OFF levers Cushion touchdown as much as possible. GENERAL CUT-OUT handle

CLOSED "EMERG CUT-OFF"

In forward flight Put the cyclic stick to the right to control the aircraft laterally and immediately reduce speed to about 110 kt (200 km/h) which permits a collective pitch setting of 13 without sideslip. Continue the flight until a site is found which permits a run-on landing. On final approach, reduce the speed to about 30 kt (60 km/h) with minimum collective pitch De = 11 0. Near the ground, slowly increase the collective pitch to 12. Maintain heading while controlling in the roll axis.

9.1.3

On a steep approach Immediately the failure occurs, control the aircraft in the roll axis and rapidly increase the collective pitch to 12 flying at approx. 70 kt (130 km/h) IAS.

9.1.4

In the climb At 70 kt (130 km/h) IAS the sideslip following the failure is slight.

330 Sm 02-38

3.1
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FLIGHT MANUAL
9.2 Loss of tail rotor (sudden major rotational movement in the yaw axis) Enter autorotation immediately. Try to land the aircraft in full autorotation with the engines shutdown, at highest possible run-on speed compatible with the state of the ground and controlling the yaw with the wheel brakes. Pull the EMERGENCY CUT-OFF gangbar.

10 LANDING WITH LANDING GEAR RETRACTED 1) At the hover very near the ground (about 0.5 m - 2 ft), order all passengers to evacuate the aircraft. Look for an even site and enter the hover having used up almost all the fuel. The copilot applies the parking brake, jettisons his door and shuts down one engine using the fuel shut-off control lever. The pilot jettisons his door. All the crew except the pilot leave the aircraft. Land carefully and slowly reduce the collective resonance or tipping sideways. pitch in order to control a possible

2) 3)

4)

5)

When at minimum collective pitch, shutdown the second engine using the fuel shut-off control lever, switch off the electrical power supplies using the GENERAL CUT-OUT handle, carefully apply the rotor brake and leave the aircraft when the rotor has stopped.

11 ICING CONDITIONS CAUTION: REMEMBER THAT PROHIBITED. INTENTIONAL FLIGHT IN ICING CONDITONS IS

Visible symptoms: Frost appears on : the upper part of the side and center windshield panels, the windshield wipers, the external jettison handles for the pilot and co-pilot doors.

Pilot actions : Switch on the anti-icing systems. Attempt to fly out of the icing zone as soon as one of the above symptoms appears. Check:

Windshield anti-icing system Pitot head heating systems

ON ON

330 Srn 02-38

3.1
Page 12

FLIGHT MANUAL

12

EVACUATING THE AIRCRAFT The access doors : Pilot's door Sliding doors Co-pilot's jettison panel

are fitted with a rapid jettison system which is accessible from inside and outside the aircraft. The rear hatch window (or the step door) serves as an emergency exit. This window is jettisonned from inside the aircraft by pulling the red nylon ring and pushing outwards. The step door opens by turning the jettison handle. In the case of a prepared emergency landing, do not jettison the doors and emergency windows before touchdown so as to avoid possible impact against the rotors. 13 SINGLE PILOT OPERATION For each emergency requiring a second crew member (for example, fire in the cabin) : LAND IMMEDIATELY. 14 LIGHTNING STRIKE CAUTION: REMEMBER THAT INTENTIONAL PENETRATION OF CLOUDS WITH A SUBSTANTIAL VERTICAL DEVELOPMENT IS PROHIBITED.

Symptoms: Lightning and bangs accompanied or not by the following phenomena : radio or ICS interference. cutting-out of electric or avionic equipments. indications of erroneous compass headings.

Action by the pilot : Try to reset the equipments as required: . THE FLIGHT MAY BE CONTINUED If significant vibrations begin: . LAND AS SOON AS POSSIBLE

330 Srn

3.1
02-38
Page 13

FLIGHT MANUAL
3.2 - FAILURES INDICATED BY THE WARNING-CAUTION PANEL

The warning-caution panel is shown below and the actions to take when a light comes on are given in the tables underneath.

o I ~ Elt.l ~ !IIE.P I ~ fill III Elt.! I @ ~ ~ijI I ~ @

Mm HYD.L HYD.R 111H LEY.R! ~ PIT. L
11

[I ROT.~

ij

[IA,P ,HID I] ~ PIT.R

LID [][J ~
[I HEAT ~

ti4Y,

ij ~ TmoT

I]

OOJ

I FIRE 211

BAT.r

@ 0\
1

NORM

~ L0D7M~~

rrrmri1

TEST

@ fa

TURBINE FAILURES (see also SECTION 3.1) on the ILLUMINATION LANDING oil the INDICATED FAILURE THE ENGINE pressureSHUTDOWN ACTION drop confirmed:EMERGENCY If failure PILOT pressureSITE OF pressure gauge. I LAND OR GET BACK TO AN

G 1 or ENGINE. ONE ENG 2 oil - Check

2 ROTOR BRAKE FAILURES - In flight ILLUMINATION OF INDICATED free position: lever position PILOT brake Check rotor ACTION If in FAILURE brake The ground action. on as a matter AS of course. can - On LANDNo pilot come POSSIBLE the light SOON AS

Pressure

on

the

330 Sm 02-38

3.2
Page 1

FLIGHT MANUAL 3 MGB FAILURES

3.1 MGB oil pressure drop

Indication: ~B.P

- MGB.P light comes on on the warning- caution panel

I

LIGHT while uge

Set up 70 kt (130 km/h) IAS I reduce If WITHIN iscollective LAND a landing 15 possible: pitch to a value temperature appropriate toMINUTES the flight If landing is dangerous: . LAND Check the oil paying monitoring instruments MGB close attention to the Normal

3.2 Excessive MGB oil temperature T - MGB E light comes on on the warning-caution
M

panel

Indication: Oil temp. gauge reads 125C or above. Pilot action:

I SET UP 70 kt (130 km/h) IAS

Normal temperature
I

Temperature remains high

CONTINUE THE FLIGHT towards the destination while paying close attention to the MGB monitoring instruments

. If possible: lAND . 11 landing is dangerous: lAND AS SOON AS POSSIBLE. MUST lAND WITHIN 30 mn *

* NOTE:

The absolute limit is 3 hours, instead of 30 mn, for aircraft fitted with: - MGB: 330A.32.3000 (all dash numbers) or MGB : 330A.32.2000, modifications: after the embodiment of either of the following on LH

MOD 0751089 (MGB accessory driving system accessory channel). e, MOD 0751097 (MGB without external power supply)

by clutching

330 Sm 02-38

3.2
Page 2

FLIGHT MANUAL
4 FUEL SYSTEM FAILURES ILLUMINATION OF INDICATED FAILURE Pressure drop or Low level in a group of tanks (less than 90 I) PILOT ACTION - Check indications on the fuel panel to confirm failure
TRANSFER PUMP

I FUEL

~." ~ "".~ ~ ~ )~tOFUE~ElO)~)

~
~ TEST

~~L~I.

PRESSURE DROP Check that the booster pumps are switched ON. If a failure is confirmed on the two booster pumps, descend to below 10000 ft (3000 m). The supply of fuel by direct induction is assured up to this height. CONTINUE THE FLIGHT. CAUTION: IF THE BOOSTER PUMPS FAIL, FUEL IS TRANSFERRED FROM THE TRANSVERSAL TANK TO THE LONGTITUDlNAL TANK BY GRAVITY. FOR THIS REASON, THERE IS A GREATER QUANTITY OF FUEL REMAINING WHEN THE INDICATOR LIGHT COMES ON (THAN IF TRANSFER IS MADE BY INJECTOR. 230 I. INSTEAD OF 90 I.)

LOW FUEL LEVEL If possible: TRANSFER. Otherwise: NOTE: LAND BEFORE THE GAUGE READS "ZERO".

In the LH or RH group, the low level warning light comes on if there is more than 90 I. remaining when flying in heavy turbulence, or when the nose-up or nosedown attitude is substantial or when braking while taxiing. The light should go out after several minutes of smooth stabilized flight. It will only come on again in these conditions when there is the normal quantity of fuel remaining.

330 Sm

3.2
02-38
Page 3

FLIGHT MANUAL
5 ELECTRICAL POWER SYSTEM FAILURES ILLUMINATION OF INDICATED FAILURE Battery Overheating PILOT ACTION - Check indicator reading to confirm failure - BAT switch Set to OFF . If light goes out: LAND AS SOON AS PRACTICABLE . If light remains on: SOON AS POSSIBLE LAND AS

I BATTo I

I ELEC

Failure of an alternator or transformer-rectifier

- Check indications on the overhead panel to confirm failure.

2 o
<Xi

6
7

a c:i
IS)

co

::;

'" :>

o
ALTERNATOR FAILURE

o~o o

If an alternator fails, the two systems are connected in parallel and supplied from the other alternator which is capable of supplying all power consumers. This failure is detected by the indicator light (6) coming on. Proceed as follows: Switch off the failed alternator (switch 7). - Attempt a reset by depressing the corresponding push button (5) for 3 seconds. Put the alternator back on-line. If the failure persists: Switch off the failed alternator and CONTINUE THE FLIGHT as such ; all power consumers continue to be supplied by the on-line alternator. NOTE: If it is a low frequency or under-volting fault, the failure warning lights may come on momentarily without tripping the system.

5.1 Transformer-Rectifier

Unit (TRU) failure

If a TRU fails, it is isolated from the system. All power consumers are supplied via the second TRU. Shed the cabin service connector and all the strong consumers not necessary to continue the flight.

330 Sm 02-38

3.2
Page 4

FLIGHT MANUAL

RR 3 A

All the paragraph

5.1

is modified Unit

as follows: failure as follows:

5.1 Transformer-Rectifier A failed TR or related

(TRU)

circuit

is indicated

- Caption

IELEq comes light

on on warning

panel. on on panel 5 ALPHA.

- Indicator Pilot's

"TR1" or "TR2"

(2) comes

action:

- When

TRl

and TR2

switches

are set to the normal closed:

position:

. if the circuit SWITCH OFF THE

breakers are correctly FAILED TR (1) SWITCH.

NOTE:

The

"ELEC" Try

and "TRU" to bring

indicator

lights

may

come

on due to

TRU down.

overheating.

the TRU back on-line

once

it has cooled

if a circuit TRY TO RESET

breaker is open: THE TRANSFORMER-RECTIFIER.

IN THE TWO CASES.

CONTINUE

THE

FLIGHT.

330 Srn 07-45

3.2
Page 4 *RR*

RC

Modify

paragraph

5.1 as follows: Unit (TRU) failure

5.1 Transformer-Rectifier

If a TRU All power

fails.

it is isolated are

from the system. via the second TRU. Shed the the cabin service connector

consumers strong

supplied

and all the

consumers

not necessary

to continue

flight.

This -

failure is detected by the indicator Switch off the failed TRU CONTINUE THE FLIGHT as such.

light

(2) coming

on. Then

proceed

as follows:

NOTE:

The

"ELEe"

and

"TRU"

indi cator on-line

1 ights

may

come

on

due

to TRU

overheati ng.

Try

to bring

the TRU back

once

it has cooled

down.

CAUTION:

THIS PAGE MAY ONLY BE REMOVED FROM THE MANUAL ONCE THE MODIFICATION 0727198 HAS BEEN EMBODIED.

330 Srn

3.2
07-45
Page 4 *RC*

RC

Modify

paragraph

5.3 as follows: failure

5.3 Double

transformer-rectifier

In

this

highly not

improbable

case.

the

aircraft safety.

loses The

only

part PP7.

of PP10 The

the

DC

utilities to be

whi ch

are

essenti a 1 for

ai rcraft

essenti a 1 servi ces PP3. PP4.

conti nue and PP18).

supplied The of table these

by the aircraft below gives the

battery

(essential still

busbars

services a

suppled of

by the 15 or

battery.

total without

consumption requiring

services

permits

flying

time

more

minutes

intentional Pilot

load-shedding.

Action: breakers on the on the electrical overhead panel cabinet are open. TR2. try once ELEC and

If the TR power supply circuit to close them as follows: set both TR bus tie control switches

to OFF

(the TR1.

indicator

lights

come on). to prevent breakers. panel and the and to ON the (the indicator voltage check lights is 28 should V. the go TRs further disconnection.

shed the high reset set both off) . - If the power -If the TR two the TR

consumer switches

circuits circuit on the

the TR three-phase

overhead are off

indi cator aircraft

1 ights

battery and

normally. breakers

Continue are closed

flight the

the

battery is still

voltage below

regularly

(every

10 minutes). battery voltage

circuit

24 V.

or
- If it is impossible to reset the the two TRs:

1imi t
"normal

the

use

of

1andi ng
fuel pumps

1ight.

the

wi ndshi e 1d during

wi pers

and

both

engi ne

and emergency"

to 5 minutes

the

landing heating

phase. system.

if possible: - switch - reduce monitor off the anti-collision the electrical the battery as possible. VOLTAGE DROPS TO 22 VOLTS. A COMPLETE WITH SIDE POWER FAILURE MUST power voltage light and the Pitot . head

consumption

closely.

land as soon CAUTION:

IF THE BATTERY BE ENVISAGED: ADOPT ONLY A FLIGHT

CONFIGURATION

THAT CAN BE ENSURED ON COPILOT'S

85% NG. REMAINS AVAILABLE.

THE SELF-CONTAINED

NR INDICATOR

CAUTION:

THIS

PAGE MAY ONLY

BE REMOVED HAS BEEN

FROM THE MANUAL EMBODIED.

ONCE

THE

MODIFICATION

0727198

330 Srn 07-45

3.2
Page 5 *RC*

FLIGHT MANUAL

RR 3 A

Modify

paragraph

5.3 as follows: failure

5.3 Double

transformer-rectifier

Indications:

- Caption IELEq comes on on warning panel. - Indicator lights "TR1" and "TR2" come on on panel

5 ALPHA.

Consequences: In this which highly improbable case. the aircraft safety. loses only a part of the DC utilities services PP? continue PP10 to be are not essential by the aircraft discharge for aircraft battery time The essential busbars

supplied

(essential

PP3. PP4.

and PP18).

The estimated Pilot's

is 25 minutes.

action: breakers on the electrical panel further cabinet are open. TR2. try ELEC and

If the TR power supply circuit once to close them as follows: set both bus tie shed reset the TR control indicator high switches

on the overhead to prevent breakers. panel

to OFF

(the TR1.

lights

come on); disconnection.

consumer

circuits circuit

the TR three-phase TR switches

set both off).

on the overhead

to ON (the indicator

lights

should

go

- If the two power regularly 24V.

indicator (every

lights normally.

are off Continue

and the battery the flight

voltage

is 28 V. the TRs the battery is still voltage below

the aircraft

and check

10 minutes), breakers are closed and the battery voltage

. If the TR circuit

or
. If it is impossible limit "normal - switch - reduce to reset the two TRs: light. the windshield wipers the and both landing heating engine phase. system. to 5 minutes during the use of the landing and emergency"

fuel pumps

If possible: off the anti-collision the electrical power light and the Pitot head consumption.

monitor the battery voltage LAND AS SOON AS POSSIBLE.

closely.

CAUTION:

IF THE BATTERY ENVISAGED. ONLY

VOLTAGE

DROPS

TO 22 VOLTS.

A COMPLETE

POWER

FAILURE WITH

MUST

BE

ADOPT

A FLIGHT

CONFIGURATION

THAT

CAN BE ENSURED SIDE

85% NG.

THE SELF-CONTAINED

NR INDICATOR

ON COPILOT'S

REMAINS

AVAILABLE.

330 Srn 07-45

3.2
Page 5 *RR*

FLIGHT MANUAL

This failure is detected by the indicator light (2) coming on. Then proceed as follows: - Switch off the failed TRU and CONTINUE THE FLIGHT as such. NOTE: The "ELEC" and "TRU" indicator lights may come on due to TRU overheating. Try to bring the TRU back on-line once it has cooled down. 5.2 Double alternator failure This event is highly improbable, but the essential services continue to be supplied if it should happen: - a static inverter provides AC (fuel gauges), - the aircraft battery provides DC. Pilot action: refer to the double TRU failure. 5.3 Double transformer-rectifier failure In this highly improbable case, the aircraft loses only a part of the DC utilities which are not essential for aircraft safety. The essential services continue to be supplied by the aircraft battery (essential busbars PP3, PP4, PP7, PP10 and PP18). The table below gives the services still suppled by the battery. The total consumption of these services permits a flying time of 15 or more minutes without requiring intentional loadshedding. Pilot action : If the TR power supply circuit breakers on the electrical cabinet are open, try once to close them as follows: set both TR control switches on the overhead panel to OFF (the TR1 TR2, ELEC and bus tie indicator lights come on), shed the high consumer circuits to prevent further disconnection, reset the TR three-phase circuit breakers, set both TR switches on the overhead panel to ON (the indicator lights should
J

R R R R R R R

~~.
-

If the two indicator lights are off and the battery voltage is 28 V, the TRs power the R aircraft normally. Continue the flight and check the battery voltage regularly (every 10 R minutes). R - If the TR circuit breakers are closed and the battery voltage is still below 24 V, R
or R

If it is impossible to reset the two TRs: limit the use of the landing light, the windshield wipers and both engine "normal and emergency" fuel pumps (if installed) to 5 minutes during the landing phase. if possible: - switch off the anti-collision light and the Pitot head heating system, - reduce the electrical power consumption, monitor the battery voltage closely, land as soon as possible.

R R R R R R R R R

330 Sm 07-35

3.2
Page 5

FLIGHT MANUAL

CAUTION:

IF THE BATTERY VOLTAGE DROPS TO 22 VOLTS, A COMPLETE POWER FAILURE MUST BE ENVISAGED: ADOPT A FLIGHT CONFIGURATION THAT CAN BE ENSURED WITH 85% NG. ONLY THE SELF-CONTAINED NR INDICATOR ON COPILOT'S SIDE REMAINS AVAILABLE. N~ limitations

R R R R R R

Alt/ft 26560 -40 40 29880 29714 28054 10 -45 20 -10 -20 30 50 0 27390 27788 26228 27390 27788 26958 26560 28220 28884 29382 29448 30876 30378 31042 28552 31208 30212 31374 31872 30544 31706 31540 -30 26958 29050 28618 29548 30710 32300

NOTE: Ng values that correspond to 650 kW on each engine. 5.4 Emergency cut-off A "general cut-out" gangbar (8) switches off all electrical systems when necessary. 5.5 26 V

I 400 hz primary transformer failure

mer failure

ILLUMINATION OF INDICATED FAILURE The action by necessary. takes over. NO stand PILOT ACTION is transformer 26 V I 400 Hz primary I be re-engaged. the transfer and it can during NOTE: The AP disengages normally

CONSUMERS SUPPLIEDUtilitypwr gov. indicator BATTERY IN THE EVENT OF A DOUBLE BY THE Standby recept. Gnd light AIRCRAFT Eng. 1-2 NG Eng. 2 AL TERNA TOR OR 1DOUBLE TRU FAILURE. Transponder Battery gov. Standby switch Eng. PP3

R 330 Srn 07-35

3.2
Page 6

FLIGHT MANUAL
PP4 Armamentregul12emerg.gaugeengine supply VHF tank horizon HSI2 HSI1 VORwarningfiring1 panel RH 1Altimeter Armament regul Radio compensation UHF ICS TorQuemeterRH panel Sling Overheadlighting Stick FM release Gauges 1 firing ext. tankrelease Stand-by light indicators LH temp. RH Warning-caution Emergency release Idg gear control flat. pitot heating3 light Armament Switching RH emerg. panel Eng. Landing Armament regul pitot 2heating 2HF1 Pilot compass UG Ext. Radio Navigation Batt. Engine Console Caution-warning Overspeed Governing Engine RH normal pitch indicator LH normal release1 release Collective Transponder Eng. Fire detect.

gul 1Eng. ts gPP18 LH Eng.1 2 indicating Eng.3 ext. and ngEng. Eng. Goverring2 2re ning evelEng.11 ply hts light s PP7 mpfire 2light 2 Eng. 2 panel

6 DOORS OPEN INDICATION One or both side doors ILLUMINATION OF matter surePILOTsituation closed before Make of : the doors are No action FAILURE this INDICATED course. ACTION can occur as a I takeoff. not

e opened or are mpletely closed.

R 330 Sm 07-35

3.2
Page 7

FLIGHT MANUAL

COWL EXT.PWR

Ground power receptacle door is not closed OR Sliding locked. cowling is

ON GROUND:

Before takeoff, check that light is off (Ground power receptacle door closed not and sliding cowling locked) IN FLIGHT: Test circuit switch: 1 by depressing TEST power IF

Light goes off: Ground receptacle door is open. CONTINUE FLIGHT NECESSARY

Light remains on : sliding cowling is not properly locked. LAND AS SOON AS POSSIBLE AND CHECK SLIDING COWLING.

7 FAILURES IN THE ENGINE SYSTEMS 7.1 Indicatina liaht of the fuel flow control lever - Symptom: . The

I THROTllight

comes on.

Analysis: One or both fuel control levers are not in the normal position for flight. Pilot action : Check to see if the levers are in the correct position.

7.2

Power computer indicatina liaht - Symptom: The ICALC -

I light

comes on.

Analysis: Power computer failure. POWER 1 and POWER 2 and

I DIFF.

NG I indications are not working.

Pilot action : Monitor the engine parameters.

7.3

I8ill caution
-

Iiaht comes on Analysis: - Heating system temperature (P2) too high Pilot action Switch off the heating system until the caution light goes off.

R 330 Sm 07-35

3.2
Page 8

FLIGHT MANUAL
8 HYDRAULIC POWER SYSTEM FAILURES

a'DDDD @ O[D]~O DDDO DDDD

[I I] I
HID.L

11

HID.R

IIH

LEY.RI

@NQRM L~D?IA

a\

00

TEST ~

@ fa

ILLUMINATION OF
I HYD.L

INDICATED FAILURE

PILOT ACTION

Pressure drop in the LH Pilot action in flight: system Check the gauge pressure. If pressure is zero : LAND AS SOON AS POSSIBLE. The lower cylinder of the 3 main servo-controls and the inner cylinder of the tail servo-control remain supplied by the RH system. IN FLIGHT: NO AUTO-PILOT. BEFORE LANDING : EXTEND L/G IN EMERGENCY USING PARTICULAR CAPACITY OF RESERVOIR.

NOTE:

THE THE THE

AFTER LANDING : WHEEL AND ROTOR BRAKING: LIMITED BY THE ACCUMULATOR PRESSURE.

I HYD.R

I Pressure drop in the RH Pilot action in flight:

I

system

NOTE:

The RH system is not available: the main servo-controls and the tail servo-control are no longer supplied by this system but they remain supplied by the LH system.

. Check the gauge pressure. . If pressure is zero: LAND AS SOON AS POSSIBLE. Pilot action on the ground : The services are supplied normally by the LH system.

I
NOTE:

Fluid level drops RH system

The outer cylinder of the tail servo-control is automatically isolated.

I

2 possibilities can be envisaged : in the 1) If the pressure CONTINUES TO DROP : LAND AS SOON AS POSSIBLE. 2) If the pressure remains STABLE (leak downstream of the electrovalve) : CONTINUE THE FLIGHT while monitoring the pressure.

330 Srn 02-38

3.2
Page 9

FLIGHT MANUAL
HYDRAULIC POWER SYSTEM FAILURES (Continued) ILLUMINATION OF INDICATED FAILURE PILOT ACTION

I AP.HYDI
Pilot hydraulic system Auto /- ON. Pressure drop in the Check that the "AP H pIt switch is to - Closely monitor the hydraulic power systems and the possible illumination of the indicator lights. - If there is no other anomaly: - Set the AP hydraulic switch to OFF (collective pitch lever). - CONTINUE THE FLIGHT IF NECESSARY without the AP. If the failure is accompanied by a drop in pressure: - CARRY OUT THE ACTIONS DESIGNED FOR THESE TYPES OF FAILURE.

lAP

Defective operation of the - Check that the AP safety switch is yaw channel detected by not in TEST position. the yaw channel hydraulic If failure is confirmed : damping unit.

unit relevant input The receives no servo data.

1-

control panel). Disengage the

yaw

channel

(AP

- IF NECESSARY CONTINUE FLIGHT under these conditions. NOTE: The damping unit maintains permanent monitoring of the yaw channel which is automatically cut off in the event of defective operation.
,

FAILURE OF ANTI-ICING SYSTEMS ILLUMINATION OF systemCheck AREAS. ACTION position. ICING PITOT INDICATED SPECIAL toCARE TO system - TAKE that "PITOT" heating AVOID switches PILOT are set "ON" Failure heatingFAILURE of the resistor "PITOT" heating system

in "OFF" position

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FLIGHT MANUAL
3.3 - INCIDENTS AND FAILURES NOT INDICATED ON THE WARNING-CAUTION PANEL

EXCESSIVE MGB OIL TEMPERATURE (Refer to Section 3.2 Para. 3.2)

2 ENGINE SYSTEMS FAILURES 2.1 Oil temperature discrepancy Symptoms: Indicated oil temperature is above the maximum permissible limit. Consequence: Engine possibly damaged.

Pilot actions: Shutdown the engine and SHORTEN THE FLIGHT.

2.2 t4 temperature discrepancy Symptoms: Sharp drop in t4 temperature, or abnormally high indicated t4 temperature. Analysis: Engine malfunction or indicator fault. . Confirm the malfunction by reducing the fuel flow control setting for the affected engine. An engine malfunction is identified if the Ng and t4 vary in the same sense . . SHORTEN THE FLIGHT.

Pilot actions:

2.3 Torquemeter failure Symptom: Torquemeter readings obviously erroneous. Pilot actions: If there is no torque indication for one engine, do not exceed half the max. continuous torque on the other engine, Le. 40%. If the torquemeter fails completely, use the following collective pitch table. DENSITY ALTITUDE 1575FLIGHT 1625 HOVER 1425 LEVEL 1525 1516 1475 16 1375 CLIMB 145 16 155 155 16 13000 and more

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2.1 Bleed valve fault Symptoms: . 1st possibility:
I

BLEED indicator light remains on with increasing power rating : - Ng above 28600 rpm (normal threshold) - Ng above 31540 rpm (offset threshold)
I I

. 2nd possibility:

BLEED indicator light remains off with decreasing power rating : - Ng below 27200 rpm (normal threshold) - Ng below 30880 rpm (offset threshold)
I

NOTE:

Power rating values are given for an Hp = 0 and an OAT = + 15C. These values vary slightly with external atmospheric conditions.

Consequences: . 1st possibility: Bleed valve open. Increased fuel consumption, power limited to max. continuous rating and increased thermal fatigue . Bleed valve jammed likely. in the closed position. Increased engine surging

. 2nd possibility:

Pilot actions:

Adapt the flight to the circumstances. Avoid rapid engine accelerations and flying with a tail wind.

NOTE:

The jamming of the bleed valves at normal threshold leaves the engine unprotected against possible surging when hot air is recycled by a tail wind.

2.5 Fuel filter clogging The failure is indicated by the "FILTER" light on the fuel management panel. Reduce power on the corresponding out. engine using the fuel flow control until the light goes

Depending on the degree of clogging, it may be necessary to reduce to minmum power, then to shutdown. NOTE: If it is not possible to reduce power due to the mission requirements, the flight can nevertheless continue because the filter by-pass will operate, but such action could damage the engine. PERHAPS ONLY ONE GROUP OF TANKS HAS BEEN CONTAMINATED. THEREFORE, AVOID TRANFERRING FUEL. CHECK THE POSITION OF THE CLOGGING INDICATOR (cargo hold). AFTER LANDING : CARRY OUT THE APPROPRIATE CHECKS CONTAINED IN THE MAINTENANCE MANUAL.

CAUTION:

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FLIGHT MANUAL

3 LANDING GEAR RETRACTION FAILURE If it is not possible to put the UG lever in the UG UP position: Land and taxy slowly in a straight line to check that the twin nose wheels are correctly centered. Take-off and try once again to retract the landing gear. If it is still not possible to put the lever in the UG UP position, depending on the importance of the flight, complete the mission with the UG down and carry out the checks later on the ground. If the cause of the malfunction is not apparent, do not continue to try to retract the UG ; the system is to be checked on the ground.

4 LANDING GEAR DOWN IN EMERGENCY

- Indicating lights Abnormal indication - The landing gear normal extension switch in the UG DOWN position

JI

Operate the pin on the indicating panel in order to see the 2nd set of lights.

I
If the malfunction is confirmed : - CHECK that the clapper valve (LH side of co-pilot) is on "NORMAL". - PULL the emergency landing gear handle UPWARDS. (console). - OPERATE the hand pump until the landing gear is locked down.

CAUTION

: DO NOT CARRY OUT THE EMERGENCY PROCEDURE BEFORE THE LANDING GEAR NORMAL DOWN SWITCH IS PUT TO "UG DOWN".

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5 A P VERTICAL GYRO PLATFORM FAILURE The automatic pilot receives roll and pitch information from the vertical gyro platform. If there is a failure, the AP channels disengage and the system is no longer usable.

SWITCH OFF THE GYRO PLATFORM Switch to OFF

6 COLLECTIVE PITCH FAILURES

Collective pitch indications - - - - - - - - - - - - - - -None

Check the electrical power supply (circuit breakers)

IN CRUISE FLIGHT on two engines

Reduce the collective pitch to a value where the gas generator rating is less than 30000 rpm

I
I

Continue the flight

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FLIGHT MANUAL

7 AUTOMATIC PILOT SYSTEM FAILURES 7.1 Sudden failure of the AP When there are sudden failures of the AP (maximum erroneous signal on one of the pitch or roll axes), the pilot is forewarned by a characteristic lurch. Thanks to the limited control of the AP, the pilot can take back the flight controls without having to switch off the AP (button on the cyclic stick). It is recommended that a pilot keep his hands on the flight controls in order to be able to counteract an eventual failure in the shortest possible time. This advice is imperative at low altitude (less than 500 ft - 150 m) and in IFR conditions. 7.2 Jerking or abnormal commands on a channel

DISENGAGE THE AP (cyclic stick)

I
ENGAGE THE LANES AND FUNCTIONS ONE by ONE until the faulty function is detected

7.3 Generalized jerking or abnormal hydraulic responses of the flight controls

DISENGAGE the AP or SWITCH OFF the stabilization channels

I
i

Put AP H P switch to

"OFF"

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FLIGHT MANUAL

8 PITOT -STATIC SYSTEMS FAILURE 8.1 Total failure This failure is highly independent. unlikely to occur because the pilot and co-pilot systems are

When there is total failure of the 2 systems : Maintain perfectly straight and level flight

Set the collective pitch to 140

Switch on the radio-altimeter

LAND AS SOON AS POSSIBLE

8.2 Failure of pilot or co-pilot pitot-static instruments (Aircraft equipped with a "standby static" system) If there is a malfunction in the pilot or co-pilot static systems, it is possible to tap the static pressure inside the cockpit. The selector valves permitting the transfer are located on either side of the instrument panel. If there is a malfunction affecting the pilot or co-pilot instruments: Close the shut-off valve of the affected system. Close the bad weather windows. Switch off the air conditionning. When using "STANDBY STATIC "air, the airspeed indicator over reads the actual IAS by about 28 km/h. The altimeter also over reads by as much as 150 ft (45 m).

NOTE:

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FLIGHT MANUAL
SECTION 4 AIRCRAFT PERFORMANCE CONTENTS DATA

GENERAL

Pages

PRESSURE ALTITUDE VERSUS DENSITY ALTITUDE GRAPH 2 CALIBRATING THE PITOT-STATIC SYSTEM IN-FLIGHT - PILOT INDICATOR .4 CALIBRATING THE PITOT-STATIC SYSTEM IN-FLIGHT - CO-PILOT INDICATOR. ..5 CALIBRATING PILOT AND CO-PILOT AL TIMETERS 6 ROTOR SPEEDS IN FULL AUTOROTA TION 7 4.1 PERFORMANCE IN THE HOVER 2 3 4 5

TWIN-ENGINE HOVER IGE TWIN-ENGINE HOVER OGE SINGLE-ENGINE HOVER IGE SINGLE-ENGINE HOVER OGE 4.2 PERFORMANCE IN THE CLIMB (83 km/h) IAS kt (83 km/h) IAS (30 mn rating) (max. continuous rating

'"

TWIN-ENGINE RATE OF CLIMB AT 45 kt TWIN-ENGINE RATE OF CLIMB AT Vy SINGLE-ENGINE RATE OF CLIMB AT 45 SINGLE-ENGINE RATE OF CLIMB AT Vy SINGLE-ENGINE RATE OF CLIMB AT Vy 4.3 SERVICE CEILINGS

2 3 .4 5 6

SINGLE-ENGINE - 30 MINUTES RATING and Vy SINGLE-ENGINE - MAX. CONTINUOUS RATING and Vy TWIN-ENGINE - MAX. CONTINUOUS RATING and Vy 4.4 MAXIMUM RANGE IN FULL AUTOROTATION At 70 kt (130 km/h) IAS FROM CLEARING A 50ft OBSTACLE AT 45 kt OR 83 km/h IAS AND COMING TO A COMPLETE STOP

2 3 .4

330 Srn 02-38

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FLIGHT MANUAL

4.5

PERFORMANCE

IN LEVEL FLIGHT

Pages

- AIRSPEED IN LEVEL FLIGHT AT A COLLECTIVE PITCH SETTING OF :

140
150 160

2
3

- HOURLY FUEL CONSUMPTION IN CRUISE FLIGHT WITH A COLLECTIVE PITCH SETTING OF : 140 150 160

5 6

330 Srn 02-38

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FLIGHT MANUAL

4.0 - GENERAL

This section comprises performance characteristics of the aircraft with the following equipment: MAKILA 1A1 engines with long RH and LH engine exhaust nozzles. Large protective L/G fairings. Radome. Aerials.

330 Sm 02-38

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FLIGHT MANUAL

I . .A' / \ 'I'17 .."Y 1//1 ./ ,-V ...- ----1.....r-~ ~\ ... '\.~ / Pr ~ / c.-"", I. I 17'" I / 1--'Y V-~)./f t7~ 1:7 /~ ::J ~ ~I./ /"'\ A"" A~"O~ 'Ll V 1:71 ~.// -Y I.~~' A /...v ~ -::;-1~ -I~17'" \---L7 / _I/1 / v--"--;7"v _I.~_I././7'"--~", .~-/'17".// _./L'"\~ I. I. --" ~"t7~ ~'"-- -.-_I/'"-~~-I -"..7"/-C7 I/T _/; ./ 1/--' ./-:7L.-/ -11 ~1-....-r--- bV /1 y ..., _ /, T7 Y '" L / /J ./-' 7, . 1/ L.---""'" /-.L 1/'j /1 y.. V " r-Y/j_ 7"'~ /'/.~.//\,..~/~'_~1/ V\~."_\/l',11./~- /,.,-~ 1/"1 './~C:7-~~ I.C..v //fI.:;> 1./ T--, 1/ \:;~ V~ ./ _ .~ ~~1_./1 -y- --r ~ ~-::;> 1//;)./1,.L!--AV.....,\_/J--"\_~_~r-.k~.//~-/~-'~/ I. [7-~~"I~ 1... ~o:::;::f; / I. LL1 V/...-./,~/v p-;7'~ -\__ ./-"./ ~ ./ I. --' .~....- ~V .--" ~ ./ ---' 1/1~ //:zr::;;1/ /-V. 7'/;;(~./~ ~..y" =LLL: I--,:;7"~ "....,-::;> V , /' _ ./. r' 1 V ",-_V...- /./ 1 "-"'!--Llr<'(/>' ~ i7 - t7'",,,~ 1,--' ~~-0> ~ /V...,V I_ .v ....-'~_" ~ I, L1 -~ ,-.vtz.v_Y1:'~L///,/ ./"-"-- / 1- ~17"1y/...- ./I/~.v~~~ :::./ ~7"/-::p-::. -~1r::;-r-0/./ 1-:7 ~/ ~ 17' ,1-2,!.,?1I/"'/1.~\-/j1//.//..Y//~./L7/-V1/11_~'.Y..~./~,~/T~..- /,./:~/:;-I-=7"1-:;; j I/~ V./1/-:;>""-o,.L~1/ 2:12'../- /1"1--' ../1./~ o L".:7A"/~A,..A" /\..y -_r -<'f'-v. "'" \/1V/ Y-1./ V/.?"' ~I--'./:0-1t:;7 ./ ./ / ::.... o ~ l::j--a/ I. / / v ~ - ./-:7 o '~ /' ~17 ./V/ /1- / /'\ ~ ~/ --':L--- ~I /1"/ /j "1 17---;>:;; V --::'-~~ - x !~'./

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PRESSURE ALTITUDE VERSUS DENSITY ALTITUDE CHA~ Figure 1a

-I metric units

330 Srn 02-38

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Page 2

FLIGHT MANUAL

q~T~ 24

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ALTITUDE VERSUS DENSITY ALTITUDE CHART

Figure 1b -jlrnperial

units

330 Srn 02-38

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Page 3

FLIGHT MANUAL

Pilot IAS Kt
Km/h
.

~!i

1/ I

1 I1

~ ~

r-'.I-I 1-- I -_I-I . ~-4- V I .I 1- -- II I -I lI'I ,-.- .~ ,'-- I I-1 jt. , I: ~ 1/-4I1--l-indicator I -- I,tI t I InU!l-Pilot airspeed I I I'. I t I" i 30 "'- I ~ V~I I1 I 1/ II II
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I1

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50 PILOT INDICATOR PITOT-STATIC SYSTEM IN-FLIGHT CALIBRATION . Calibration valid from minimum power (autorotation) (max. rate to climb) to maximum power I 300 Km/h

200 Kt

CAS

Figure 2

330 Srn 02-38

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FLIGHT MANUAL
Co-pilot IAS

,"IfI ~

1,,1.;

II
,

./

Kt Km/h Without instrument correction ,-_.1 11-I II I I II:: ~ 1--~ II1 .- fI f-- h ifrV--i-.- .- f-~I airspeed I IIII I ,~ If'~-_ ! /' II1V A 30 '.II f-I.,tI indicator~ I ~I I::I I: j I V ~- : Co-pilots III
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200 Kt

CAS

CO-PILOT INDICATOR PITOT-STATIC SYSTEM IN-FLIGHT CALIBRATION . Calibration valid from minimum power (autorotation) to maximum power (max. rate of climb)

Figure 3

330 Srn 02-38

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FLIGHT MANUAL

PILOT AND CO-PILOT ALTIMETERS CAL/BRA TION

The aircraft statistics reveal errors below ~ 1 mb (27 ft - 8.3 m) across the airspeed range in level flight pressure altitudes around zero and temperatures near ISA.

330 Srn 02-38

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FLIGHT MANUAL

DENS. AL T.(M)

i
~

..lA

( r.p.m )
NR

_:M.

N.Maxi

310 NOTA: With one or two engines operating, the rotor speed is approx. 250 rpm or above. Lower rotor speeds are achieved only following a double engine failure. If both engines have not failed, the engine or the engines take control of the rotor as soon at it drops to around 250 rpm and maintain that speed. 230 300 290 280 270
I I

ROTOR SPEEDS IN FULL AUTOROT ATION . IAS = 70 kt (130 km/h) . Collective pitch De = 60 Figure 4 330 Srn 02-38

4.0
Page 7

FLIGHT MANUAL

4.1 - PERFORMANCE

IN THE HOVER

330 Srn

4.1
02-38 Page 1

FLIGHT MANUAL PRESS.ALT.(xlOOOFt)

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CONDITIONS Both engines at take-off Ng or 217 rndaN rnax. torque Hover height 15 ft (4.5 rn) Zero wind No P2 air bleed

7000
WEIGHT (Kg)

TWIN-ENGINE HOVER IGE PERFORMANCE Figure 1

330 Srn 02-38

4.1
Page 2

FLIGHT MANUAL

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CONDITIONS Both engines at take-off Ng or 217 rndaN rnax. torque Zero wind No P2 air bleed

TWIN-ENGINE HOVEROGE PERFORMANCE

Figure 2

330 Srn 02-38

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Page 3

FLIGHT MANUAL PRESS.ALT.

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CONDITIONS One engine at 2 rnin 30 rating 156 rndaN rnax. torque Hover height 15 ft (4.5 rn) Zero wind SINGLE-ENGINE PERFORMANCE Figure 3 HOVER IGE

330 Srn 02-38

4.1
Page 4

FLIGHT MANUAL PRESS.ALT.(xlOOOFt)

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Figure 4

330 Srn 02-38

4.1
Page 5

FLIGHT MANUAL

4.2 - PERFORMANCE

IN THE CLIMB

330 Srn 02-38

4.2
Page 1

FLIGHT MANUAL PRESS.ALT. (x1000Ft)

20

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CONDITIONS L/G down Both engines at take-off Ng or 217rndaN rnax. torque or rnax collective pitch of 16.50 No P2 air bleed

WEIGHT (Kg)

TWIN-ENGINE RATE OF CLIMB AT 45 kt IAS Figure 1 330 Srn 02-38

4.2
Page 2

FLIGHT MANUAL PRESS.ALT.(xlOOOFt) 20

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TWIN-ENGINE RATE OF CLIMB AT Vy

4.2
Page 3

FLIGHT MANUAL PRESS.ALT.(xlOOOFt)

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4.2
Page 4

FLIGHT MANUAL

PRESS.ALT.(x1000Ft) 20
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SINGLE-ENGINE RATE OF CLIMB AT Vy Figure 4

Vy

330 Srn 02-38

4.2
Page 5

FLIGHT MANUAL PRESS.ALT.(x1000Ft)

20 ........... , , , ,

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WEIGHT (Kg)
SINGLE-ENGINE RATE OF

CLIMB AT Vy (Max. continuous rating)

330 Srn 02-38

4.2
Page 6

FLIGHT MANUAL

4.3 - SERVICE CEILINGS

330 Srn 02-38

4.3
Page 1

FLIGHT MANUAL

PRESS.ALT. (x1000Ft)

20
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7000
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SINGLE-ENGINE SERVICE CEILING AT Vy AND 30 MINUTES RATING Figure 1

330 Sm 02-38

4.3
Page 2

FLIGHT MANUAL

PRESS.ALT.{xlOOOFt)

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Figure 2

330 Srn 02-38

4.3
Page 3

FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)

20

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Both engines at rnax. continuous rating Max collective pitch of 16.50 RlC 150 ft/mn
Vy = 70 kt less 5 kt per 5000 ft

TWIN-ENGINE CEILING AT Vy Figure 3

SERVICE

330 Srn 02-38

4.3
Page 4

FLIGHT MANUAL

4.4 - MAXIMUM RANGE IN FULL AUTOROTATION

330 Srn 02-38

4.4
Page 1

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- HO'

- Ht of '"landingEXAMPLE:to m siteequal is = 1000 length ....The distanceistravelled 4000 = tons In .> in autorotation weight m this ofB measured itusing the=distance 5scale . entry case -11,500 km. Ale

- I

6000

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FLIGHT MANUAL

(m)

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i5.5 t

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I 750

I 700

200 I 650

(m)
1 I

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(ft)

550

DISTANCE

MAXIMUM RANGE IN FULL AUTOROTATION from clearing a 50 ft obstacle at 45 kt IAS and coming to a complete stop Figure 2

330 Srn 02-38

4.4
Page 3

FLIGHT MANUAL

4.5 - PERFORMANCE

IN LEVEL FLIGHT

330 Srn 02-38

4.5
Page 1

FLIGHT MANUAL

DENS.ALT.(Ftx1000)

20
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120

CONDITIONS . Both engines operating SPEEDS IN LEVEL FLIGHT AT 14 COLLECTIVE PITCH

Figure 1 330 Srn 02-38

4.5
Page 2

FLIGHT MANUAL

DENS.ALT. (FtxlOOO)

20
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120
T A S (K 1~ )

140

CONDITIONS . Both engines operating

SPEEDS IN LEVEL FLIGHT AT 15 COLLECTIVE PITCH

Figure 2

330 Srn 02-38

4.5
Page 3

FLIGHT MANUAL DENS.ALT.(Ftx1000)

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140

CONDITIONS . Both engines operating

SPEEDS IN LEVEL FLIGHT AT 16 COLLECTIVE PITCH

Figure 3

330 Srn 02-38

4.5
Page 4

FLIGHT MANUAL PRESS.ALT. (xlOOOFt)

20

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300

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400
HOURLY FUEL CONSUMPTION (Kg/h)

500

CONDITIONS
. Both engines operating . Standard atmosphere ISA

HOURLY FUEL CONSUMPTION AT 140 COLLECTIVE PITCH

Figure 4

330 Sm 02-38

4.5
Page 5

FLIGHT MANUAL

PRESS.ALT.(xl000Ft) 20 () O'!
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200

300

400

500

600

HOURLY FUEL CONSUMPTION (Kg/h)

CONDITIONS . Both engines operating . Standard atmosphere ISA

HOURLY FUEL CONSUMPTION AT 150 COLLECTIVE PITCH

Figure 5

330 Srn 02-38

4.5
Page 6

FLIGHT MANUAL PRES.-PRESS.ALT.(xlOOOFt)

20
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500

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HOURLY FUEL CONSUMPTION (Kg/h) CONDITIONS . Both engines operating . Standard atmosphere ISA HOURLY FUEL CONSUMPTION AT 16 COLLECTIVE PITCH

Figure 6

330 Sm 02-38

4.5
Page 7

eurocopter

Puma

MANUEL

DE VOL

FLI GHT MANUAL

LISTE N 0

DES SUPPLEMENTS -

- LIST

OF SUPPLEI1ENTS
EDITION REVISIOO

TITRE

TITLE

an:-MlE
IJ!lTE-aJF

ISSUE

IN).

1
2

NON UTILISE OPEN

/
I En cours Pending

/ / / / / / / / / / / /

/ /
02-38 02-38 02-38 02-38

I TRANSPORT DE EXTERNAL EXTERNES TRANSPORT OF CHARGES LOAD

TREUIL HYDRAULIQUE A VITESSE CONSTANTE CONSTANT SPEED HYDRAULIC HOIST TREUIL HYDRAULIQUE A VITESSE VARIABLE VARIABLE SPEED HYDRAULIC HOIST IFLOTTABILITE DE SECOURS EMERGENCY FLOATATION GEAR INSTALLATION DE RESERVOIRS EXTERIEURS EXTERNAL FUEL TANK INSTALLATION NON UTILISE OPEN NON UTILISE OPEN INSTALLATION DE SKIS SKIS INSTALLATION . et 3001.01 .

3
4

1
1

5
6

1
/
/

/ /
02-38

8
9

1
/ 1 /
/ /

10 I NON UTILISE OPEN 11AISEAU ALKAN Ref. 330A67.3001.00 ALKAN BUCKET 12 INON UTILISE OPEN 12AINON UTILISE OPEN 13 14 NON UTILISE OPEN NON UTILISE OPEN

/
02-38

/
/ /

/
/ / / /

/
/

/
/ /

15 INON UTILISE OPEN 16 INON UTILISE OPEN 16a I NON UTILISE OPEN
Cette page est a incorporer apres 1 'intercalaire

/ I
"SUPPLEMENTS"

This page is to be inserted after

the "SUPPLEI1ENT" divider. tab

330 Sm

R.SUPP.

5.5UPP.
Page 02-38 1

eurocopter

Puma

MANUEl FLIGHT

DE VOl MANUAL

LISTE N 0

DES SUPPLEMENTS -

- LIST

OF SUPPLEI1ENTS
EDITION REVISIOO

TITRE

TITLE

an:-lY\lE
[jJ,lE-fIlE

ISSUE

#ENJ.

17 INON UTILISE OPEN 18 INON UTILISE OPEN 19 INON UTILISE OPEN 20 INON UTILISE OPEN 21 I NON UTILISE OPEN 22 INON UTILISE OPEN 23 INON UTILISE OPEN 24 INON UTILISE OPEN 25 INON UTILISE OPEN

.............................................................. .............................................................. .............................................................. .............................................................. .............................................................. .............................................................. .............................................................. .............................................................. ..............................................................

/ / / / / / / / / / /

/ / /
/ /

/
/

/ / / / / /

/
/

/ /
02-38

26 IPROCEDURES D'ENTRAINEMENT A LA PANNE MOTEUR ENGINE FAILURE TRAINING PROCEDURES 27 I INSTALLATION RESERVOIR DE CONVOYAGE FERRY FLIGHT FUEL TANK INSTALLATION

1
.

02-38

Cette

page est a incorporer This page is to be inserted

apres

l'intercalaire

"SUPPLEMENTS"

after

the "SUPPLEI1ENT" tab divider.

330 Srn

R.SUPP. S.SUPP.
Page 2

02-38

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 3
CONSTANT SPEED HYDRAULIC HOIST FITTED WITH: REF : AIR EQUIPMENT 76.360/100 FIXED JIB ASSEMBLY REF: 330A87.2300 REF : 330A87.2900

OR. RETRACTABLE JIB ASSEMBLY

This supplement shall be included in the Flight Manual when the installation mentioned above has been completed. The information contained herein supplements or cancels the information given in the Basic Flight Manual. PAGE 02-38 DGACCode : 1 02-38 0 APPROVED : LIST OF EFFECTIVE PAGES

4 5 6 3 2 Date code No. This list is re-issued with each amendment. PAGE Amendment pages of this supplement are listed below.

ISSUE

330Sm

SUPP.3
Page 1 0238

Eurocopter

Puma

FLIGHT

MANUAL

The "AIR-EQUIPEMENTtI 76-300-100 hoist can be mounted on either type of jib (fixed or retractable). The retractable jib differs from the former mainly in the fact that the hoistjib assembly can be retracted inside the cargo-compartment. The hoist/jib assembly is installed in the frame of the RH side door and includes A A A A cran}: used for raising or ~owering the hoist-jib assembly. lock device which secures the jib in "retracted" position. safety belt fixed to the cargo compartment ceiling. removable handgrip for hoist operator.

IS~1
LIMITATIONS
- HOIST Ii).AJ) Maximum permissible load on the hoist is 2 - MINIMUM CREW On hoist missions, a qualified winchman must be included in the crew. 272 daN (600 lb)

3 -

AIRSPEED LIMIT When a length of cable of 10 m max. is unwound for a minimum compact load of 80 daN (175 lb), airspeed limit is 80 km/h (43 knots). Turns are prohi -oi ted. Hoisting must be carried out in hover, keeping within the wind limitations given below.

4 - WIND LIMITATIONS In wind stronger than 32 km/h (17 knots) or if the weight being raised is greeter than 180 daN (400 Ib), the helicopter must be held head into the wind within ~ 45D during winching.

5 - M)~OEUVRING LIMITS
Do not carry out more than 3 consecutive lowering operations with the maximum load for the full length of the cable.

330 Srn 02-38

SUPP.
Page

3
2

Eurocopter
6 LATERAL C. G LOCATION

Puma

FLIGHT

MANUAL

For hoistir:lg missions, starboard C.G limit maybe extended from 0.090 m (3.55 in.) to 0.12 m (4.72 in.) keeping within wind limitations given in The starboard C.G. limit is reached under the following conditions - 200 kg (440 lb) of fuel - maximum on the hoist (Z72 daNor 600 Ib) load - 2 persons at the starboard door. Balance of the aircraft is improvedif the quantity of fuel is greater or if the passengers moveto the left.
7 - FLIGHT ENVELOPE
u c:

paragra ph 4.

With the retractable jib extended or the fixed jib installed, with no load on the hoist and the cable woundthe aircraft flight envelope is the same as for aircraft in clean configuration with the door open, i.e. : Z75km/h (150 kt).

1 - PRELIMmARI

STEPS CONCERNING EOISTmG

CAUTION: CHECK THA.'r THE INTERNAL WAD OR TEE :mEL DISTRIBUTION (WITH EXTERNAL TANKS) ALLOWS THE "HOISTmG" TO BE CARRIED OUT WITHIN TEE LIMITS OF TEE LATERAL C.G. IDeATION. PIIDT 's ACTION

- En.surethat the hoist circuit-breaker and the L.R. and RH. jettison circuit - breakers are effectively engaged. - Set the mission selector switch on overheadpanel, to "TREUIL" ("HOIST") position. Placing the switch in this position authorizes : actuation of the hook by meansof the hoist operator's handgrip tenergization of the electrical circuit is confirmedby lighting of the blue "hoist control authorizationll indicator light located in the cargo compartment) Cutting the hoist cable, by Pilot or Co-pilot emergencycontrol (on collective pitch control lever grip).
OPERATOR'S ACTION

- When aircraft is fitted with a retractable hoist, raise the hoist/jib the assemblyby mea."lSf the crank and lock the assemblyin "raised" position. o - Checkfor correct electrical connection of the hoist operator's handgrip aDdfor correct I.C.S. connection with the crew. NOTE: Whenthe 3rd crewmember'sseat is occupied during a hoisting mission, the res volume control is reserved exclusively for the hoist operator I s use.
330 Sm
02-38

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Eurocopter

Puma

FLIGHT

MANUAL

- Put on a glove for guiding the cable - Makesure that the safety strap is correctly secured and fasten the belt.
2 - HOISTmG

After tlu'ee consecutive loweri:ogoperations at lIl8%imum hoist load for the full length of cable, delay further operation until the hoist has cooled. Cooling of the hoist can be obtained either by fl;villg at 150 km/h (SO knots) I.A.S. for five m.1m.ttes r by l.aDdingfor 30 mimltes' rest on the ground. o
PIID!" S .ACTION :

- Take up ~ition 1%1 hover, head into the 1dDi, at a he~ at less than 50 118tms (160 feet) above g1"OUDd (usable cable length). - Do not initiate :tonard flicht until the load has been hoisted aboard.
OPERAroR'S
ACTION

- Whenthe blue "authorization" iTl"''ieator l1&:bt 18 on, actuate the rocker svi tch on the cont1'Olgrip. - After automatic stoppiDg of the cable at-4 metres, canplete the :r&.i8:1ng operation. by actuat1:ag the plSh-bu.tton situated near the normal control. - Take all Decessar,yprecauticms to prewnt the person being hoisted trcB strild.ng tb8 hel1copter. The presence of a yi.,..I'lnnJITIs assistant is part1cularly dedzable. The assistant III1Stalso wear an attached safety' belt. - The person can be br'OUBht into the helicopter in the tolloviDg way : Able-bodied person: the jib itself provides a ha%Id-hold. enabliDg h1mto ftiae h:1JDself nto the carso deck. o The yiTl~lnnJITI's ass:1stant can gift such help as is DeC8Ssaryto complete entry into the cargo caarps.rtment.The operator must, of course, unroll the cable during this stage of the opemtion Incapacitated person: turn the casualty with his back to the door, buttocks at carg0-4eck lewl; take hold of the belt or clothes and p1l.l the casualty into the aircraft whilst unreel1ng cable as necessary. - D1fficul ty will be experi.eDCed tJtlriTlgon board loads heaner than 100 Xc 1%1 (220 lb) . In such c1rcumstaDCes hoiSt operators need to be equipped appropriateq. the

SUPP.
330 Srn
02-38

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Page 4

Eurocopter

Puma

FLIGHT

MANUAL

3 -

HOISTING

TmIf

NACELIE

It is recommended removethe long foot-rest to hoist the nacelle contai:cing to a passenger. Taking into account the nose-up attitude of the nacelle, the latter should be presented with its back turned toward.the aircraft at the end of the hoisting operation. hook the lower part Whenthe hoist is stopped, rotate the nacelle by 1800 to two hooks secured to floor rings.
a."'ld.

.. c:

4 -

RETRACTING

TEE

JIB
"OFF"
("A..'Ll1ETlI)

.::
.5

After reeling the cable in and setting the mission switch to

...
et

- Release the lIextendedposition" latches and fold back the levers. - Actuate the crank until the jib comesagainst the upper stop in the cargo compartment. - Engagethe two fasteners to secure the jib to the ceilil'lg. - Install the rubber protectors on the jib. It is permissible to close the door in which case it is possible to fly without any special limitations. Do not use seats or stretchers inside the area del~ited as follows : 0,95 m (37 in.) both sides of the centre line of the R.E. side door. 10 (39 in.) wide, from the R.Ef.i1"l?'1er edge of the cabin.

15~3

=
PROCEDURESl

EMERGENCY

Anemergencycutter is available to the pilot and the copilot; this system, controlled by meansof the emergencyrelease push-buttons mountedOnthe collective pitch levers, is used to sever the cable in case of necessity. The cable cutter carnot be operated unless the two protection circuit breakers are effectively engaged.

SUPP.
330 Srn 02-38

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Page 5

Eurocopter

Puma

FLIGHT

MANUAL

N07.E :

Tne pilot's emergencyc~tter circuit is fed from essential ar~ the co-pilot's circ~it from secondary bus bar P.P.?

bus

bar

P.P.10

In case of malfunction of tne hoist operator's ha.ndg:rip, the wiDcbmanar:. c cO!ltrol the hoist travel manually, b~' depressiDg the "UP" ("MONl'L;:") and "D01\1N" ("DESCE1\'rTE") push-butto!lS on the electro-valve.
CAtT':'ION : n~ T:S:IS CA~ n~FFECTIVE THE EIECTRICAL END-OF-TR.Ii.VEL
,5;..EETY

BR.m IS

n~ BOTE DIRECTIONS,

ONLY TBE :r-~C5ANIC.AL SAFETY

F.EATtJRES ARE OPERATIVE.

IS~4
PERFORMANCE
I

Not applicable

330 Srn 02-38

SUPP.
Page

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6

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 4
VARIABLE REF FITTED WITH SPEED HYDRAULIC HOIST

: 76360.110.01

or 76360.410.01 JIB 330A87.2900

RETRACTABLE

This

supplement above

shall

be included completed. herein

in the Flight

Manual

when

the

installation

mentioned The Basic

has been contained

information Flight

supplements

or cancels

the

information

given

in the

Manual.

pages

LIST OF EFFECTIVE PAGE DGAC Code : 1 02-38 : 02-38 : APPROVED 02-38 0 2 6 5 4 3 This list is re-issued with each amendment. Date code No. PAGE ~endment of this supplement are listed below.

PAGES

ISSUE

330Sm
02-38

SUPP.4
Page 1

Eurocopter

Puma

FLIGHT

MANUAL

'l"heAm
jib

EQUIPMENT 76360-110~1 pIN 330A.87 .2900.

or

76360-410-01

hoist is installed

on retractable

The retz;actable jib allows the hoist/jib compartment. The hoist/jib rates: -

assembly to be retracted inside the car~

assembly is installed in the frame of the RH.'side door aIld incorpo-

A removable crank used for raising or lowering the hoist-jib assembly. A lock:i..Dgevice which secures the jib ill "retracted" position. d A safety belt fixed to the cargo compartmentcei.li.Dg. A removable handgrip for the hoist operator.

15~1
1 HO

LIMITATIONS

1ST WAD

Max:imum permissible load on the hoist i.s : 272 daN (600 lb).
2 MINIMUM CREW

Onhoist missions, a qualified wincbman must be included in the crew. 3 AIRSPEED LIMIT

Whena length of cable of 10 m max. is unwound tor a m; -n; mnm compact load of 80 daN (175 lb), aixspeed is limited to 80 km/h (43 knots). Turns are prohibited. Hoisting must be carried out in hover) keeping within the wind limitati.ons gi.ven below.
4 - WIND LIMITATIONS

Whenthe wiI1d velocity is greater than 32 km/h (17 knots) or the weight hoisted is greater than 180 daN (400 lb), hoisting operations must be carried out head into wind within 45.
5 MANOEUVRING LIMITS

Do not carry out more than 3 consecutive lowering operations with maximum load for the full length of the cable

330 Srn 02-38

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Page 2

Eurocopter

Puma

FLIGHT

MANUAL

6 -

LATERAL

c. G.

LOCATION

::
c:

For hoisting missions starboard. C.G. limit maybe extended.from 0.09 m (3.55 in.) to 0.12 m (4.72 in.) keeping ;{itbin the wind lbitations given in paragraph 4. The starboard C.G. limit is reached l.1nderthe following conditions - 200 kg (440 lb) of fuel, - m~yimnm load on the hoist (Z72 dart.or 600 lb), - 2 persons at the starboard door. Balance of the aircraft is i!!lproved the quantity of fuel is greater or if if the passengers moveto the left.
7 - FLIGm' ENVEIDPE

With the retractable jib extended, or the fixed jib installed, with no load on the hoist and the cable woundill, the fligh.t envelope of the aircraft is the sameas for aircraft in clean configuration with the door open,
i.e. : 275 km/h (150 kt).

15~2
PRELJ:MTIiJ'ARY

NORMAL
!ID

PROCEDURES I

STEPS

CmTCERNING

ISTING
IDA.D

CAUTION

: CHECK THAT

TEE Th"5RNAL

OR TEE FUEL

DL:J""TRIBUTION

(~frrH

Ell'~'z;RNAL

TANKS) ALLO\olSTHE "HOISTING"

TO BE

CA..'tffiIED

OUT 1iITRIN

LA.TERil C.G.

LINl'rS.
PILOT ACTION

- Ensuxe that the hoist circuit-breaker and the LR. &: RH. jettison circuitbreakers are effectively en.:,aaged. ("HOIST") - Set the mission selector switch on the overhead panel, to "TREUIL" position. Placing the switch i!l this positions authorizes actuation of the release unit hook by means of the hoist operator's bandgrip. (energization of the electrical circuit is confirmedby lightir~ of the blue "hoist control authorizatio~" indicator light, located i!l the cargo compartment.) cutting the hoist cable, by Pilot or Co-pilot emergencycontrol (on. collective -pitch contxol lever grip).
OPERATOR ACTION

- Raise the hoist-jib assemblyby meansof the crank and lock it in "raised" position. - Checkfor correct electrical connection of the hoist operatur I s handgrip and for correct I.C.S. cOI'..I:.ection the crew. with

SUPP.
330 Srn 02-38

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Puma

FLIGHT

MANUAL

- Put o:ca glove for guiding the cable. _ JVakesuxe that the safety strap is correctly secured and fasten the belt.
2 - EOISTmG

After three consecutive lowe:riJ:lg operatior.s at ~imuIt hoist load. for the full length of cable, delay further operatio~ u-~til the hoist has cooled. Cooling of the hoist ca...~ e obtained either by flying at 150 Km/h (80 knots) b I.A.S. for five m.iIr.ltesor by landiJ:l.gfor 30 Itinutes' rest on the ground.
PILOT ACTION

Take up position iD hover, head into the .:i.nd. an altitude depending on the at .usable cable length : - 50 (165 ft) with hoist 76360-110-01 - 80 (260 ft) with hoist 76360-410-01 - Do not initiate forward flight until the load has been hoisted aboard.
OPERATOR AC':'IOI;

- Wnenthe blue "authorization" illdicator light is on, actuate the rocker SVI":i.tch on the control grip. - Cable wind-in is automatically slowed down0.50 m from the end stop. lrO!:E : An addition~l p'.lSh-button located on the grip allowsthe hydraulic systext to be s. itched off if necessary. T _ Take all necessary precautions to prevent the person being hoisted from striking the helicopter. The presence of a 1o":i.ncbman I S assistant is parliculary desirable. The assistant must also wear ar. attached safety belt. - The person can be brO'..lght nto the helicopter in the following way : i Able-bodied person: the jib itself provides a hand-hold ena.~ling him to raise himself onto the cargo deck. The ,dncbman's assistant can give such help as is necessary to complete entry into the cargo compartment. The operator must, of course, unroll the cable duri:ng this stage of the operation. Incapacitated person: turn the casualty lI"ith his back to the door, buttocks at cargo-cLecklevel; take hold of the belt or clothes and pull the casualty into the aircraft whilst unreeling cable as necessary. - Difficulty will be experienced iD tak:i..ngon board loads heavier than 100 kg (220 Ib). lL such circumstances the hoist operators Deed to be equipped appropriately.

330 Srn

SUPP.

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02-38

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Puma

FLIGHT

MANUAL

3 -

HOISTmG

WITH NACELLE

It is recommended removethe long foot-rest to hoist the nacelle conta.i.ni.ng to a passenger. Tak.i:og into account the nose-up attitude of the nacelle, the latter should be presented with its back turned toward the aircraft at the end of the hoisting operation. When hoist is stopped, rotate the nacelle by 1800 ar..dhook the lower part the to two hooks secured to floor rings.
4 - RETRACTmG TEE JIB

.. .:
c:

After reeling the cable in aDdsetting the !I1:ission switch to

"OFF"

(IlABHET")

...

- Release the "extended position" latches aDdfold back the levers - Actuate the crank until the jib comesagainst the upper stop in the cargo compartment. - Engage the two fasteners to secure the jib to the ceiling. - Install the rubber protectors on the jib. - It is pennissible to close the door in which case it is possible to fly ~thout any special limitations. Do not use seats or stretchers inside the area d.elimited as follows :
0.95
1 m I!l

(37 in.) both sides of the centre line of the R.B. side door. (39 in.) wide, from the R.B. inner ed",ae the cabin of

15~

:>
PROCEDURES
I

EMERGENCY

An emergencycutter is available to the pilot and. to the co-pilot; this system, controlled by meansof the emergencyrelease push-buttons mountedOnthe collective pitcn levers, is used to sever the cable in case of necessity. The cable cutter cannot be operated unless the two protection circuitbreakers are effectively engaged.

SUPP.
330 Srn

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Puma

FLIGHT

MANUAL

NOTE

The pilot's emergencycutter circuit is fed from essential co-pilot's circuit from secondary bus ba~ P.F.7-

bus bar P.P.10 and. the

In case of I:Ialfunction of the hoist operator's handgrip, the vdnchmancan control the hoist travel manually, by depressing the "UP" (n}10l\TTEE") and "DO\~'Nn ("DESCENTE": push-buttons OIl the electro-valve.
CAUTI~ : IN TEIS CASE, TEE EIECTRIC.P..1 END-Or-TRAVEL SAFETY BRAKE IS mi.l~l'~CTIVE m BOTE DlRECTIONS I ONLY THE MECHANIC.A1 SJJETY :EEA.TORES ARE OPERA.TrVE.

IS~

4
PERFORMANCE I

Not applicable

330 Srn 02-38

SUPP.

4
Page 6

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 5
EMERGENCY FLOATATION GEAR

PIN 330A87.6000.01

- 6000.02

and 6000.03

This The

supplement above information Flight

shall

be included completed. herein

in the Flight supplements

Manual

when

the

installation given in the

mentioned Basic

has been contained

or cancels

the information

Manual.

pages

of this

4 3 2 Date code ~endment

LIST OF EFFECTIVE 02-38 : 02-38 : DGAC Code : 1 PAGE APPROVED 0 This list is re-issued with each amendment. PAGE No. supplement are listed below.

PAGES

ISSUE

330Srn

5UPP.5
Page 1
02-38

Eurocopter

Puma

FLIGHT

WANUAl

The floatation Bear can be iDflated in 3 seconds. This equipment does not ai'fect flight characteristics significantly : the effect is felt most in autorotation
as the airflow through the rotor may be more or less affected.

An overpressure valve system makes inflation poSSible at hiBh altitude. However, as a result, if the aircraft loses considerable altitUde after
the floats may not be fully inflated on ditching.

inflation,

1~~1
1 .FIDATATION GEAR NOT mFIA.TED
A.
GEAR.

LIMITATIONS

NOT COCKED

(i.e. The "MISE A FEU"*(FIRING)*switchis set to "ARRET"OW); the amber ( light is out.) In this case tbe1'e is no special
Refer
B.

limitation.

to the limitations

given in the basic manual.

GEAR COCKED

l.i8ht is on).

(i.e~ the

"MISE

A FEU"*(FIliING)*switchis set to
mA"{illllllll

"MAReS"

(ON) ; the amber

In tbis case, the absolute

310 KDVh (167 knots).
For other limitations,

speed is

Z75

Km/h (150 knots) instead of

refer

to the basic manual.

* NOTE: The "MISE A nu" (FIRnm) switch controls cocking of the emergency floatation gear (ARMlNG switch). 2. FIDATATION INFLATED GEAR
~rUmUD

speed manoeuvres

235 KmVh (130 knots) 185 Km/h (100 knots)

Maximum speed in flight

For the other limitations,

refer to the limitations

given in the basic manual

SUPP.
330 Sm

5
Page 2

02-38

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Pum.

FLIGHT MANUAL

IS~2
1. TEST OF THEGEAR

NORMAL

PROCEDURES /

J
.

QUIB-2-M) )

_ The "MISEA mY" (FIRING) switch is set to "HAReHE"(ON). The amber light on the instrument panel comes on ~ST SELEC'roR(OORRECT) Qlt cut light " is "Et:>N" systemen Squib Qlt Creen light in en CIlt Red Test and meaning identical "DEC.*" (CUT)* Meaning defective ticn good cendi the test-

} Test of

: 1) It is necessary to c.epress the "TEST ETOUPILLE"(SQUIB TEST) push-button to make the light come on. 2) The red light "DEC" (CUT) denotes a FAULTin the squib being tested.

2. !!2!
1) Floatation To innate, ~ar not inflated - Svstan not armed : : amber liRht out two actions are necessary

a) Firmly dE::press the push-button. switch to "ON" (en-off) b) Set the "marche-arrat" 2) noatation ~ar not inflated - System armed to inflate : amber liP.ht i.e. Q'1 : firmly depress the

One actiQ'1 ally is necessary push-butten.

the floats,

SUPP. 330Srn
02-38

5 Page'

Eurocopter

Puma

FLIGHT

MANUAL

3) Special recommendations
When flying over water. the "cocked" position will be adopted (amber light on)

if the flight altitude selected is less than

200

metres

(700

ft).

If ditching becomesnecessary first reduce speed to 150 km/h (SOknots) or less; 80 km/h (43 knots) is a recommended above final approach. At approximately 100 metres (300 feetsred for water level, inflate the floats and proceed with the approach normally, tryi.ng to makea preCise touch-down. If ditching has to be madein full autorotation, try to keep the ail'Craft in an aerodynamically clean condition as long as possible, i.e. the floats should be inflated only 5 to 10 seconds before touch.i:cgdownon the water (whenlevelling out).

No change

IS~
,. EMERGENCY F'LOM'ATI0N GEAR

4
PERFORMANCE
NOT INFT-A-..'T'ED
1

The aircraft performance given in the basic manual remains applicable. Refer to the relev~nt appendix for level flight performance (additional performance) 2.
EMERGENCY FLOATATION GEAR INFLA.TED

The aircraft performance given in the basic manual is compatible with the above paragraph : "Special RecoInI!lendaticns",and remains applicable. Refer to the relevant appendix for level flight performance (Additional performance).
3. MAXIMUM WEIGHT RECOMMENDED OVER WATER

For over-water operation, conform with conditions altitude such as to be within reach of land, with operating at the maximum rating authorized.

of weight. temperature, one engine only,

For oveI'-water operation beyond reach of land it is recommended. weight that and temJ:erature combination should not exceed that for a 30 m/mn. (100 ft/mn) .rate of climb on one engine at intermediate contingency rating. 1'0 determine the weight, al ti tude and temperature conditions, refer to Section 4 01' the basic manual. It will be seen that, at low altitude, a gross weight of 7 metric tons ( 15400 lb) is practicable without restriction over the whole envelope.
330Sm

SUPP.
02-38

5
Page 4

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 6
EXTERNAL REF FUEL TANK INSTALLATION AND 2200.01

: 330A41.2200

This The

supplement above information Flight

shall

be included completed. herein

in the

Flight

Manual

when the

the

installation given in the

mentioned Basic

has been contained

supplements

or cancels

information

Manual.

Code PAGE DGAC Code : 1 0238 : 0 02-38 APPROVED 02-38 : 3 2 This list is re-issued PAGE ~endment pate code No. of this supplement are listed below. with

LIST OF EFFECTIVE each amendment.

PAGES

ges

ISSUE

330Sm

SUPP.6
Page 02-38 1

Eurocopter

Puma

FLIGHT

MANUAL

Tbe external tanks installation of the helicopter. Tbe installation consists

is designed

to increese

the operating

range

essentially

of :

- 2 tanks, of 350 litres (92.5 us. gal. or 77 Imp. gal) capacity each. These tanks are mounted one each side, against the fuselage walls and above the main lending gear units. Each tank is fitted with a filler cap and a fuel gauge electrical circuit. - A fuel transfer system ensuring cross-feed of fuel to the corresponding groups of main taIlks by g:-avity. The transfer flow rate varies between 550 and 300 litres/hour(146 and 80 US. gal/h or 120 and 66 Imp. gal/h)and they are completely drained in approximately one hour ~he flow rate increases ldo th load factor, for example : constant tu-'"'Il.). - ~ electrical cont~ol system which allows opening of the electric fuel transfer valves to be controlled from the cockpit (upper pedestal panel). Two warning lights located near the control s~~tch come on whenever the val ve control is in the "open" position. A dual fuel gauge permanently indicates the quantity of fuel contained in each exte!"DBJ. tank. F-u.el traIlSfer is monitored by means of the fuel gauge indicators of the external tanks, the main tanks and. as applicable, by the high level wa.-.""'Ilug lights of the main tanks.

IS~1
IS~

LIMITATIONS

The whole of the limitations specii'ied in the basic manual remain applicable.

NORMAL

PROCEDURES
given

In addition to the instructions specified below all the normal proceduxes in the basic manual remain applicable.

330 Srn 02-38

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Page 2

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Puma

FLIGHT

MANUAL

- ON GROUND

Whenrefuelling and.af'ter return from a flight, check that the transf'er valves are shut in order to prevent any fuel from rising i.!lto the air vent pipes. If applicable, check the fuel quantity on the -external tank gauges.
2 - IN FLIGHT

u c:
.E

.;:

..

;f

In order to avoid pressuriziDg the air vent pipes, the electro-valves should.be switched on only af'ter approximately 150 litres (40 US. Gal. er 33 Imp. gal) of fuel from each group of main tanks has been consumed. Approximately10 minutes after starting fuel transfer, check the fuel that transfer is level in the main and external tanks to :make sU-"'e progressiDg normally. If the "high level" warning lights comeon, cut the transfer for approxima. tely half an hour. In cruising flight, fuel transfer can be carried out peI'll!2.nentlyz:.til u the fuel contained in the external tanks is used up (approximately 1 hour). The valves !lLIlst lways be switched off ''Then a fuel transfer is completed and, in all cases, before landing. The position of the side tanks leads to transversal or rearward displacement of the c. g., which must be taken into consideration. For reference : the fuel contained in the external tanks is situated 6.57 m (258.6 in) from the zero datumplane and 1.25 m (49.1 in) from the symmetryplane of the aircraft.

15~3 15~

EMERGENCY

PROCEDURES I

The whole of the emergencyprocedU-.""es given in TEEBASIC ~'lU.A1 is applicable to SA.330. helicopters fitted with extel"I'.altanks.

4
PERFORMANCE
I

The performancegiven i.!l the basic oanual is not a:fected by the ;nstallation of external tanks (for pe~or:nance izl level flig!J.t, refer to the Appendix).

SUPP.
330 Srn 02-38

6
Page 3

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 9
SKI INSTALLATION

PIN 330A82.5250.00 WITH REINFORCED TORQUE LINKS PIN AND 330A82.5270.00 330A82.5270.02

This

supplement above

shall

be included completed. herein

in the Flight

Manual

when

the

installation

mentioned The Basic

has been contained

information Flight

supplements

or cancels

the information

given

in the

Manual.

pages

LIST OF EFFECTIVE 02-38 DGAC Code : 02-38 : PAGE APPROVED 0 2 3 This list is re-issued with each amendment. PAGE Date code Amendment No. of this supplement are listed below.

:1

PAGES

ISSUE

330Sm

5UPP.9
Page 1

02-38

Eurocopter

Puma

FLIGHT MANUAL

I~
The whole installation includes three skis which are fitted undernea::: the wheel axles and prevented from rocking by sets of elastic cords and c:bles secured to the skis and to the landing gear structure. The three skis are individually be orientated. The installation handling. providas interchangeable and the forward ski can for the attachment of a towing bar for ground

~~1 I
2. LANDING-GEAR-DOWN LO~K (Lock plate

L1MITATIONS1
of the

Apart from the special limitations specified below, t:le whole limitations given in the basic manual still applies.

1. MAXIMUM SPEED : The Never Exceed Speed curve given in the basic manual still ap~lies ; however the absolute VNE is limited at 275 km/hr (148 kt). installed).

l5~_~
1. BEFORE FLIGHT 2. TOWING

_u

I I

- Check elastic cord attachment fittings on nose and main landing gear. - Install landing-gear-down lock plate on landing gear control in cockpit.

Carry out this operation with care (long radius of turn). The taxiing speed of the aircraft when towed on unprepared ground must be low to avoid inadvertent oscillations on skis. The steering angle must be less than 30. 3. TAXIING WITH ROTOR TURNING operation with the rotor turning, do not exceed (20 km/hr). to avoid sharp turns and uneven grounds. a

During the towing speed of 10 knots It is recommended 4. TAKE-OFF

Take-off according to normal procedure without After take-off, the nose wheel must be locked. 5. IN FLIGHT Avoid sudden transition from level flight

the helicopter

running.

to autorotation

or to fast descent

330 Sm 02-38

SUPP.

Page 2

Eurocopter

Puma

FLIGHT

MANUAL

6.

LANDING

ON SNOW

- Land at a low or zero forward

speed. begins to

- Gradually reduce collective pitch as soon as the aircraft slide in order to avoid excessive braking.

u r: .t
..
et
.5

Should it be necessary to manoeuvre the forward ski-by applying a pitch

7. LANDING ON HARD GROUND

the aircraft on the snow ra1se value close to that of IGE pitch.

- On landing, except. in case of emergency, as low as possible. - Avoid uneven grounds.

the forward

speed

shall be

IS~3
The emergency procedures

EMERGENCY
given

PROCEDURES

in t.he basic manual

still apply.

The whole of the performance still applies. PERFORMANCE IN LEVEL FLIGHT

given

in Section

of the basic

manual

- Level flight speed penalty is 6% - Kilometric fuel consumption penalty

is 6%

330Sm
02-38

SUP~ 9
Page 3

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 11A
"ALKAN" REF AND: BUCKET

: 330A67.3001.00 330A76.3001.01

This

supplement above

shall

be included completed. herein

in the

Flight

Manual

when

the

installation

mentioned The Basic

has been contained

information Flight

supplements

or cancels

the

information

given

in the

Manual.

pages

LIST OF EFFECTIVE DGAC Code : 1 0238 : 0 APPROVED 02-38 PAGE 02-38: 4 3 6 2 5 This list is re-issued with each amendment. PAGE Amendment No. Date of thiscode supplement are listed below.

PAGES

ISSUE

330Sm

SUPP.11A
Page 02-38 1

Eurocopter

Puma

FLIGHT

MANUAL

la~
The "ALKAN" type 858 bucket is designed for the air transport of water or liquid solutions for fire fighting. This equipnent can be used : and dropping - for direct attack ("fast discharge", to dowse the fire) - for preventive heavy spraying (slow discharge rate) of fire resistant or retarding chemical solutions. The bucket can be filled : - on the ground, using a hose. - with the helicopter in hover, by immerging the bucket in a reserve of water deep enough and sufficiently clear of obstacles for ~ersion filling the bucket must be fitted with its buoyancy ring, which limits its usable capacity to 1500 litres. The various operations associated with filling and fast or slow discharge are controlled by the pilot, using a special control installation. The water bucket, N2) comprises: carried under the helicopter, on the sling (See Supplanent

- a receptacle - a suspension

(1), cable assembly (2), system for monitoring of high temperature the

- an electrical control and indicating .filling and jettisoning operations, - an "O.A. T. alarm" to warn (temperature probe (3. the pilot

areas

Buoyancy is provided by a moulded floatation around the internal wall of the receptacle. Three volumes of water are obtained : 1500 litres by immersion,

ring assembled,

in sections,

with the floatation ring

ring

installed~

1800 litres by fire hose, with floatation - 2200 litres by fire hose, with floatation The bucket is suspended from the helicopter unit, which must, by :

installed,

ring removed.

- A cargo hook jrelease a lanyard.

imperatively,

be fitted cables,

with each

- The suspension gear, consisting of three 9 mm. diameter 13 metres long, with a spin restrainer plate. - An electrical control wiring loom.

SUPP. 11A
330 Srn 02-38

Pap 2

Eurocopter
The control and indicating

Puma
system includes

FLIGHT

MANUAL

- A control panel, on the co-pilot's

side of the control pedestal, (ON) - ARRET "GRAND (OFF).

comprlS-

~ng :
. A master switch marked "MARCHE"

A discharge (slow) (7).

rate selector switch

DEBIT"

(fast) - "PETIT DEBIT"

Two pilot lights . Green.marked "FERME" : discharge valve closed . Amber, marked "OlJVERT": dis charge valve open
. u .
c:

(5) (6).

- On the pilot's

collective pitch

control used

lever: in this installation: to open the discharge

.::

. the landing light

control switch,

..,

~ ~
.

It

in the up ("MARCHF;" -"LIGHT valve.

ON") position

- in the down ("ESCAMOTE" - "RETRACT" ~ position valve. NOTE:

~oclose the discharge

With the bucket master switch (4) in the "MARCHE" (ON) position the co-pilot's landi:a.gight switch still controls extension and retracl tion of the landing light. The pilot regains control of the landing light when the bucket master switch (4) is returned to "ARRET" (OFF).

The mechanism only allows closing of the bucket from the "fast discharge" position. Consequently, when the slow discharge rate is used, a timedelay circuit commands opening of the valve to the fast rate position after a time lag of 10 seconds. - On the pilot's side of the instrument panel. temperature sensor; flashes

a red light (8), connected to a short-lag if O.A.T. is higher than 50C A test-button

(9) for checking the installation.

Independently of the ALKAN bucket controls, both pilot's and co-pilot's "external load" "NORMAL" and "EMERGENCY" controls remain operative.

3
2 Instrument Panel

Bucket Installation Figure 1

SUPP. 11 A
Page 3

330 Srn 02-38

Eurocopter

Puma

FLIGHT

MANUAL

1
LIMITATIONS
With the exception of the specific limitations detailed given in the basic Flight Manual remain anplicable. - Maximum permissible gross eight is as snecified section of the basic Flight Manual. belo the limitations , in the "Limitations" Maximum sling weight is as specified in the "External Load Transport" supplement, except that if the immersion filling process is used the volume of ter carried shall be limited by a buoyancy ring to 1500 litres. a Night flying is prohibited, as the pilot's landing light control
is not

no~ally av~ilabl~.
, - MAXIMUM Bucket SPEED full or empty power-on speed: I.A.S. max = 130 Knots : LA.S. max (240 km/h), (200 km/h).

- Maximum - Maximum

speed in autorotation

= 108 Knots

2 - LOAD FACTOR Bucket full - Maximum 3 - COLLECTIVE or empty : 30.

bank angle: PITCH

The collective pitch chart included in Section 1 of the basic Flight Manual applies ; but, if the immersion filling method is used, do not exceed the authorized collective pitch limit for Hover I.G.E until the bucket is completely out of the water. 4 - MINIMUM CREW

A minimum crew of two (pilot and crewman) 5 - FIRE-FIGHTING

is

required for this type of operation.

Temporarily, pending envelope extension tests, the following are to be complied with in the incendiary area: - Keep out of the smoke. - Fly out of areas ere O.A.T. h is above 50C

instructions

(alarm light flashing).

6 -

INSTRUCTION

PLATE
ATTENTION

An instruction plate is affixed to the receptacle as a reminder that the bucket must not be filled by ~ersion unless the floatation ring (designated Floating buoy by the constructor) is installed.

NE PAS IMMERGER SANS ANNEAU DE FLOTTAISON CAUTION DO NOT IMMERGE BUCKU WITHOUT FLOATING BUOY

SUPP. llA
330 Srn 02-38 Pace 4

Eurocopter

Puma

FLIGHT

MANUAL

lS~
1 - IMMERSION FILLING The receptacle

2
NORMAL PROCEDURES
1

- TAKE-OFF : (canal, svimming pool, reservoir .. ),

can be filled

- from a small vater reserve,

- from a lake, or in a bay; in this case, if the vater is deep enough dip the bucket near the shore, vhere the pilot vill have landmarks. If filling buoys. is carried out off shore, it is recommended to lay marker

For immersion filling, the floatation ring must first be installed : this automatically limits the capacity to 1500 litres. The stabilized load - receptacle included - is then 1700 kg. To avoid overload - Ensure stresses the folloving procedure is to be followed

that the filling valve (hovering)

is fully open

(green light on). 15 to 20

- Dip the receptacle seconds. NOTE

and vait for it to fill:

: The full receptacle settles "vertical", held afloat by its buoyancy ring, vith the cover at vater surface level. (amber light comes on), receptacle ilmnerged

- close the valve Closing

of the valve takes

4 seconds.

- apply collective pitch very slowly to allov overflov of excess water (15 to 20 seconds). The amount of pitch applied is not to exceed maximum permissible pitch for hover I.G.E. NOTE : Do not drag the bucket during BY HOSE, ON THE GROUND only, presents load transport no particular are to be immersion nor during emersion.

2 - FILLING

This method, mentioned here for information problem. The usual rules governing external observed. The maximum ground-filling capacities are :

. 1800

litres,

for a hook load of approximately

2100 kg, with the floata2500 kg, with the floata-

tion ring removed. tion ring installed . 2200 litres, for a hook load of approximately

SUPP.
330 Srn

l1A
P8B8

02-38

Eurocopter

Pum.

FLIGHT

MANUAL

3 - OPERATIONAL

USE

This includes - Spraying of "retarding" chemicals (slow discharge) to create light fire screens with the effect of reducing the flame-front, which can be dealt with more effectively by the "Water-Bombers". - Intervention dumping) . on small, marginal fires by dowsing with water (fast flow

4-

RECOMMENDED

FLIGHT

CONDITIONS above, the following flight conditions are

In the two cases mentioned applicable - height - Speed (I.A.S.)

: 45 metres (height of bucket : 30 knots (55 km/h).

= 35 m)
slightly increase or

In the event of the onset of transient decrease speed.

vibration,

5 - SPRAYING EFFICIENCY
The form of the effectively Density of spraying sprayed is : 0.75 to 1.5 litres per sq metre. 1.5 to 2 litres per sq metre. area is roughly eliptic.

or dowsing

- Spraying of chemical solutions - Fast rate discharge of water NOTE:

With the bucket filled to 1800 litres or 2200 litres, these values are greater. These quantities are sufficient to calm or extinguish the fire.

IS~3
Should a fault occur in installation, the pilot O.G.E., with the bUCKet If not, the instructions be observed (SUPPLEMENT ~

EMER

ENCY

PJrDCEDURES 1

the electrical control system of the ALKANbucket should check that the helicopter can hold hover full, for landing procedure. given for the transport of external loads shall 2)

: The valve cannot be opened if the electrical plug on the bucket is diaconnectp.c'l. In emergency the pilo~ may release the bucket, 'using either the norma-l release control (cyclic stick) or the jettison control (collective pitch lever). To do so, the mission selector switch must previously be set tQ "ELING" (SLING) position.

No change

SUPP. 11A
330 Srn 02-38

Pap 6

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 26
ENGINE FAILURE TRAINING PROCEDURES

This

supplement above

shall

be included completed. herein

in the Flight

Manual

when

the

installation

mentioned The Basic

has been contained

information Flight

supplements

or cancels

the information

given

in the

Manual.

DGAC Code : 1 02-38 : 02-38 : PAGE APPROVED 0 pages of this

4 6 5 3 2 7 Amendment Date code No.

supplement

This list is PAGE are listed below.

iI

LIST OF EFFECTIVE with each amendment.

I re-issued

PAGES ISSUE

See

"IMPORTANT

NOTE"

0.1 page

330Srn

5UPP.26
Page 02-38 1

eurocopter

Puma

FLIGHT

MANUAL

1 1.1

GENERAL Scope Since the 2 min 30 power engine speed use of a system rating which and the 3D-minute this supplement engine power the rating must only be the

used on actual for the gas generator

failure,

gives failure

information power

required

enables

training

by limiting rating.

to a value

not exceeding

the takeoff

Flight takeoff

profiles weights.

similar

to actual

conditions

encountered

at the maximum limit with

weight lower

can be simulated

for training

purposes

by associating

this

1.2

Descri pt ion of the System The training primarily: a control a removable a modified units, a TRNG system, unit. flag to be placed regulation card, on the fuel flow control lever, electronic which is invariably installed on the RH engine. comprises

permanently

installed

in the engines

indicator

light

fitted

below

the warning

caution

panel.

1.2.1

Engine

Electronic

Card

(TURBOMECA)

The modified electronic speed

engine unit

electronic

card

PIN 0.177.69.791.00 has been modified the training

fitted to limit and to

in the engine the gaz generator return to the

PIN 0.177.69.824.00 rpm (99,4

to 33000

%)

during

periods

nominal 1.2.2 Control

2 min 30 rating Unit (EUROCOPTER)

value

for normal 1)

operation.

- (Figure

The control be removed provided

unit,

which

is fitted

on the console

during

a training

session,

must is

in normal

operation.

A stowage

connector

mounted

on the console,

for quick

disconnection.

330 Srn

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02-38

eurocopter

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FLI GHT MANUAL

Figure

1 - Control

Unit

The control -

unit

includes:

A two-position NORM-TRAINING switch locked in NORM position. It is used to set the RH engine stop to either the normal Ng value at 2 min 30 rating or to the offset Ng value when in TRAINING position. A TRNG indicator light which illuminates when the switch is set to TRAINING. There is a note on the control unit face plate which points out that the training system is fitted on the RH engine and that only the performance data reduced should be used. Flag TRAINING is provided to be fastened during training flights. onto the RH engine

1.2.3

Removable

A removable flag marker fuel flow control lever

LIMITATIONS Apart from the special limitations given below, the 1 of the basic Flight Manual remain applicable. The flight training special items consisting of: the control unit, the removable flag. limitations given in SECTION

330

Srn

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0238

eurocopter

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FLIGHT

MANUAL

2.1

Operating Engine damage Engine

Limitations is allowed in a restricted flight envelope to prevent

failure training to the MGB, failure

HT ENVELOPE AREA

.-

').... .-

:I: 0 .::: .

- , Vj. //': 1/ '/ v/ r) '/ v r> V // V/ v/ // /~/ V/ /' ,/'/ Y/ \\ r\

~ 0 2) )(
..---" _ ... _._h .

/
-_.-

V"': ~ ~ ""'-

,
_

training

is allowed

only

in the

following

conditions:

.-.--

\\
,

,\ \\ \
~

\\

1\

r\

, ~

15

10

o
C! '"
CD

'"

>
::!!

c:i "!

-40

-30

-20

-10

10

20

30

40 50 OAT rC)

330 Srn

SUPP.26
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0238

eurocopter

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FLIGHT

MANUAL

2.2

Maximum

Permissible

Weight weight for engine training procedures is defined as

The maximum follows;

permissible

. 300 kg less than the single engine hover at normal 2 min 30 rating, Zero wind.

IGE performance

(15 ft),

one engine

Figure 2 provides the weight for single engine hover IGE, in the conditions 2 min 30 rating, hover at 15 ft, Zero wind. This weight minus 300 kg provides the maximum permissible weight for engine training at the relevant altitude and temperature.

2.3

Height-Speed The avoid

Envelope is a function of the weight and the external conditions.

area

The height of the low point (point C) and the combination of height and speed of the knee (point B) of the height -speed envelope remain valid (see Figure 1 in Section 1.3 of the Flight manual).

The height of the high point (point A) 25C more determined actual using Section 1.3, with a theoretical OAT of is to be than the

Figure 1 in temperature.

2.4

Gas Generator

Speed the RH engine gas generator speeds

When the controls have been set to TRAINING are limited to the following values: 2.5 2 mi n 30 power rating Intermediate contingency

power

rating

33000 32300

rpm rpm

(99.4 (97.3

%)

%)

P2 Ai r Bl eedi ng No P2 air should be bled during training procedures.

EMERGENCY

PROCEDURES

Independently from the procedure specified hereafter the emergency procedures given in the basic Flight Manual remain applicable during engine training procedures (Read TRAINING 2 min 30 power rating instead of 2 min 30 rating and TRAINING 3D-minute power rating instead of 3D-minute power rating). - Failure of an alternator: interrupt the engine failure training flight.

330 Sm

SUPP.26
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eurocopter

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FLIGHT

MANUAL

4 4.1

NORMAL

PROCEDURES for Training the removable control unit on the console.

Preparation Install

Fasten the TRAINING flag on the RH engine fuel flow control lever. Set to OFF all electrical consumers not necessary for the mission. 4.2 Engine Failure Training Procedure must fuel be reduced during engine failure training flow control lever in the fast reduction

It is the LH engine power which procedures. Place the LH engine detent. Check the operation of the switch

system: to TRAINING light illuminates:

Set the control

Check that the TRNG . on control unit

indicator

. below the warning-caution panel. In hover IGE with a height not exceeding 15 ft or in level flight if the aircraft weight is less than the takeoff weight in hover IGE on one engine reduce LH engine power and increase collective pitch to stabilize the rotor speed at approx. 250 rpm. Check that the gas generator speed is 32670 to 33000 rpm (98.4 to 99.4

%).

Should any difficulties be encountered during the training procedures. it is recommended that the LH engine fuel flow control lever be moved forward rather than the control unit switch be set to NORM. in order to avoid operation at 2 min 30 power rating. while ensuring a larger power increase just as quickly. 4.3 Return to Initial Configuration After a Training failure Flight training procedure. the

For normal operation following items must the control unit

following an engine be removed: control

the flag on the fuel flow

lever.

330

Srn

SUPP.26
Page 6

02-38

eurocopter

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FLIGHT

MANUAL

PRESS.ALT.

(xlOOOFt)

20

I .L I I.'. I' I. ._ ... +-_ ~._ t :.' - +.- _ , .

I I .:

",.

t.. ~141 _ I 1- '1 II '. I

I ..

I I I' : :.

....... - ................ -.-+.... ...........1 .._I ..: .~. I ' r 15

.-. I 1 I:
'

f.. .................. ~ _ ~.- .. ~.:-I..-

.',' 1 I I :..' I I' I" ! : :::: 1... t' t t r1 -:-.. ~ 1 t .. :1.. I J:' I' 1'::.......... I t .' :::; ,'.' I'

: i I i I' ". I' !:: I

I'
','
1
.:.:.:.:.:.,,:

----., --, I-

".

I!:

::: ;- -,-

'. .(... 1 .. It '.'

It It ~ ''''';

::::

','

';

::: ;-~

r':

!
f'

.' I':' ::::

I'

_t

:. :;:

'. ~
,

O'"'! I ~ . :

::::
" ":

I'
f

I'. :::
I ....... +- .

. I ':

::.

::.:

t.~_..+ ::':

~:.

: .:.. ..

NI ~: !

l';: ; ! : jI
:.:

J.:. ::!: j;:

!": I::: !;:;

_.-.{.._ .~ .. ..1: ...

I:;' I' : ~:
:

iI

:.: ~

". :::

10
..

5000
CONDITIONS Both engines at take-off Ng or 217 mdaN max. torque Hover height 15 ft (4.5 m) Zero wind

6000
WEIGHT

7000
(Kg)

TWIN-ENGINE HOVER IGE PERFORMANCE

Example: maximum permissible weight for engine failure training at 5000 ft, OC. The single engine Hover IGE performance, 2 min 30 rating, 15 ft, Zero wind given by the Figure at 5000 ft, OC is 6300 kg. Therefore, the maximum weight for engine failure training at 5000 ft, OC is 6000 kg.

Figure 2

330 Srn

SUPP.26
Page 7
0238

.eurocopter
FLIGHT MANUAL
SA 330Sm PUMA
SUPPLEMENT No. 27
FERRY FLIGHT FUEL TANK INSTALLATION

PIN: 330A87.1300

This

supplement above

shall

be included

in the

Flight

Manual

when

the

installation

mentioned The Basic

has been completed. contained herein supplements or cancels the information given in the

information Flight

Manual.

pages

LIST OF EFFECTIVE DGAC Code : 1 02-38 : 02-38 : PAGE APPROVED 0 4 3 2 Amendment Date code No. This list is re-issued with each amendment. PAGE of this supplement are listed below.

PAGES

ISSUE

330Srn

SUPP.27
Page 02-38 1

eurocopter

Puma

FLIGHT

MANUAL

GENERAL The range of the helicopter in the cargo flight of 475 to the tank litres can be increased by installing special ferry flight

fuel tanks The ferry

compartment. consists of four removable tanks may having a

installation

capacity according limits

each,

however

a smaller

number

of tanks

be installed the e.g.

role and operating in the Flight

range to be obtained, are not exceeded.

provided

that

specified

Manual

The the

forward

tank

group

(1) drains

by gravity

into transverse

tank

2T which

supplies

starboard

engine.

The aft tank engine.

group

(2) drains

by gravity

into tank

IT which

supplies

the port

A valve

is provided

on each

tank

for fuel transfer.

475

litres

= 125 U.S. gal = 104 Imp. Gal.

which is intended only. to increase the aircraft range. shall be

NOTE:

This

equipment

used for special

missions

/;7/ -.----/ /
__ .-;::::::-. / J

Figure

1 - Ferry

flight

tank

installation

330 Srn 0238

SUPP.27
Page 2

eurocopter

Puma

FLI GHT MANUAL

LIMITATIONS All the limitations however: - Smoking given in Section 1 of basic of fuel Flight Manual remain applicable.

is prohibited

due to presence

in the cargo

compartment.

NORMAL

PROCEDURES

The ferry flight fuel tank head must not be applied to the main tanks. To ensure observation of this condition. do not open the transfer valve of the first ferry tank until the contents gauge for the corresponding group of main tanks indicates 150 litres or less.

The transfer valve of the second ferry the gauge again indicates "150 litres" The ferry tank. tank operating instructions

*.

tank

of the group

is not to be opened

until

are recapitulated

on a plate

affixed

to each

150 litres

= 39 U.S. gal = 32 Imp. Gal.

- ~

" Nt

fUll. lAMeS

-fiLLING IANU

-On ""' : Turn.n_._.

-Oft :

. _

..

.wo

'""" _.

_0
.

tMIIa : __
_ unit

'-' _~

__ tell

: T,..,.,
.

.-.."....,

fiIW
_

4* . N

1- )

-T

-c-1 _ I'"
-allOVAl.
-IN -

int

-leryioeen_i8IIy
-Y8ntll_ c

gnMIftd

-T"'" "_ daMd -Ft. thraugll flIIer necka to the' full

.u.n

INITlUCTIOIIS

-"AINING .,.... *-In

unit

in Ition "an'

-w... .... __

... -.0 .... ...., ".O\IIM the

.. ., ........

tIw ...".., the fiNt ....". ., the _

1ndiclIt.1I01 .

the _

MOKING PROHIBITED

EMERGENCY

PROCEDURES procedures prescribed in Section 3 of the Flight Manual remain

All emergency applicable.

330

Srn

SUPP.27
Page 3

02-38

eurocopter

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FLIGHT

MANUAL

PERFORMANCE
The the performance data given in Section installation of ferry tanks. 4 of the Flight Manual are not affected by

330 Srn

SUPP.27
Page 4
0238

.eurocopter
APPENDIX

AUTOMATIC

PILOT.

Type

PA 137

This

appendix. Manual

issued

to supplement amendment

the

information

given

in the

Flight

Manual. basic

may

be modified Flight

by specific

independent

of those

issued

against

the

Code 6 02-3810 02-38 8 Code7 0238 9 Page This which constitute list is re-issued this document Page

LIST OF EFFECTIVE
with each amendment. are listed below.

PAGES

e pages

CONTENTS

o General
1 Modes 2 A.P. - Associated engagement systems - Basic modes " ISSUE AMENDMENT DATE CODE equipment conditions

2 2 .4 4 7 7 8

3 Control 4 Channel 5 Safety

and indi cati ng

6 Operation

1
02-38

A.ll
330Sm
Page 1

02-38

AUTOMATIC

PILOT

Eurocopter

Puml

o -

GENERAL

The automatic pilot installation installed on the SA 330 helicopter includes a SFIM PA 137 electronic assembly, associated with an auxiliary servo-unit which is series-connected in the flying con~rol linkage and supplied with pressure from the aircraft hydraulic generating system. The installation consists of 3 channels, flight control linkage separately. Pitch channel each operating i~s associated

Longitudinal Lateral

cyclic

pitch

- Roll

channel

cyclic pitch pitch

~
5

- Yaw channel

Tail rotor

..

~
et

These channels malfunctioning channels.

are fully independent and may be engaged separately, so that of one channel dces not interfere with operation of the other

The servo-valves, integral ~rith the auxiliary servo-unit,transform electri~l sienals into hydraulic pressure inputs and thus drive their respective chan-

nels.

1. FUNCTIONS

(Fig. 1)

Basic stabilization is car~ied out by means of informatio~ supplied by the aircraft navigation equipment and by components specific to the auto-pilot; this information concer~~: - Stabilization about roll and pitch axes, using the neading and atti t"..lde signa.2.s provided b: the vertical attitude data ~enerator. - Stabilization in heading, using data f'rcm a gyro-:nagnetic compass. altitude

- Stabilization in altitude, through the pitch channel, using error signals f'rom the barometric altitude controller.

In addition,

this mode of operGtion

provides losing

- Override manoeuvres, the reference.

about the pitch and roll axes without

- Override ~anoeuvres at the cyclic stick, with artificial disengagement and cha.::J.ge reference. of Overnc.e :nanoet::v~es n the ya..., i c:ha."lnel, using ped.als. - Co-ordinated turns in cruising of the cyclic stic~ (roll).

feAl

the directional

centrol

flight by simple lateral

displacement

- Slow changes of reference about the pitch and roll axes, using "BEEP TRLlvi" sri tch located on the cyclic stick grip.

the

330 Srn

A.11
Page 2

02-38

AUTOMATIC

PILOT

Eurocopter

Puma

- Override manoeuvres, using the cyclic pitch control stick, on the pitch orroll channel with resetting (change of reference) on the corresponding channel (BEEP TRL'i + STICK).

.:
..
.5

c
..

~ ~

Auxiliary
servo unit

RIP IY

COMPUTER

Basic stabilization

LATEP.AL
CCELEROMETB.."{

GYRO
CO:: IPASS .

Bft..RO- ALTITUDE

VERTICAL

DATA

CONTROLLER

G~~ERATOR

FA 137 Autcpilot

- Block diagram 1

Figure

A.1J 330 Sm 02-38

Page 3

AUTOMATIC PILOT

Eurocopter

Puma

2. AUTO-PILOT A. VERTICAL

ASSOCIATED

EQUIPMENT

DATA GENERATOR data.

The Vertical Data Generator supplies ~oll and pitch B. GYRO-MAGNETIC COMPASS (Heading Data Generator) The Gyro-magnetic Compass supplies heading signals. C. BAROMETRIC ALTITUDE CONTROLLER The Barometric "Altitude Controller 3. CONTROL AND INDICATING A .ON THE CYCLIC STICK G~IPS supplies altitude

data.

(Figure 2)

- A svi teh (1) vi th four "work" positicns and one "rest" position is used to c~erate the

":See~ Trim".
- A push button (2) releases the stick trim: releases the stick fram the artificial feel. A switch (3) used to disengage the auto-pilot, cuts out all ~~nctions and enables

it

the ~ilot to restae manual control of the aircraft.

Control control

switches on cyclic pitch stick grips. Figure 2

B. ON THE COLLECTIVE

PITCH LEVER CONTROL BOX

(Figure

~ A "A.PHYD" switch (1) controls supply to the electro-valve of the A.P hydraulic system. When this swi tcn is :I0FF" the hydraulic pres, su~e is not supplied to the A.P system ; the "A.P''HYD light, on the failure warning panel, is on - A "BAR ALT" "push-button (2) is llsed to disengage momentarily the barome tric altitude function and allows the pilot to alter the altitude reference.

Control switches collective pitCh Figure 3

on levers

330 Srn 02-38

A.11

pap4

AUTOMATIC PILOT

Eurocopter

Puma

C. AUTO-PILOT

CONTROL PANEL to engage and disengage the

The control panel enables the pilot various auto-pilot channels - Two basic versions may be used panel

1) AP 137 type It includes

control

(Figure

4)

u c
= ... et

.:

*Version with altitude hold

Figure

(a) A magnetically held switch (3). "F.C.S. ENG." (Flying Control System Engagement) to set the automatic pilot in operation. (b) Five switches associated with fjve lights, the illumination which is subject to the actual engagement of the functions selected : - Pitch (7), Roll channels. of

(6), Yaw (5) whic:' engage the corresponding

equipped with a barometric cons-

- Altitude (1), used for ve~sions height monitoring network.

- Cruise (4), which engages the cruise mode and enables tant-rate tu-~s to be made. (c) Four edge-lights (2) for illumination

of ~he front panel.

2) AP 127 type control ~anel

It includes

(Figure 5) (according to version)

*Version with altitude hold

Figure

330 Srn

A.11
Psge5

02-38

AUTOMATIC PILOT

Eurocopter

Puma

(a) Five luminous

push-buttons

yith adjustable

light

intensity:

(1) Pitch (4), Roll (3), Yay (2), Altitude (1) (not used on some versions) which engage and disengage relevant channels. (2) Cruise turns. (b) A "YAW-TRIM"

(6) which engages cruise function and permits

knurled knob

coordinated

(7) to modify the heading reference.

voltage of the channel

(c) Four cen~re-zero galvanoceters (5) measuring the output serve-valve amplifiers to check synchronization before is engaged and the servo-valve is centred. (d) A dimmer ~~ob

(8) to adjust push-button

lamps (9).

light

intensity.

(e) Four edge-lighting D. ON THE INSTRUMENT PANEL

A light on the failure yarning panel comes cn in case of pressure drop in the auto-pilot system or Yhen the- "A.P hydraulic" svitch is i~ "OFF" position. E. ON THE COCKPIT OVERHEAD ?ANEL artificial feel in the cyclic sticks yhen

A "TRIM RELEASE" sOlitch cancels it is placed in "OFF" position. F. ON THE UPPER PEDESTAL

An "A.P. SAFETY-YAW" control panel enables the pilot to control operation in flight, using the lock type of the A.P. safety system and to test 3-positien "ON-TEST-OFF" switch (1).

it

A.P. SAl'"""'ET"i-YAW

CHE

OFF~
"A.P. SAFETY-YAW" Figure

~
control panel

330 Srn 02-38

A.ll
Pacs 6

AUTOMATIC PILOT

Eurocopter

Puma

G. ON THE LOWER PEDESTAL A "SELECTION" ,=ontrol panel is provtded to stabilize the autopilot in heading : A "HEADING" reversing s-.;itch held in "AP" normal operating position by a guard, makes it possible to : - Operate the autopilot from heading data delivered by the gyromagnetlc compass, when in "AP" position - Cu~t off the yaw synchronizer input when the gyromagnetic compass is not available, 'by setting this switch to "STAB" position. A selector switch (1) is provided to select vertical data generators or gyromagne~ic compasses (depending on version).

c It
.!:

SLECTlON

11 et

"SELECTION" control Figure 7

panel

COMMUT rION

. ffi--. ..

I .-

[] .. gST
4. CHA1rnEL ENGAGEMENT CONDITIONS

...

AI'

TED TURNS permits hannel CR tch

(li

Des.cription Function func- ~ Engages the PITCH Pitch/Roll 110 km/h (60 released CRUISEcr~~~el The Engages the Can be char.nel. onlyisif : is released YAW channelsafety safety Engages ~he ROLLAirspeed ~ch channel is engaged. BABOMETRICPi Ya..,. engaged Yaw channel is released Knots) engaged Pitch/Roll safety is Channel-controlled ALT R

5. SAFETY SYS~~S

ensag~ent Disengages in case ef T.A.D.G. failureyaw R channel 28 v) and channels or prevents engagement of P, (caging Y+ in Roll Pitch safety case monitoring consequently, of mode other functions. - Yaw of roll in m~gnetic Disengages or (M.H.) T.A.D.G and, channels, : failure operative + 28 V) systems. prevents engagement of pitcb and Roll Operation sai'ety(caging heading all The T.A.D.G V 400 Hz causes the simultaneous operation of pitch and 26 failure safety ety

A.l1
330Sm 02-38

Pqe7

AUTOMATIC PILOT

Eurocopter

Pum.

6. USE OF BASIC FUNCTIONS

A.
CliJl.IDTEL

ENGAGEMENT both "A.?HYD" s..... itches are set to "ON".

Check that:

(1) Eng~e!llent Pitch, roll and yaw channels

- Front face switches on ....... "P", "R", "Y". - General diseDgagement swi ten ... rorward - ?ne 3 associated pilot lights ... COME ON (2) General cisen~aement push-~utton (on cyclic mode also .

- Depress the general disengagement pitch control sticks) = All channels are switched

back to synchronization controls,

- In case of erratic reaction ef flying switch the A.P hydraulic system off . . GENERAL INSTRUCTION RELATIVE

TO DISENGAGEMENT

Aite~ each A.P disengagement, controlled through the general disengagement push-button on cyclic stick, ensure that channels are effectively disengaged (push-button indicator lights should be out). If not disengaged electrically : DISENGAGE IMMEDIATELY by cutting out the A.P hydraulic supply. If assistance from auxiliarJ servo units is desir~d, confir~ the normal electric cut-out by disengaging each channel separately. Once cut-out is effec~ive, the use ef A.P unit and non-affected channels remains possible. (3) Disengagement - Actuate of individual channels and functions

the switch of relevant indicator

channel GOES OUT.

The push button

B. GROUND CHECK

light _____

Refer to basic manual C. TAXIING Refer to t:asic manual D. TAKE-OFF Refer to basic ::lanual E. AFTER TAKE-0FF - Stabilize the aircraft - Release the '"Stick trim release"

push-button

- Carry out attitude corrections by means of "Beep Trim" control and yaw corrections by means of directional control pedals.

330 Srn 02-38

A.11
pags

AUTOMA TI C PI LOT

Eurocopter

Puma

F.

TRANSITION

TO FORWARD FLIGHT

AND MANOEUVRES the following pos-

For lateral and longitudinal attitude changes, sibilities are offered to the pilot :

Overriding the A.P, which makes it possible to maintain the attitude reference, the aircraft resuming the same attitude after release of the force on the stick.

" "
It
'"

Using the "BEEP - TRIM" reference.

switch which

changes

the attitude

"
et

Flying with artificial feel off, which synchronizes the attitude reference. synchronizes the attitude ~lying with BEEP-TRL~ + STIarwhich and. allows the artificial feel 1;0 be cancelled. For turns, the following possibilities are offered to the pilot:

refe~ence

Turns obtained by synChronizing the heading channel by applying pressure to tte tail rotor control pedals and banki~ the aircraft with the stick.. ~ ~ the stick only (cruising mode) All these ~ossibilities may be used, however the fOLlowing recommendations are ~ade : In forward flight, use the "beep-trim" when it is desired to maKe relatively slow chans;es in speed between 100 km/h and the never exceed speed (VNE), either in acceleration or deceleration. Use the stick, after switching off the artificial to hover or to establish forward flight. feel for decaleration

Reco~ended manoeuvre to establish forward flight = Increase pitch to initiate a vertical climb = Depress stick trim release push-button. = Establish a 5 approx. nose-down attitud.e to increase speed, then roughly stabilize the climbing speed. = Release stick trim release push-button, and correct attitude with "beep-trim" switch. - For transition from climbing speed to cruising speed, use the "Beep trim" switch. For tu.-ns, the following modes should be used on the tail rotor in VFR conditions, control ~ith

- Either overriding the A.P (with pressure ped.als, er in "cruising" mode). or, in event of turns with speed changes the stick : (with aftificial pedals) Altitude NOTE: feeleff and pressure

on the tail rotor

control

stabilization is not recommenaed zero. in turbulent atmosphere.

This procedure

- Reduce vertical velocity to near - Engage the BARO (ALT.) mode.

330Sm
02-38

A.11
Page 9

AUTOMATIC PILOT

Eurocopter

Puma

G.

MANOEUVRES (1) Pitch and roll override without alteration of reference.

(a) Manoeuvres

- Move the cyclic stick in the desired direction Release the stick which returns to its original position brings the helicopter back to its initial attitude.

and

(b) ~~noeuvres - Slow

with alteration the

of reference. "Beep trim" switches. direction is stabilized in its

.;:
.5

lIl4:loeuvres using

..

i It

= Actuate

"Beep trim" Release "Beep trim" new attitude. with stick

switch switch

in the desired the aircraft

- Manoeuvres

trim

release

push-button

= Depress stick trim release push-button. = Displace the stick in the desired direction = Release stick trim release push-button ; the aircraft
lized "Beep in its new a~titude. Stick" manoeuvres

is stabi-

=
=

= Actuate

stick aga~st artificial feel loads the "Beep trim" switch in the same direction until artificial feel loads are cancelled. Release the "Beep trim" switch; the stick remains .in the position at which the switch was released an~ the aircraft stabilizes i~ its new attitude. in yaw a tw.o with pedal control

Move

(2) Override

(a) MakiDg

not used. - Proceed as for a nonnal turn when A.P. - Con'trol is perf'onned by overridiDg the A.P. (b) Co-ordinated - Engage turns function puSh-button (LA.S. above 110 lmI./h

is

the CR (CRUISE)

or 60 Kt).

- Move cyclic stick to bank the aircraft 8 without actuating the tail rotor control pedals. - Terminate the co-ordinated turn by moving the stick back to its original position. (3) Baranetric altit"lldestabilization (ALT
J

(LA.S.

above 110

blh

or 60 Kt).

- Vi th the "BARO"

function

eIlgaged :

= Depress

=
=

"BARO" (ALT) push-button on collective pitch. lever Change e.ltitude Reduce vertical velocity to near zero Release the push-button ; the helicopter is then stabili:z.ed at itR new pressure altitude.

A.11 330 Srn

02-38

Page iO

euroe 0pter
APPENDIX

ADDITIONAL

LANDING

LIGHT

This

appendix. Manual

issued

to supplement amendment

the information independent

given

in the

Flight

Manual.

may

be modified Flight

by specific

of those

issued

against

the basic

02-38 Code Page Page 2 3

This list is re-issued constitute this Page document

LIST with

OF

EFFECTIVE amendment.

PAGES

each

e pages which

are listed

below.

CONTENTS 1 Genera

.,
and moni tori ng

2 2 2

2 Descri pti on 3 Control

ISSUE AMENDMENT DATE CODE

1
02-38

A.O.ll
330Sm

Page 1 02-38

COMPLEMENTARY

FLIGHT

MANUAL

ADDITIONAL

LANDING

LIGHT

GENERAL The additional landing light is mounted at the bottom of the tail boom.

It to be operated . elevation . azimuth and is supplied

in two directions:

with

28V direct

current.

DESCRIPTION

(Figure

1) light is identical to that installed as a basic item: it

The additional consists of:

landing

a removable optical unit (4) a base carrying the mechanical device (6) retraction and swivel motors (2) and (3) relays and contacts (5) and a connector strip (1).

CONTROL -

AND MONITORING (7) available landing light. to the pilot is used to select either the

A selector switch forward or the aft

The copilot can operate the non-selected Ori entati on of the 1 ight is provi ded pilot's or copilot's collective pitch

light. by a four-way grip.

button

mounted

on

the

lever

A.D.Il
330Sm 02-38
Page 2

COMPLEMENTARY

FLIGHT

MANUAL

o
0100

..--~ILOT AFT

FWD

FWD

AFT

Figure

1 - Additional

landing

light

components

and controls

A.D.Il
330Sm

Page 3 02-38

.eurocopter
APPENDIX

DESCRIPTION

This

appendix. Manual

issued

to supplement amendment

the

information

given

in the Flight against

Manual.

may

be modified Flight

by specific

independent

of those

issued

the basic

ISSUE AMENDMENT DATE CODE

1
02-38

APPENDIX
330Sm

Page 1 02-38

eurocopter

Puma

DESCRIPTION

This which constitute

14 20 27 25 22 15 13 02-38 21 0238 28 18 17 12 02-38 26 Code16 11 02-38 23 24 19 Page list is re-issued document

LIST OF EFFECTIVE
with each amendment.

PAGES

es

this Page

are listed

below.

CONTENTS

1 Major 2 Fuel

di mensi ons of ai rcraft system

3 4 7 12 27

3 El ectri ca 1 system 4 Hydraul ic systems 5 Pi tot -stati c system

APPENDIX
330Sm 02-38 Page

D
2

Eurocopter

Puma

DESCRIPTION

1 -

MAJOR DIMENSIONS OF AIRCRAFT

18.2Om

(59.nrl

u ~
c:

... . E

.!:

..

,JIJm (14.3fll

01001 e 0
4.05",03.311

Aircraft on ground, static load 6000kll1l3200lbl

1482m 148.S It)

\
~
\

Three-view

drawir-@;

APPENDIX
330 Sm
Page

o
:3

02-38

Eurocopter

Puma

DESCRIPTION

2 -

:FUEL SYSTEM

.A- General - Twoindependent groups of fuel tanks are installed below the cabi."lfloor Group 1 feeds the L.R. eDgil1e(N 1) Group2 feeds the R.E. eDgil1e(N 2) Group and a rear tank of a loDgitud.iDall:ank (1 L), a transverse tank (1 T) 1 (m) consists (5th tank). Group2 (BR) consists of a loDgitudinal tank (2L) and a transverse tank (2 T)" - The engines are supplied from the longitudiDal (L) tanks (feeders). Acco~ to version the aircraft maybe fitted ld.th 2 external tanks allowing the operating r-c=.nge be increased. Each external tank has a capacity to of 350 litres (92.5 USgal. or 77 Imp. gal) and the fuel flows by gravity into the cor:-espo:cdinggroups of main tanks. General operation of the svstem
The fuel is pumped at low pressure from the tanks l.nto the engine supply (21). systems by the booster pump (12) through the low-pressure filters

:El

The fueJ level in the longitudiIJal (feeder) ta:cks is kept substantially constant by two transfer jet pumps(3) by-pass mountedon the eDgine supply systems. Fuel can be passed from one group of ta."lksto the other via a transfer system (28) which draws fuel from the longitudinal ta:cks. C - Canacitv of tanks See "LIMITATIONS" Section of the basic manual.

APPENDIX
330 Srn 02-38

o
Page 4

eurocopter

Puma

DESCRIPTION

,2T 29

28

fi
27
10 11 12

24

23 22/ \ 19 18 2120

17 16 15 14 13 30

Fuel

system

(functional

diagram)

APPENDIX
330Sm

Page 5

02-38

eurocopter

Puma

DESCRIPTION

i
1. 2. 3. 4. 5. 6. 7. 8. Gravity filler neck TRANSVERSE tank water Jet pump Tank vents Non-return Capacity Return Lower valve gauge line, (TRANSVERSAL valve "Fuel tank) drain valve inter-connecting 9. Inter-connecting pipe 10. Vent inter-connection 11. Jet pump supply system connection

KEY

jet pump to LONGITUDINAL

tank

expansion

chamber"

12. Ferry flight 13. Drain cock 14. Low level

transfer

contactor tank) operation)

15. Capacity gauge (LONGITUDINAL 16. Water drain valve 17. Electric booster 18. Non-return valve 19. Engine supply pump

("Emergency"

system pressure

(LH) switch on L.P. filter

20. Differential 21. L. P. fi lter 22. 23. 24.

By-pass on L.P. filter L.P. filter water drain Non-return valve

valve

25. Self-sealing union at engine 26. Fuel shut-off valve 27. 28. 29. 30. "Pressure drop" pressure

connection

switch LH and RH groups operation)

Fuel transfer Capacitor Electric

system pump

between

fuel gauge booster

(5th tank). ("Normal"

NOTE:

As the two groups on the LH group

of fuel tanks apply

are similar RH group.

the

references

quoted

and marked

also

to the

APPENDIX
330Sm 02-38 Page

D
6

Eurocopter

Puma

DESCRIPTION

3.

ELECTEICAL SYSTEM

A - General The electrical

-

system comprises: An ALTERNATING CURRENT ~ Three-phase generation system ~ Single-phase

CURRENT

115/200 volts - 400 Rz 26 volts - 400 Rz

- A DmECT

" ~
c:

generation system
On

28 Volts

.!: .. et

the R:round: An external power connector (AC and. DC) is used to suppl:y-the system from a ground supply unit (Volta.ges delivered by the ground supply unit shall comorm to French standard AIR 2021D, or. Br:itish standard BS-2G 100 part 3). If no ground supply is available : - The COl!lpletesystem ca.'1be er..ergised through the accessory drives (de-clutch) facility, with the L.E. engine ruIL"l.ing - Some circuits can be supplied with DC from the aircraft battery.
DIRECT CURRENT Ground 28 volt connection
11S/2OO

AL TERNA TING CURRENT

N~
AL TERNA TOR ~

Nt
AL TERNA TOR

Battery

D.C.

volt 400 Hz N 1

Transforme rectifier

if
><

N2
I

Three-phase 11 5-200 volt 400 Hz Secondary Normal husbar XP4 Standby Transformer 26 volt 400 Hz Single-phase 26 volt 400 Hz

iTransformeri rectifier

Transformer 26 volt 400 Hz Secondary busbar PP2

115 volt

Sin;;le-phasc

husbar XP12

--

Emergency (or ground) connections

Block: diagram of electrical

system

APPENDIX
330 Srn 02-38
Page

Eurocopter

Puma

DESCRIPTION

B. .Alternatin2' current ~neration

1)

Tr...ree-'Ohase 115/200 volts - 400 Rz In nomal operation there are two separate and indepe..dent syste::.s. Current . is supplied by two 20 kVAalternators driven at subs ten tially constant speed by the M.G.B. - N0 1 altemator (LE) supplie:s N 1 system ,,-'!".d.ch a.c. i~ - N0 2 altemator (RH) supplies the d.c. systec through two transformerrectifiers. Each altemator is Slo-itchedinto its syste!:l by a line contactor which, in the rest position, intercon. .cts the syste!:lS. The whol installation e ca. be . suppli~d through the 2 line contactors : - If an altemator breaks down - Whenthe ground-generation facility is in use - Wnen the circuit is energized throUe;-tthe ground con. ectic1r.. . Each system has the necessary protective and regulating accessories. The ground con. ection ca."ibe used to energise the 2 syste~s through line . contactor N 2. The ~und connection circuit overrides N 1 alter.nat~ w~~ch cuts ou~ autanatically when the ground connection is energised ; but N 2 altemator overrides the ground cDn.'lection circuit. with the result tt..s.t tte systel!: cannot be energised fror: the grou."1dcannectic!l so lone; as N 2 alternator is switched in. ~ : hequency depends basically on rotor speed. As this is not absol .... tely constant, the pilot should not allow it to go beyond 295 r.p.m., which corresponds to max:i.IlI\mI permitted frequency.

2)

Sin,zle-'Ohase 26 vcl ts - 400 Hz This current is taken from the three-phase AC power generatiIlg system to supply the navigational and auto-pilot assemblies. Normal operati en : one 26 Volt - 400 1iz (normal) transfonner single-phase busbar XP12. energises the

Emer~Erlcyo'Oeration : busbar XP12 is energised by a second tr~ .for.:ler s (emergency), with autanatic switcl-..:i.ng through a transfer rehy.

APPENDIX
330 Srn
02-38

0
Page S

Eurocopter

Puma

DESCRIPTION

..

...
-

~:

Relay contacts are shown in their normal in -flight posit ions.

DIFFERENTIAL PROTECTION TRANSFORMER

DIFFERENTIAL PROTECTION accord~ng to version j- TRANSFORMER Effect~ve

...

~ ALTERNATOR

(N0!\
VOLTAGE REGU 1.1\TO R

W 1 SYSTEM

.:
5:
Q:

'"

= ..

Phase -sequence and undervoltage relay

Control
and

Control
VOLTAGE REGULATOR and

protection
unit

1111

protection it

Ground

contactor
DIFFERENTIAL

--,..

.--

cOnUCI.<.H

DIFFERENTIAL PROTECTION TRANSFORMER

cfItf i>~ connection contactor

. t>
rd = .. UI~ III Q ..

PROTECTION TRANSFORMER

Secondasy husb:us XP4

11

A
B

.2 le g

.. IlO

1110 Transfonner

::>tanl.lby

tra.'1Sformer Plimary. busbar PP4 (D.C.) Busbars XP6

26 volt 400 Hz

transformer

D.C/A.C ground~Lme ~ connection contactors contactor

~r~
Functional

115 volt

singlephase inverter

Su pply to ;auges anJ collective pitch indi..:ators diagram of AC power generating

Single-phase busbar XP12 (26 volt -400Hz) :ystem

APPENDIX
330 Sm 02-38

D
Page 9

Eurocopter

Puma

DESCR IPTION

3)

Sinde-phase 115 vclts - 400 Ez The fuel gauges and collective-pi tc.~ indicato:-s arg nomally energised by one phase of the three-phase system. Onthe g:reund, whe.~ AC generation system is not working, an inverter the energised by primary busbar PP4 (DC) enables the gauges and collective pitch indicators to function ("BATl'" switch at "ON").

c. Direct cu--rent eeneration

The 28 Volt, DC poweris supplied tl2 N 2 AC system.
by

2 transformer-rectifiers,

supplied. f:rem

A battery, normally charged by tie aircraft electrical systez:, allo-ws engine starting 'Id.thout any external power and acts as a final emergencyfacility in the event of complete C'lU'rer..t supply failure. The DC system can be supplied from a ground supply unit through a g:round connec~ion. The ground eupply overrides the aircraft system. N 1 transfo~r-rectifier N 2 transfomer-rectifier supplies primary busbar'PF4,through a protection ur~t supplies secondary busbar PP2,througha protection un.it

The battery is connected to primary busbar PP4, which supplies the services that are essential for safe operation, through 2 auxiliary busbars PP10 and
PP?

"In nomal operation, or whenthe system is supplied with DC or AC through the gramd. connection, the two busbars FP4 and FP2 are both in circuit. A "direct-fram-battery" busbar PP3 enables certain facilities to be used an the gramd (e.g. cockpit lighting) without having to energise the system ("BATT" switch at "OFF"). An ammeteron overhead panel is used to check charging and discharging of the battery.

APPENDIX
330 Sm 02-38

D
Page iO

eurocopter

Puma

DESCRIPTION

D.C. ground connection

NOTE: Relay contacts are shown in their normal inflight positions.

N 1
PJotectioll

XP19

transfonner rectifier

Ground

Ullit

N2
concactoM connection
<J-

bU bn

Protection

UJIlt

transforme r recciCier

Busbar interconnection relay Primll1'Y busbar PPl Secondll1'Y busb:a.r PP2

PPlO PP?

PP6

Functional diagram of D.e. generation Panel 3 CC D.C. circuitbreakers Access door to ci rcu it -bre:a.ker strip in electric:a.1 equipmeDt box 1

system

Panel

sa.

Controls ;.nd

a
hnel 11 cl

A.C. circuitbre:a.kers Electric:a.1 equiment boxes

1 a =A.C. 2a=D.C.

Protective circuitbre:a.kers for transformer rectifiers

Panel 2 CC A.C. circuitbreakers Access door to aircraft b:a.ttery ~.

.- ..

I Test button for power connection lSa P:a.ne112 G( circuit -breakers for b:a.ttery busb:a.rPP3

..;~~.;.--C round

Locations

APPENDIX
330Sm

Page 11

02-38

Eurocopter

Puma

DESCRIPTION

4.
A. General The hydraulic installation of each other : - The R.B. main svstem - The L.B. main svstem
.An

EYDP..AULIC

srST~~

comprises 2 main S3TsteI:lS, ompletely independent c

emergency/ancillar,y equipment syEtem is supplied fret: the L.B. main system. Nominal operating pressuxe of the various hydraulic systems is 175 bars ( 2540 p.s.i. ).
LH MAIN HYD~~ULIC __ ~.STE11
LE rese:!"lro:i.r Reserve 1.5 1

RH MAIN HYDRAULIC SYSTEM

lUi reservo1%'

EXTERNAL POwER . CONNECTIONS

--

SELF-SEALING UNIONS FOR EXTERNAL CONNECTIONS

l'~

SERVO UN!TS

(UPPER C!iA!$ERS)

Till

aOTOR ,SERVO

TAIl.

ROTOR

SERVe

UNIT (OUTBOARt
C!iAHBER)

tIN!'!'

(:ni30ARD CRAnER)

BOIST AUTO&l'!C PILO':

(accordUlg

to version)

WD!liG c:ElR
RETRAC7ION OR LOVEii1NG

EMERGENCY

A.'iCII.I.aR1

EOJIPlUT

SIST!:!:

ir'Ettl. .ilRO:ES

RCTOR

WIlt

Bydraulic

systems - Block diagram

APPENDIX
330 Sm 02-38
Page

D
]2

Eurocopter
B. RH main hydraulic system.

Puma

DESCR IPTION

The RH main hydraulic

system supplies

: (1) (2)

- The lower chambers of the main rotor servo units - The inboard chamber of the tail rotor servo unit The system mainly comprises
A.

hydraulic reservoir (14) -usablecapacity : 7 I (1.5 Imp. gal. 1.8 U.S. gal) fitte~ with a low level contactor (13). - A pump, driven by the M.G.B. and ir.cluding :

u
~
o
<:

a relief valve (10) a filter (9) a check valve (8) - A pressure transmitter (5), connected to a dual i~dicator, located on the instrument panel. A low pressure switch (7), cor. trolling the "Ii-Yn. RE" light on the failure warning panel. - A solenoid valve (3), fed from low level contactor (13). This solenoid valve cuts off the supply to the inboard chamber of the tail rotor servo unit when the level in the reservoir is low, thus keeping the main servo units supplied in case of leakage in the circuit of the tail rotor servo mli ts. - Two self-sealing Monitoring connectors (6 and 12) to carry out ground testing. is ensured by means of :

of the RH main system

- Pressure gauge (4) (RH sector), located on the instrument panel. In normal operation, this gauge shows a pressure comprised between 165 and 195 bars (2400 and 2830 p.s.i.). - Two lights on the failure warning panel : "HYD.D" (RYD.HR) light which is normally out in flight, comes o~ when the pressure drops below 80 bars (1160 p.s.i.). The pressure drop is confirmed by the pressure gauge rea~ing

. ''NLH.D.'' (S..LEV.RHf

light comes on when the level in the reserVoir drops below 3 litres (0.66 imp.' gal. 0.8 U.S .gal.) , thus confirming that one chamber of the tail rotor servo unit is no longer supplied. system system supplies :

c. LE main hydraulic

The LH main hydraulic The The The The The The

upper chambers of the main rotor servo units outboard chambers of the tail rotor serve unit hoist (according to version) circuit of the automatic pilot normal retraction and lowering circuit of the landing gear emergency/ancillary equipment system.

1. Servo unit system The circuit is almos~ identical with that of the RH hydraulic and only differs from on the following points system

it

- The r~servoir includes a reserve of 1.5 1 (0.33 Imp. gal. 1.8 U.5. gal), provided for emergency lowering of the landing gear. It is not fitted with a low level contactor.

APPENDIX
330 Sm
Page

D
13

02-38

Eurocopter

Puma

DESCRIPTION

_ The circuit supplying the tail rotor se~vo unit is not provided with an isolating valve. _ The pressure line also supplies the power for the automatic pilot, the retraction and lowering system of the landing gear and the emergency/ancillary equipment system. _ Two fuselage external power connections the system on the ground. Monitoring of the LH main h!draulic system make it possible to supply

is ensured

by means

of :

_ The LE secter of the pressure gauge on the instrument panel ; normal pressu~e in flight: 165 to 195 bars (2400 to 2830 p.s.i.) _ "BYD.G" (EYD.L.R.) light, on the failure warning panel, which comes on when the p~essure drops below SO bars (1160 p.s.i.). The pressure drop is confirmed by the pressure gauge reading. Lowering of the landing gea~ is still possible by means of the emer~ency system. 2. Automatic pilot circuit (Fi~~re

3)
pilot via: is supplied from the main LE

The hydraulic unit of the automatic system (p = 175 bars (2540 p.s.i.

- a check valve (S) - the landing gear accumulator (9) a solenoid valve (2) - a pressure relief valve (1), reducing (1525 p.s.i.).

the pressure

to 105 bars

- a filt~~ (3)
Once reduced tc 105 bars (1525 p.s.i.), the pressure is directly applied to the serve jacks of the A.P. ~t. The pressure provided for the supply of the "beeper valves" is reduced to 4.2 bars (60 p.s.i.) by means of a second relief valve (4). Lighting of "EYD.P.A." (AP.HYD.) warning ligh-: is controlled by means of a press~~e switch (5) or. the 105 bar (1525 p.s.i.) circuit. The retu--n line from pressure relief valves (1 and 4) is common with :he general return line from the ancillary equipment system and is directed into the LE reservoir, via a hydraulic fluid regeneration :ilter, installed in the reservoir. The return line from the A.P. hydraulic unit is independent; the fluid flows straight into the LE reservoir (7). Control and monitorin~

Solenoid valve (2), which provides supply to the A.P. hydraulic ~~it, is controlled by means of 2 switches (6), connected in parallel and installed on the electrical housings of the "pilot's" and "co-pilot's" collective pitch levers. When both switches are on, the solenoid valve is not ener~ized open: the A.P. hydraulic unit is supplied. With only one switch on, the solenoid valve the A.P. hydraulic unit is not supplied. is ener~ized and

and closed

Light "liYD.P.A" (AP.liYD) on the failure wa~ing panel comes on when the pressure in the 105 bar (1525 p.s.i.) circuit drops below 70 bars ( 1 01 5 p.

s. i. ).

APPENDIX
330Sm
02-38

D
Page 14

Eurocopter

Puma

DESCRIPTION

D:

TAIL

ROTOR

SERVO UNIT

MAIN ROTOR

c:

0,

!! ...
...

.5

4
LANDING
GEAR

D .// ~/ / / ./ ./ j-J/
REHOIST

"

./

TRACTION

ANn A.P.
CIRCUITS EmergencYb ancillary equipment system

CIRCUIT

lS Return to ancillary equipment system

~-

/ L.H.

"

/ R.H.

SYSTEM

SYSTEM I 12
14

1,5

CJI
z::z:::1

p~ system pressure LE system pressure

Retu.rn

13

7 litres

(0.33 Imp. gaL)I~I (0.4 U.S.gal.)

CCJ

Suction

(1.5 Imp. gal) (1.8 U.S. gal)

Main hydraulic

systems and servo-control

circuits

APPENDIX
330 Sm

D
Page 15

02-38

Eurocopter

Puma

DESCRIPTION

To main

servo

uni ts

175/105 bar (2540/1525 p.s.i.)

(!~on-energised open)

--.......

.0.5 1

0.65
Tc L/G ~
system ~ To emergency/auxiliary hydraulic system

(1.25 Imp. pt.)

U.S.

pt.)

~
105/4.2 bar

(1525/6J p.s.i.)

,I

i ~ .......... ;--"1' ''iD iD'c.I e'~-, C ...

0 CJ 1""'110
[ijj.;,

~. '----' :-..J :.-...J '--' ~ r==W=; i=j4P=;

L....;.L........!:
I.~

:;.- .---.1

'.

I I
~
Beepers
11

Servo units

L.E main system

hyjraulic

A.P. UnIT

main

(1525 p.s.i.) pressure / line / / / p.~p(60 p .s. i.) Return line intake

105 - 4.2 bar pressure press"llre line lins

gr
1. 175/105 2. Solenoid bar pressure-redu::ing valve bar pressure~reducing valve valve

(2540/1525 p.s.i.)

3.
4.

Filter 105/4.2

(1525/60
5. Pressure 6. System lever)

p.s.i.)

switch c~ntrol swit~~ (collective

7. L.E hydraulic reservoir E. ::~n-retu:rn valve

9.
Au~omatic pilot

Landing

gear

accumulator

system

APPENDIX
330 Sm 02-38

o
Page 16

Eurocopter

Puma

DESCRIPTION

3. Landing

gear actuation

system

(a) Description From the accumulator outlet, the LH hydraulic pressure is applied to the electric selector valve (4) by the isolating valve (6). The isolating valve"(6) is mechanically actuated by a control handle (2) located on the radio panel, and determine~_ :

u ~
'"

- Supply of the normal system from the LH mai.~ power supply system (normal posi hon, full:r

in).

- 3'J.pply f the emergency system from the hand o pump (emergency position, pulled up). In this case, the landing gear can only be extended, and electrical supply to the electric selector valve (4) is switched off. - The electric selector valve (4) directs .pressure of the normal system in the "exteIfsion" or "retraction" direction. the electric selector valve is controlled from a two-position pallet (5) located on the control pedestal upper panel : In up position: landing gear RETRACTED In down position : landing gear EXTENDED It is locked i.~ tCis position by a safety pin (see fi~~e opposite). In addition, in this position, a locking pin, controlled by a solenoid pro~~bits operation of the pallet when one of the three following conditions is not met : R.H. oleo strut L.E. Nose gear extended

Red push button

"

"
____________________ aligned on the airc~aft cen~eline

Power supply to electric selector valve in the "retraction" direction passes through the same interlock circuit, thus doubling safer] against accidental retraction.

APPENDIX
330 Sm
02-38

0
Page 17

Eurocopter
P.P.7

Puma
EXTENSION
RETRACTION

OESCR IPT ION

ISOLATING

VALVE

Normal-Emergency

I I
I

~--

--""
~I

I
ELECTRIC SELECroR VAlVE

Emergency

Normal

I ~-- --~

~~~
1 2 ) ~ I

~=tion

3 - Nose \"Thee centred. 1 Oleo-struts extended

Interlock

circuits

(schematic)

When the landing gear legs are locked (up or do\o7U)tbe electric selector valve is no longer energized : the inlet pressure port is isolated, the "extension" and "retraction" sides of the jacks are connected to the reservoir return. ~ : A red push button, located above the two-position pallet releases the locking pin me cr.a.n.icallyBut, if one of the above condi tiODS is not met, actuation of the pallet, after release of the locking pin, has no effect since the electric selector valve is not energized.

(b) Operation
IRETRACTIONt

Actuation of the two-position control handle opens the electric selecto:, valve (4 - A Pressure is applied to the jacks (1). The landing gear moves up.

-:B).

IEXTENSION!

Normal Actuation of the ewo-position control pallet opens the electric valve (4-A~) and causes the landing gear to extend. ~: selector

The gauge may show a momentaneous drop in hydraulic pressure during extension of the undercarriage. This drop may be as much as 60 bars. It will not adversely affect operation of the system, nor will it be sufficient to cause the warning panel caption light to come on.

APPENDIX
330 Srn 02-38

D
Page 18

Eurocopter

Puma

oeSCR IPTlON

Norma.l supply - - - Emergency supply " " " , Return tC reservoir

L/C extension
__ L/C retraction

u isolated E

L/C retraction/lock Jack Emergency L/C control MI'I.lIe. Emergency L/C extension slide valve Electric selector valve (29C 1) Two position contIOl(pal1.~) "Normal/Emergency isolating valve It Non-return valve (0.2 bars - 3p.s. i.) La:ading gear accumulator 2-position selector valve 10 Pressure relief valve 11 HanJ pump 12.13. Shut-off valves (according to version) 14. Restrictors

1. 2. 3. 4. S. 6. 7. 8. 9.

...,

retraction isolated A_B AandB Auxiliary L/G. 13 __ B Fli~, po~tiDD

:A~

14

~
R.H main gear

Retraction: Extension

.;,_=
B--.D
C~D

MaID contro servo' Jacks Emergencyl auxiliary l.iyc!ra.ulic supply

Ground

i: I
\: I \:/ RADIO CONTROL PEDESTAL

1:\

retraction isolated
A a:ad B

._----~
6

isolated

connection

Normal :A Emergency: 0 -

B E

A anQ B isolated
= NORMAL

Ancillaries accu.

-,_3Q

:--0-~
~ Hydraulic system dia~am landing

To auxiliali" accumulator

gear retraction

APPENDIX
330 Srn Page

D
19

02-38

Eurocopter

Puma

OESCR IPTlON

Emergency '!'hehand pu:tp (, ~) c.rawsthe hydra~lic fluid fro!!!the reserve ef the LEmain reservoir anc. directs tt-is fluid to the emergency system, provided the two-position selectorvalve (9), locatec on cockpit flocr at the left of the ccoilot, is closed (guard down). If this selector-valve were open the hydraulic pressure would be applied to the auxilia.~ accumulator. Wih be control lever of the isolating t valve (6) pulled up, the hydraulic pressure supplied by the hand pumpis applied to the jacks (,) through the emergencyextension slide valves. - As a guide, 60 strokes of the hand to extend the landing gear.
(c) Controls and indicating (pilot's side of
pump,

taking about 2 minutes are required

The landing gear indicator

the instrument nanel) consists of : (see figure OPP~site) A red light (,) Wilichcomes on when the landing gear is at any intermediate position between "uplock" and "doWlllock" position. - Six "down-lock"green lights (3) two for each leg) which comeon whenthe landing gear is downand locked. Three of these lights are concealed and repeat the ir.formation if the other .three fail. Theyare brought into view by releasing a catch (2). dimmercontrol knurled ring (5) for night flying. - A test push button (4) used to check that the lights are functioning.
,A

Landing

gear warning

lights

Twoflashing lights are installed on the instrument panel. A push-button located nearby is used to check that they are functioning. These lights flash in the follOWing configurations : - Gear downbut not locked, end speed less than 100 : ~o kIn/h (55 : 1g knots) The flashing unit recieves data from the two airspeed indicators, thus ensuring operation of the landing gear alarm system, even if one indicator fails.

APPENDIX
330 Srn 02-38

D
Page 20

Eurocopter

Puma

DESCRIPTION

D.

Emergency/auxiliary

hydraulic

system

I)

Description

of system hydraulic system supplies :

The emerge~cy/auxiliary The rotor Tne wheel

brake circuit brakes circuit

from main

system

("auxiliary"

sys:em)

The "emergency L/G extension" circuit The L~stal1ation L~cludes

} from

emergency

pump

(7)
pump

("e!Il-==-gency"ystem) s

An accumulator c .:

(1)

which,

when

the

L.E

hydraulic

is inoperative,

maintains the p:-essure in the "auxiliary" system . A hand pump (7) supplied from.an emergency reserve in the L.R. hydraulic reservoir (4) A2-position selector valve (6) which is closed under normal operating condi tions t:.> is:::lla the "emergency" te sys tem from the "auxiliary" sys "tem A pressure g'a'J.ge3) showing "auxiliary" ( system pressure. The hand pump per:nits gear extension (2-position of t:-.e "auxiliary" system selector valve closed) (2-posi tion selector

Emergency landing Re-pressurisation valve open).

(a)

Operation

!Vith L. E

h~Tdraa lie punp

r..L~ninz.

Pressurisation of the auxilia.-y system is maintained by the l.H. main system tb~o~gh non-re~~r.n valve (2). The non-recurn valve (5) isolates the sys"tems circuits in the direction "auxiliary "'Co emergency system". With

L.2 hvdraulic

pump

stopped.

Pressurisation is oaintained by the accumulator up to.60 bars (870 p.s.i.). The non-return valve (2) isolates the circ:.l.its ir: the direction "auxiliary to L.E :n.ainsystem". 2~~cv Tne amount larrdin~ ~ear of fluid extension in the emergency reserve capaci:y

contained

is sufficient fa=- extending the landir:g gear, using the hand pump. With the 2-position selector valve closed, the fluid dra~rn in by the b?-nd ?~P is delivered ~o the la~ding gear emergency selec"or

valve.

(b)

Controls

and

indicating (2-position gauge selector

The v~rious

controls

valve (6), t~~d

loc~"ted "to t~e

p~p

(7))
of the

ar:d instruments copilot I s seat.

(press~re

(3))

are

left

APPENDIX
330 Sm 02-38

D
Page 21

Eurocopter

Puma

DESCRIPTION

To m~iL

servo
11

units

$ ~
To AE c:.rcUJ. <-

... t
...

J'i---' ~--..., ..r-.,L...l ,...--..,I I

---

r ",

I r r----------- -- - - - - - :..1~,~ I -- - - -- - - - - 1
-------

_J'

~::- .J

11

,I "'--l'lr--, . Ll...-... I/':: \, -- .

.. J'1.. To u..'rldercarn.age CJ..rC'..ll

" .J t~~ - - - -- - _- - - - L --

.... .J

~ __ ); "'__ ...r'~ ... ,

- __

r.:~ 00
IHI

r r--:::f~""t:~"'-~ I I I serve I ~ I I ~
I C:~ I

-,.. ."'p .J r""

:.J I 11

L...._

~l

To 'tail ur-it

I
Supply to
wheel brakes selecto!" 4

E~~l~ I
~"V"~

- ...

I '--A..::J
11 11 11 11 11

".
!J

ADXILlA.'qY SYST.

ACCU

1,5 litres

Supply to
!"o'to!" ri:.ke b

(ope!l)

0.33 Imp. G~,l

se~ecto:r

Supply 'to
emsrgency extsnsio~ Lic selector

_____

Pressu!"e Press~e auxiliary

li."le,L.E main

system

=---==
I I I I / / / / I

line to emergency/ sys'tem

Hand

pu:np i."'.le

t
circu.its

1. "Auriliarj"" system accumu.la tor Non-retllrr. valve -. ;. Pressure gauge 4. L.E hydraulic reservoir 5. Non-re~ valve

7 Reservoir

6. 2-pesition re~~n

selec'tor valve

7. Band pump

IN:;;1 Self sealing '.mien ~ (~ound cor~ections)

IEPressure ~ Hon-return Restrictor relief valve valve

CJ

Emergency/auxiliary

hydrau.lic

system

APPENDIX
330Sm
02-38

D
Page 22

Eurocopter

Puma

DESCRIPTION

2) Rotor

brake

system

~ydraulic p~essure is supplied to the rotor brake fro~ t~e auxiliary system through a selector valve (3) mechanically controlled from the cockpit (overhead control lever (2. The rotor - Selector brake valve system comprises :

(3)

The line connecting the selector valve to the brake unit (9) - The re~-to-reservoir line cor~ecting the selector valve to general auxiliary return line.

"
c:

...

A pressure-switch (S) on the rotor brake supply line closes the electric circui t to the "ROT .BR" light on the faih.,re warning panel when supply line pressure reaches 2 bars (30 p.s.i). (a) Operation The selector respectively valve has three po~ts, A, U ~~d R, to which are ccr~ected

The pressure line The delive~J line - The return li.l1.e T:'1.e selector Overhead valve leve~ lever (4) can be set :or~ard: 'to positionor se'!:to position position ~:

(2) fully

lever

The rotor br~ke is released : pressure li~e A is isolated, de1i7ery line U is cor~ec'ted to return lL~e R. Zero pressure obtaL~s in :he delivery line. The "RCT.BR" light is out. Overhead lever fully aft: lever set to position pressure line R is isolated. to the light is on.

:
to pressure via the brake unit

The rotor brake is applied.: delivery line U. Return line

A is connected The controlled

(35

bars)

510
valve.

p.s.i.)

is applied

rotor

selector (b) Controls

The. "ROT.BR."

and

indicating

The overhead control lever (2) is connected to the selector l3ver thro~gh a Teleflex drive. This lever is located or. the R.E side of the overhead control fully panel in the cockpit.

- Control ou'!:. Control

lever

f~rward

r.:;to~ br~ke re leased..

'c~3.keapplied.

"?:C-!'.

3~" l:'g::-:
O~.

lever

:u11y

aI"t

rotor

"ROT.:::?."

li.g:::

APPENDIX
330 Sm 02-38

D
Page 23

Eurocopter

Puma

DESCRIPTION

Pressure from
<J

L.B main hydraulic syste~

I I
1 ,

I1

I' II

II
l'wmvlAL .-,----. \ ' .
1 I ( I I closed "i I I I I 'I t: ..... I L.......(. 'J[----I

11 11

1'\

I I I I rI~,

f~_-:" -i."'\'1 ~ . r--J\,. 't-r

I' 5 t,
,

,4 r~...,.. . ~.... ..L'

1'1

L...- ...l.:..

---~--

....

,_

__ .

,gr
- Auxiliary pressure line line

iiiiiiiiiiiiiiii Rotor brake pressure line

/ / / / / Return

4. Non-return valve 5. 2-position selector valve

6. Hand

pu:np

1. "Auxiliary" system accumulator 2. Rotor brake control lever 3. Rotor brake selector valve

7. L.B reservoir 8. Pressure switch

9.

(warning light) Ro tor brake

Rotor brake system

APPENDIX
330Sm
02-38 Page

D
24

Eurocopter

Puma

DESCRIPTION

3) tVheel brakes
It consists

system
system :

of ~NO independent

p~ excitation svstem which determines pressurisation of the ~rake units. (6) actuated by the Essentially, it comprises two braking transmitters control a braking selector pilo t' s pedals. These tra..!1smi tters hydraulically valve (8) which admits this pressure to the b:-ake <.:.nits (9)

u
o .:
c:

The actual braking system which, in normal with pressure from the L.R. main hydraulic

operation, system

is supplied

Braking system pressure is maintained by an accumulator (1). In the emergency condition, the circuit can be pressurised by means or the h~d pumP (4) after openL~g the 2-position selector ';alve (3) (ACO]

SZRVICING"

)Conen).
may be pressurised

Cn the ground, the brakL"1g circuit exterr.al hydraulic power unit.

by

means

of an.

(a) Operation
Braki~-5 car. be controlled From the pi:ot's pedals (6) which pernit

Simultaneous braking of both maL"1 w~eels (by depressing both pedals simultaneously) wheels (by depressing one Differential braking of the .~NO ~L~ pedal only or by differential action on the ~NO pedals). Braking pressure is dependent brake on how far the pedals are depressed. in the

From the parking cockpit Braking pressure

har.dle (7) or. t::e bott:;m console

is app:ied

to both

sets

of la~dir..ggear.

(b) Indicating
Braking located pressu~e is shown on the accumulator to t~e left of the copilot's seat. press~re

~,~ge

NOTE

If the aircraft is to remain a long time on a slope, place chocks under the wheels as a precaution against malfunction of a hydraulic system component.

APPENDIX
330 Srn 02-38

o
Pa.ge 25

Eurocopter

Puma

DESCRIPTION

PRESSURE FROM L.H

~ MA.IN HYDRAUUC

SYSTEM

~:

Selector 8 irom to C when R.H

11

pedal is actuated from B to D when

I r-t....L. j-~.,.I
I I NORMAL I;

-r""~.r~
,,-0

11

II

5
11

l.H

11

.
.c
=

pedal is not actuated.

(~:~ I (closed) I
11

~\", c-=>'-""

r~~"""'~

l.H PEDAL

R.H PEDAL
"V"

L.::~tJ:=:i J I I __

nr\J.::

~~---.--_
-(';~ J

'I4

11

L__

. .

l)
I
___ .....J

C~

''AUX.'' srst. pressure line Return line Actuating circuit

1. "AUXILlARY" accumulator 2. Pressure-relief valve 3. 2-position selectOr valve 4. Ha.ao pump 5. L.H hydraulic reservoir 6. BrakiIlg transmitters 7. Parking brake control 8. Braking selector valve 9. Brake unit

r"", "
".-

Braking c:ircuit

rTneel

brake circ~it

330Sm
02-38

APPENDIX

D
Page 26

Eurocopter

Puma

DESCRIPTION

5. PITOT

STATIC

SYSTEM

A. General The complete system comprises

u c
...
."

- Two total pressure circuits, with heads located at the f~o~t of the fuselage, which have electric anti-icing devices - Two static pressure circuits, with ports located at the reart near to the tail boom. The circuits
'=<3:~_be

ci:

bled

through

two ap~rtures

under the hull.

The static pressure line supplies the copilot's instruments and the auto-pilot barometric altimeter reference (accordir.gto version). According to version, the helicopter can be fitted with selector valves, in which case the cabin air pressure can be be used directly, should a failure occur in the static pressure lines.

Static ports Co-pilot

11 Pilot
(according to version) Selector valves-I

I I

~ltimeter Airspeed indicator Co-nilot's pit;t head

temergency . static pressure)

TIle light

warn;",g&Q-1
Flasher unit
IIZII

Ai;;;'ed indica"or
Dynamic
Static,pilot

head

switch

Static ,co-pilot - - - - Electrical cor..necticns

Block diagram of pitot-static syste~

APPENDIX
330Sm
02-38

o
Page 27

Eurocopter

Puma

DESCRIPTION

B. Pitot-static

instruments

Tne following are located or. t~e L~~rumer.t pa~el - 2 airspeed indicators - 2 altimeters - 2 r:te-of-climb indica~ors The pilot and co-pilot each have a set of instruments ~ich are independently supplied, so tr~t if o~e circ~it fails, the information is still available on the L~truments supplied from the other circ~it. According to version

Airspeed indicator

FE.t.:T

FEET (thousands)

Atmospheric pressure 930 to 1040 m.bars

(Ten-thousands )

FEET

(Hl.i.ndreds ) Altimeter

St::{ped area
visible ~p to 16000 Feet

A tmospheric pressure (905 to 1045 m.bars)

Pressure setting

knob

Vertical speed indicator

APPENDIX
330 Sm 02-38

D
Page 28

.eurocopter
APPENDIX

"LOCATOR"

SEARCHLIGHT

This

appendix. Manual

issued

to supplement amendment

the

information

given

in the Flight against

Manual.

may

be modified Flight

by specific

independent

of those

issued

the basic

02-38 Code Page 2 3

pages which This list is re-issued with constitute this document Page

LIST each

OF

EFFECTIVE

PAGES

amendment.

are listed

below.

CONTENTS 1 General 2 Description 3 Operation 4 Limi tat ions and performance 2 2 3 3

ISSUE AMENDMENT DATE CODE

: 1
: 02-38

APPENDIX
330Sm Page

LS
1

02-38

COMPLEMENTARY FLIGHT MANUAL

GENERAL which emits an intensely bright beam, can be used for The .searchlight (l), search. for guiding, or to assist a ground patrol. It is fed with d.c. power from bus bar PP6 and protected by a circuit breaker marked "PHARE LOCATOR" or "LOCATOR SEARCHLIGHT", situated on panel 3a. A green pilot light, on the instrument panel. shines when the searchlight is operative.

DESCRIPTION A Characteristics - Power supply - Power - Beam width 28V 450 W

40

The installation includes: a static inverter which allows a.c. power to be used for priming and d.c. for illumination a positioning motors power circuit switch) . (control relays and end-of-travel micro-

1 2 3

LOCATOR searchlight Connection strip Control handle

Figure 1 - Searchlight arrangement

APPENDIX 330Sm 02-38

LS

Page 2

COMPLEMENTARY

FLIGHT

MANUAL

control

handle

(3)

in

the

flight

compartment.

stowed

on the

clip

on

the

control

pedestral.

which

controls

lighting

and manoeuvring

searchlight.

It comprises : a push-button

for priming switch

and extinguishing

the

lamp.

a multi-position NOTE: P.T.T. switch

(2). in this installation.

(4) is not used

OPERATION

To operate Press after -

the searchlight (1) ; the light switch comes (2) on and reaches maximum pivots. brightness and directs

push-button 15 seconds.

Actuate the multi-position the beam as desired.

: the

reflector

To extinguish -

the

searchlight of the searchlight it is imperative to before pressing the

To avoid malfunctioning on subsequent operation positioning system by multi-position switch control. position the lamp with the beam vertically downwards push-button to extinguish the light.

NOTE:

To avoid premature deterioration fa the lamp. it is recommended: - after lighting: to wait 30 seconds before extinguishing. - After extinguishing: to wait from 15 seconds to one minute before lighting.

re-

14Nf

I ~1~
20A
1+28,!

~--

! I5T2l
_

CL

APPENDIX
330Sm

LS

Page 3

02-38

.eurocopter
APPENDIX

SCHERMUL Y FLARES

This

appendix, Manual

issued

to supplement amendment

the information independent

given

in the Flight against

Manual,

may

be modified Flight

by specific

of those

issued

the basic

Code Code 02-38 Page

LIST OF EFFECTIVE
with each amendment. are listed below.

PAGES

3 2

This

list

is re-issued document

e pages which

constitute

this Page

CONTENTS 1 General 2 Description 3 Operation 4 Operating instructions 5 Performance 2 2 3 3 3

ISSUE AMENDMENT DATE CODE

1
02-38

APPENDIX
330Sm 02-38

SLF
1

Page

COMPLEMENTARY

FLIGHT

MANUAL

SCHERMULY

LIGHTING

FLARES

GENERAL SCHERMULY missions flares are used for lighting search the ground for night reconnaissance

or to help nocturnal

ground

parties.

The insta 11 at ion inc 1 udes almost simultaneously by button.

a dua 1 fl a re tube enab 1 ing two fl a res to be dropped the pilot actuating a panel-mounted "Flares" push-

Figure

1 - Flares

installation

arrangement

DESCRIPTION The installation a dual flare comprise tube. holder and guide. the monitoring and auto-selection the master ("FLARES") components. "MARCHE" push-button power on the pedestral. carrying and a "FUSEES ECLAIRANTES" "FUSEES

an accessoiries

panel.

carrying

a control panel. situated "ARRET" CON - OFF) switch

protected by a disc. a circuit-breaker. on panel Ha. marked is fed from 28 volt d;c; bus bar PPl.

ECLAIRANTES"

Electrical

APPENDIX
330Sm

SLF
2

Page

02-38

COMPLEMENTARY

FLIGHT

MANUAL

OPERATION Set the master switch (1) to "M" (ON)

Drop -

the first

flare

Press the "FLARES" push-button (2) to ignite and release the first flare. Release the push-button: a relay resets the circuit ready for igniting the second flare.

Drop the second Press the

flare push button is again released to ignite the and release re-sets the to second original

"FLARES"

flare. When the configuration.

push-button

circuit

Figure 4 OPERATING To guard INSTRUCTIONS against burning flares the

2 - Control

panel

falling following

to

earth,

and

so

avoiding

the

risk

of

fire

in wooded

or dry areas.

procedure

is to be followed:

Drop the first flare from a height of about 500 m (1600 ft), Drop the second flare from a height of at least 250 m (800 ft).

PERFORMANCE

The schermuly aircraft.

flare

installation

does

not

affect

performance

of

the

basic

APPENDIX
330Sm 02-38

SLF
3

Page

.eurocopter
APPENDIX

WEIGHT

AND

BALANCE

PART

This

appendix. Manual

issued

to supplement amendment

the information independent

given

in the

Flight

Manual.

may

be modified Flight

by specific

of those

issued

against

the basic

ISSUE AMENDMENT DATE CODE

1
02-38

APPENDIX 330Sm

WBl

Page 1 02-38

eurocopter

Puma

WEIGHT AND BALANCE

LIST OF EFFECTIVE Code 02-38 15 02-3817 02-3814 02-3818 02-3813 02-3812 02-3820 02-3819 023811 02-3816 Page This list is re-issued with each amendment.

PAGES

ges which constitute this document are listed below. Page

CONTENTS 1 General 2 References 3 4 5 6 Weights Loading data C.G. determination Forms 3 3 5 6 11 17

APPENDIX 330Sm 02-38

WBl

Page 2

Eurocopter

Puma

WEIGHT AND BALANCE

.1..:-Q!:~_.

.::
.!O

u c

This documentcontains the information required to review a loadiI".gproposal or to computethe weight and balance of operational aircraft. To this effect, the documentstates - Weightand c.g. location limits. - Location of loads specific to each mission. The forms designed to follow the weight and balance variations of the empty aircraft are grouped at the end of this publication.

..,

~ ~

2 - REFERENCES

A..REFERENCEPLANE OF LONGITUDINAL DIMENSIONS (X)

This is an imaginary plane at right angles to the helicopter centre line, and located 4.7 metres (185 in.) ahead of the meancentre of gravity datum. The meancentre of gravity datum is markedby the 0 (zero) on a plate graduated in angular degrees and located on the cabin floor (rn side door)
REFERENCE PLAEE FUR LATERAL DIMENSIONS

(y)

This is the aircraft's

plane of symmetry positive dimensions to the right) (

HEIGHT REFERENCE PlANE (Z)

This is an imaginary plane located 3.228 metres (127 in.) above the cabin-floor
datum.

NOTE For passenger transport if all seats are not occupiedt passengers : must first occupy the front seats - especially if the aircraft is equipped with full external fuel tanks.

330 Sm
02-38

APPENDIX

WBl

Page 3

Eurocopter

Puma

WEIGHT AND BALANCE

0.1

x>

0
....

HEIGHT REFERENCE

s .~
~
C\/ C\/ r<'\ -

r4. 50m (177 in)

,
I
~

Zero Mark en level pIa t e

~

Cabin floor datum

FORWARDLIMIT

MEt.N C. G. 4.7Om (185

in)

REARwARD LIMIT

4.95m( 194. 7in)

o
V
>0

3.220

(126.77 in)
6.836
m

ULAF'1' J'Ao<mG

POINT

(269.13

in)

C.G. references

330 Sm 02-38

APPENDIX

WBl
Page 4

Eurocopter

Puma

WEIGHT AND BALANCE

3 - WEIGETS

A -

EMPTY WEIGHT

(EW)

This is the sum of the weights of the fixed assemblies and equipment - of the aL..-frame of the - of the including hydraulic
B EQUIPPED

engines equipment required for all missions. lubricants for the M.G.B. - I.G.B. - T.G.B. and engine fluids (28 litres - 24 kg) and non-consumable fuel.
EMPTY w"EIGHT (EEW)

This is the sum of : - Empty ;,reight

(EW)

- Equipment required according to missior...

c OPERATIONAL EMPTY WEIGHT (OEW)

This is a sum of : for a given mission - the creW.

- EEW
D ALl-UP WEIGHT (AU'l'l)

This is a sum of
T:b.e OEW

- The consumable fuel - The payload.

330 Srn

APPENDIX

WBl
Page 5

02-38

Eurocopter

Puma

WEIGHT AND BALANCE

4.

LOAD ING DATA

A - C~ew

120 208 221 220 200 180 100 200 lGE'!l 160 286 11260 280 !wlOMENT 80 210 260 110 21606 182 100 110 200 MOME1"T 60 r'IOI"ENT 17401 170 400 26624 480 220 120 WEIGHT 240 20472 237kg) 420 1:)5 85 25600 250 115 140 19448 234 190 273 460 40126 312 23536 24577 240 320 500 77 143 i!:)) MO:3NT 18520 13307 21506 380 440 90 95 23150 15433 16976 10236 14331 15354 130 kg) 150 300 75 70 12283 169 156 30866 29323 22530 360 38583 24693 16378 230 299 195 50 .:EIGHT 18125 130 65 26236 340 32409 37039 55 20063 WE 254,8 33953 27779 333,2 35496 301,8 470,4 274,4 372,4 358,8 431,2 392,0 450,8 215,6 294,0 235,2 196,0 313,6 411,6 (m. (It. (kg)

(lb) (lb.in) (lb.

\\1EIGRT

260

330 Srn 02-38

APPENDIX

WBl

Page 6

Eurocopter

Puma

WEIGHT AND BALANCE

B-~
\ 79 26324.9 304164.7 1142 450,3 261 1132 1219 249527.2 158161831.5 1306 285408.3 ~UAlt1:1'l'l1975,5 (lb. in.)- L.R. 323172.8 343526.0 55353135.9 1045 247357.3 395957 303,3 870 121105.2 632148393.5 237134732.0 474228331.8 175595.1 177860.5 339700.0 48 316266362.8 134028.9 1393 783 107513.0 1110,3 1395,3 1480 1570 12,2 51880224.7 8912094C8.6 ,1 171463.7 115194.4 190480.5 435 1327,2'10MENT 522 66675.9 2194,6 ~IEIGliT 355,5 609 671,3 118,5 2874,9 1709,7 152906.9 696 1544,2 2049.2 197,5 3950,8 457in. 174 2413,693834.1.,4 2849,9 1865,1 2630,7 6924,3 434,5 276,5 3504,4 1081,1 592,5 58265.5 m43.1 96368.4 3723,4 1238,7 712,5 671,5 39083.8 3069,1 1552,3 1761,7 2023,1 513,5 3288,3 768,2 (Ih) (lb. (kg) 52077Olb.m.

GROUP MOMENT R. (m.kg. ) load 6000co~ble or (m. kg.fuel(LH : a!'.d RH GROUPS)- lb H. GROUP ~ll ) of m.kg ~o:r.ent .;-eight 1230 kg or 2712

100
.. u c:
.;:
.. E

..

.:
..

It

RE ENGINE ~

248 litres
(196 kg) 432 lb 2 L 408 litres ... . (322 kg)

(322 kg)

1408 2 Ib FWD 710litres T

total guaran~eed consumable capacity 1558 litres

2712 Ib

710 Ib
1 T

1 L

LH ENGTIiE

330 Srn 02-38

APPENDIX

WBl
Page

Eurocopter c - Passeruzers

Puma

WEIGHT AND BALANCE

z ,---. (m) 200

~

I 17Momentsare I.calculated of seats, given inkgthe list - seat Arm : -"v. *180Weight --- on a basis -.-.- P-" arrangemer.:t1 of .. 8
4 1 6244.0 282.6 4995.2 14 14555,10 5619.6 38471 22406 38471 159.4 158 548042 2 33728 96,65 101184 257.95372879,30120 131.8 237,90 442.75115413 160 226.3 475,80 11.85 5 1873.2 388.088471 MOMSIIT 1 2(m.kg) "-, 7,18 27098 3746.4100 PER inl} 2 1489,95 552.86)96084 20 624.4 11,85 129489 5,0498.4 2497.615 11,850m.kg) 5,7543163 3122.0 60 4,05 27038 317 ,2040 935,55 566,083728 Noment 1328,25 :588,08t::::::::1 * Weight9 ~,75-173,85 257,95{}b.ir.),60 80 FASSSNGER713,70 634,40 257,952406 Moment~lb. '* 552,8681294 I OCCUPIED 55 6,45 53.9i!:jRO:',' 17 is 2(lb) included in this 3 0 3,35 27093 369,50140(m.kg) .Axttc= : 312.?3 in. 77 'table. not (in. 267218 153 111248.8 12lb. 43163 611 ( 4370.8 91164,24 31105,72
'"' !-iOMSNT PER E-< II! .. '--. 16 7.930 0::: 5 -

.0.7~

- 8~1 8 r:-gl

AID: 13

G61

(or

170

lb) 6

:per :person.

12 10 PASSENGERS b of equipment" 4 96,65

IDGGAGE

330 Srn 02-38

APPENDIX

WBl

Page 8

Eurocopter

Puma

WEIGHT AND BALANCE

D - Car~o hold loads ?ETRIC UNITS

.::
.S:

.. u c: .. ..

..

Q:

U'\
0"1

C\I

o o rq-

o o \0

U'\ o U'\
0"1

...

Lt'\

U'\

\0

co

r-

--3202 1281 1120 2167 1420 4700 1622 4230 1680 640 681 162 2800 4724 4089 7225 2044 4770 1771 177 771 1181 3550 264 3245 5600 324 722 560 l445 1298 1130 3290 2840 5124 1542 2726 2890 2240 44.80 1947 1588 4335 147 1059 290 361 3612 5040 2271 1880 1921 4483 4133 3920 5057 3855 5905 355 3177 385 590 1363 6405 6815 30843760 5452 2362 5780 2130 4765 1770 3843 2313 1 340 1475 3706 5764 5314 2952 6502 . 2950 470 2065 2119 2485 985 710 5295 649 529 590 2596 2820 2562 3360 106592 235 2655 2647 2920 940 3195 26'38 11561410 3469 13272350 3407 6133 320 295 2360 4236 3543 1775 373 2.95 400 900 500 50 IEIGH'I ++ 1000 + 900 200 100 300 700 500

t - , tt
tt

,
NOTE:

--------------.'V'.-------------~!OMEI;T (m. kg)

Max. load on cabin floor:

800 d~~.m2

330 Sm 02-38

APPENDIX

WBl Page 9

Eurocopter Car~o hold loads

Puma

WEIGHT AND BALANCE

""'\

""

. 0

2611. 30

\C ~ If"\ n in. 0 If"\ '" It' ~ It' It' IDin \0 N \0 >=l. r-Zi.753 en It' I'1:0.... ~ cr- If"\c!!l N in. \0 It' N Cl)0'in. {)4 C"252.16 139.76 Cl) I.f'\ in. C: It' IllS. 232.48 220.4i 0in~ 151.77 ~ 20S.4; I I o toc;l E S 12114.4 C;::::::I C'il .E
1", P"'\ P"'\

::-

--

~ ;n.
..lI::

s::

0 L
I
~ ...

'-- I1)

. .....J c;:

L--

in .

P"'\

300.40

- r--......

10C 200 ~oo GOO BOO

11615 23230 46460 69690

1Z175

13976 27952 55904 83856

15187 30354 60708

1S50~ 5700e 74016

20845 41690 83380

2204, 44094 88189

23248 46496

25216 50432

26e30

2S4~)
;o?'QO

2555C 51100 76650

"53660

92~92 100864 107320 1137~~

91062 111024 i25070 132283 139488 151296 160980 170670

g2920 102200 111808 121416 148032 166760 176378 185984 201728 214640 2~7560

1000 '161501i27750 139760 151770 185040 208450 220472 232480 252160 26~300 2~44~O 1200 139380 153300 167712 182114 222048 250140 264566 278976 302592 321960 3415~O 1400 162610 178850 1~664 212478 25~56 291830 308661 325472 353024 375620 3:?~~230

i600 i~5B40 204400 223616242832 1000 ~~70

296064 333520 352755 371968 403456 429280 455120

229950 251568 273186 333072 375210 39685C 425464 4538g.~ 482940 512010 303540 370080 416900 4~09~4 464960 504320 536600 5('~9UO
MJMENT

~l()()O i::!}2300 255500 2795~

(lb': in )

330 Srn 02-38

APPENDIX

WBl Page 10

Eurocopter

Puma

WEIGHT AND BALANCE

5. C G.
A - Defini tiens - Lend tudi.TlB.l .G. C

DETER.~TA'!'ION

The lcngitudinal C.G. locaticn is defined by the distance from the cm tre of gravity to the zero datum.
REAR'VIARD

FORtiARD limit: 4.50 metres (177 in) limit:4.95 metres(194.7 in)

l!Q!! : Do not overlOOkthe effect of fuel consumption on the

e.g. location.

In general. consumption of fuel tends to movethe centre

of gravity :'orwards. 2 - Lateral C.G. The lateral C.G. locatial is defined by the distance from the cm tre of gravi ty to the aircraft plane of symmetry.
IlH limit LHlimit

:0.090 ~etre(3.55 in) :0.080 metre(3.15 in)

NOTE

Silleethe lateral C.G. limits are never attained in normal use, ClIllythe lCllgitudinal C.G. limits are takE!1.into condideration.

B -

Calculation ~roced~re Form B specifies the weight and C.G location of the aircraft.

Form A gives i~dications conce~ing the wei~~~ and =o~ent of the va~ous equip~ent items installed. Tables given this appendix loads for each Itission
s..'J.ow

the location

and !:lomentof. specific

Using these d~ta, ~~e location of the C.G. - fro~ the reference pla~e - of the considered wei~~t can be determined by the following :or=ula : Su~ of eloments
Sum of \-reights
In practice, the C.G.table below, ~nll be used to dete~n location remaL~s within the permissible li~~ts. if =

C.G. location the C.G.

330 Srn 02-38

APPENDIX

WBl
Page 11

Eurocopter

Puma

WEIGHT AND BALANCE

c - Centre of ~avitv table

I-1ETRIC UNI TS

I
4.:'0 t F.EJ..RWAR!) t lici i!::i
IT.

24970 ~205 2~35 24440 24240 22080 2160(', 21612 21120 20010 24840 22800 21620 21622 28262 22080 18600 21160 i8200 20700 18000 16240 20240 20020 20662 20210 103i70 22770 22050 1771C 1~2;225 ,.17 26040 22087 220E!7 21:50 24180 24412 24700 22725 2'620 18400 26100 21600 21840 20470 20700 20702 20250 20475 18860 18450 28080 20227 20880 20460 19800 20640 20612 24480 22750 22500 24750 24010 22785 222;5 17550 25110 24610 26160 24115 25947 24525 23850 18500 19035 19257 23230 18427 19000 18225 18480 22320 1i4S0 18620 17670 26220 21385 24675 25480 20247 20025 24250 24975 20127 15882 18675 20680 20445 19nO 18900 20187 27667 20400 19575 19350 24735 23205 22950 26400 24745 25380 25145 25412 25887 25070 25650 24075 24300 24502 23265 23017 24255 2.2522 22295 18720 18762 18367 18525 18135 :7775 22325 23512 22090 26272 4,85 22325 22562 21375 25200 24150 24977 23400 23625 23040 23175 23482 19642 19.440 18832 18630 22770 22310 i7860 22552 17902 22067 17325 25200 28420 26680 21385 22027 21150 20692 20925 21137 21157 20930 21375 25807 26880 26600 28025 26550 19090 21560 19712 19475 21340 27787 19740 21315 19320 26775 21070 19995 20425 ~0580 19125 23460 25850 25575 26125 25300 25025 19552 18565 18330 19355 18915 17940 19110 24645 25615 25342 24877 26460 25705 25175 24380 24797 26190 24570 24342 25875 23280 18095 resYb 22795 18672 18430 18050 25760 4,80 21855 23275 23030 22560 22320 21850 21402 25990 25707 23037 no.;r; 25650 20925 24720 24937 25462 23660 20047 FOf:V;;...>G 19200 22540 21390 28175 19600 19400 27887 27600 22977 23432 27440 27160 4,oC 25530 ~,55 "22275 21360 21805 22050 27260 27840 21582 28130 22522 20475 245"60 19920 19080 19505 27730 20542 19297 19885 27140 i8655 27202 27495 19530 20900 19950 28372 26325 21225 27370 27072 19550 19792 19337 24990 17972 19305 177~5 24910 26705 25970 25440 25680 25920 23760 23520 27312 23690 19845 29155 17?9C 27625 24007 19057 23522 27120 4,90 4,95 25235 24960 23920 25725 25220 26970 27550 22067 21825 26085 25252 4,65 26362 27435 28320 28615 26845 20090 19270 20335 20295 19065 28665 26617 21532 21097 25425 19762 19975 19780 20790 20855 19565 23715 26432 26152 18960 26555 23887 26737 26505 23947 27025 27075 27360 26450 28560 19800 28857 17100 23765 18865 22295 20915 27195 26320 21780 26910 21037 20625 26675 19157 26215 26837 24462 26790 26950 27645 26390 28910 19370 27930 25935 24000 2524: 18287 27472 26917 29205 27720 , 20160 24492 25492 25740 2599E: 28215 28710 24225 24997 26482 26235 27225 23987 231,0 235nO 264,7S 64C 26977 2475C' 26730 28357 27967 2~62 29452 :{~4';~~ L:90C. 232~:rO

i~ooo

Centre MOy.;E:~T

0: gravity (!::. kr)

(1:))

4.95m

50

330 Sm 02-38

APPENDIX

WBl

Page 12

Eurocopter Centre of l2."I'avi table t., (continued)

Puma

WEIGHT AND BALANCE

t METRIC UNITS
34650
- .

28060 28200 28210 28800 30797 28800 33810 33412 34155 30825 30500 3"3500 318;0 30712 29440 32200 34055 31040 32317 34402 31500 4.50 32300 33360 31050 27830 28892 28750 28905 27755 29520 28290 29827 27600 28500 29100 i:!970C 28665 29210 28520 29527 30312 31115 30555 29295 32640 29347 34300 33660 32880 32400 33120 31490 31725 29120 31622 31167 31050 33075 32550 32775 31825 33250 33012 32537 31387 31620 31275 30720 30400 29760 33165 30375 31395 31740 28435 29342' 29040 28732 28132 30785 31587 30030 314.:;.0 31255 32252 31155 30922 30457 32917 28670 29212 28597 27300 27000 30080 32655 32830 32085 ICentre of gran ty ARD limit 27527 29645 29947 27225 28437 29845 :;0240 32160 30162 31970 29760 29450 33320 29687 33565 30870 33222 28830 30380 32420 :;0442 31432 30690 31185 28575 28125 32890 30315 32185 31510 29670 31605 31852 31927 30940 4,80 '31767 4,60 30550 30485 30257 29802 29575 30360 30130 30820 30590 29900 31920 31200 31525 30875 3t35IJ 31112 30225 32340 32585 31850 3217; 32422 35520 36135 33712 27982 28975 :;0195 27450 27675 33480 32532 29400 32305 33370 34080 32660 32430 33725 31950 30960 31282 30637 29992 29025 31280 33465 32062 32737 4,95 32495 31360 30135 29610 29140 2898C 29925 29062 30625 30937 31020 32010 32095 29475 30150 29925 33670 33442 35887 33075 32890 34320 35392 32175 29290 33487 27900 29375 30000 30070 27900 31950 33950 33707 3~680 4,85 4,90 31680 30690 29250 29700 35890 33580 32850 34075 32625 29585 28365 29890 32400 28350 32980 33907 31725 3h410 34800 34437 33840 34897. 30480 33810 34310 33215 34040 35280 35040 36260 35150 36630 36382 33300 35162 33350 34200 34435 33135 35145 35647 34545 34780 33945 34177 36015 35770 3467; 35525 34920 33840 33120 35640 33605 33247 34790 34545 33902 --32670 35405 34.912 32987 34560 32760 35280 35035 34192 32782 33015 ~ m34677FORWARD limi m ?..EARW(m.Kz) 4.95 32077 (m) Lt,55 MOMENT
..

4,65 4,75

~{!~

4,50

.:
.!: S

u c

..

It

EXa!!ltlle 1 :

For a 'freight of t.050 Kg and a momen of 27920 !n. kg t C.G. location is between 4.60 and 4.65 ~. For a weight of 5900 kg and a moment of 29300 m.kg C.G. location is not .tithin the pe~issible (beyond the aft limit)
330 Srn 02-38

Example 2:

limits

APPENDIX

WBl
Page 13

Eurocopter
Cent~e of gravity table (continued)

Puma

WEIGHT AND BALANCE

I ENGLISH

~- I
c .=, I

UNITS I 20072 19293 19682 21241 19R77 16564 19488 22113 23728, 23247 20462 21924 23342 23058 23625 18425 16954 17734 19098 21799 21357 21992 2218S 21735 22378 22763 22302 22680 22869 23535 23970 23921 24114 15236 20354 16122 14881 18914 19332 19984 20852 19153 19199 215~ 22570 22956 22491 231:f9 23580 22692 17185 15590 15701 15413 19842 17344 20048 183 19869 20539 16299 170CJ1 18070 18903 15059 16830 194.88 20169 19511 18602 16653 21047 19614 20679 20910 17716 20862 21228 21411 21650 22509 22444 21413 21220 18247 19488 20496 16104 20091 19690 19910 15!H3 16836 16653 17381 16289 16839 17362 18666 18483 21606 21168 18134 19484 16476 15944 16369 19729 15543 15728 19448 19764 20034 19429 18956 20437 19581 20641 19367 20227 20453 17539179 .I-.; limi 19100 18300 18909 17900 19098 19291 22021 17893 20406 20634 21045 20164 21465 20996 20943 21177 21SM 21358 21301 22mO 21960 21480 22143 21659 22390 21901 22326 21838 22082 22011 22263 22760 22196 23436 22875 24360 20790 209'19 20130 19665 18849 16808 16617 15738 20313 16999 189 191 181 15566 15752 16821 16109 15931 20272 16098 16284 16469 19269 11568 18336 17199 16471 16652 16468 17024 17017 IMB2 18718 19291 18527 21392 19278 2094-4 19089 18333 18258 17542 18281 !7949 18689 18874 18139 19032 20819 19310 19864 19947 15555 11385 15372 16044 18513 15385 18824 18616 19244 16654 20601 17202 18779 19215 20628 20246 17954 20657 20448 18795 19005 19548 16826 19822 19186 20256 113M 20412 20009 20223 18117 18900 17919 18319 18504 21095 20585 21282 20815 21122 22800 21835 21717 22995 21539 21720 22814 22575 23001 23684 22945 22375 23130 22625 21201 21010 21631 17363 185.04187 .: 19673 16287 16426 15921 16759 15573 18437 15394 16254 15928 16632 16443 17169 18643 16783 19870 19052 16082 16456 Ui259 16643 17572 17388 18144 17184 18019 17555 17748 17376 17764 17204 17914 20063 20267 19656 18462 18712 19677 17738 18905 18887 19074 18326 16470 17019 17190 17763 18145 16110 15204 15036 20383 16633 15816 16647 16065 18326 17195 16290 16204 15215 17941 17362 11209 15895 16830 15708 20055 19398 20196 19845 17766 17014 19635 11578 18111 17721 18100 18700 21692 21879 22066 22440 22205 22627 2)493 20570 19467 15747 16976 18708 18519 17952 17751 11577 21027 11955 18522 17005 17SS1 11519 11391 17765 16235 17010 16397 21583 21131 18513 21774 21318 21505 22411 22347 22538 23111 23302 23775 23188 23875 20757 192.91 16590 18123 22156 22729 22253 22920 23375 171~9 2012L. 18318 20019 20551 21965 20128 22606 21436 21614 21790 21968 24165 1~133 20196 20373 20905 21082 21259 2~190 23385 22145 21826 21436 22216 17928 FORWARD 17539

Centre -MOMENTS inin Ib-in/1 00 of gravity ~

REARWARD t l~i

330 Sm 02-38

APPENDIX

WBl Page 14

Eurocopter

Puma

WE IGHT AND BALANCE

Centre

of gravity

table

(continued)

ENGLISH UNITS 24749 25529 25139 27478 2455427672 29816 26938 29426 26535 29232 27636 27991 30011 27814 28345 28522 28699 28647 25919 29037 28842 29621 28496 27016 30672 28168 30865 31251 30240 30429 31444 28877 24271 22499 24381 22676 24944 26308 26649 24980 27105 27972 28161 28917 28424 27867 27027 26134 27756 28257 27282 30093 28452 30286 30618 31058 30807 25536 24448 24310 18327874 24123 23628 23091 179181 24639 24240 24759 23814 22854 24192 23208 24948 23031 22322 24094 23385 189 22806 23349 23986 24165 24980 24610 25137 23739 25326 23917 24625 23562 24435 24254 24802 25158 25803 26091 28611 27676 26492 26671 28311 27570 27386 26395 26741 SA. 25597 28126 26928 28728 28798 27302 27450 25955 26850 29414 28062 25865 3047.9 29546 27633 2:7924 25776 29236 30791 30401 29862 28461 29421 28681 30051 29673 29295 27489 26313 26042 27783 29920 29646 29606 30560 30942 28960 30481 29463 30162 31133 30751 31765 31375 25254 24523 24978 26429 26622 23973 24684 25464 2449'7 25071 24156 24885 23607 23936 23424 24888 24307 24092 23210 22912 24344 23449 19129503 24066 24448 26167 25212 24830 25976 26358 24425 24055 23870 23685 23315 187 24003 25704 25893 26082 24616 247'R 23711 22985 23892 23168 26043 24871 24339 25245 24705 24522 25785 25403 25515 24013 26814 24881 26549 26271 25159 26554 26180 25620 25986 25418 25060 27122 26460 25340 27863 26367 25239 27267 27387 26931 25521 27084 26220 26169 27208 26461 25334 28lJ5O 27566 27695 26574 25688 27216 28350 28237 28282 28548 28914 263SZ 28866 29796 30178 25511 29484 28539 28236 28985 29359 29733 29901 28103 28365 28731 27745 29097 29051 29987 30369 30985 30596 28779 28417 b0294 28640 26901 29280 29976 27201 31180 30107 28819 29177 29829 29791 29141 24702 25432 25619 23562 26236 25078 23241 25271 23790 23058 24500 24257 25021 25165 23500 25350 24570 26698 25124 23530 25806 28lJ77 25058 25850 25657 23807 25594 24795 25993 25437 25721 27088 27001 26740 25906 26276 27283 26838 27200 27999 28268 27586 27512 27972 27779 28182 26718 27029 26831 27405 27594 26245 29172 27941 28598 2.9605 30206 28998 31570 29322 23749 22733 225S4 192.9i 28358 27393 29515 29322 28551 28743 28459 26788 26969 27313 27115 28936 28650 27504 27886 26751 27150 26426 26607 185,04 29223 27693 27816 25883 29106 26064 29129 28841 27459 194.25102 26113 29032 28165 27331 26646 26503 _29708 26893 28055

MOMENTS in Ib-in/100 - ... Centre of gravity ill RE.ARW_~:w limi t

330 Sm
02-38

APPENDIX

WBl Page 15

Eurocopter
D -

Puma
eX2.In"Ples

WEIGHT AND BALANCE

~rens'Oort of tlersorme! -

0:' wei.e:ht breakdolm

: The figures in the table below are given for reference only.

;':o:::e::t

I I 1381c 84 2

;i
,

i::: 1 90 311;:::"':'
.. --,

1::.::.:::.
::'
. j

14.,834

i ,

r :)0..=": ! I
-

20'

c:

i
.:lQC --

-80-'

,
!

-'-1

I
!

.,.;:
,

~::I I

::;::;pty

weight equippe~

~I

3980 I

o:"'~

0"7C1~

I " '.) L- -. I ' .~- Ct>:I I ;:;- .. ;::; I _I=~ i O

: I 26214 !

I ,

I 301 .SO I
ow
Operational weight

'~

~}~ 1,66<9,09117050451

13 passe~-ers seated at locatior~ 1 to 13

fuel weight

1001

I 2210

.-"-'0 ' -, ""t:',,/t;tC~!

..,.vr;;

'''051. I II

i
I i

m! ,230

Zero

;144 111340 I / 124355.71 , "" i jl.r;.t:r:

/1

52cmC 30--i 2113556 i 71 126- '--' I

6374 .. Cor.s-.mable fuel (tea.?~ f"~l~)

: In this weight breakdow., the following values have been ubitrarily chosen : - weight of persoImel (13 x 77 kg) (or 13 x 170 lb) - Weight of crew (2 x 77 kg) or(2 x 170 lb)
- Specific gravity of fuel 1001 kg or 2210

lb

154 kg or 0.79

340 lb

b this

case, referring

to the centre of gravity table below 30355.71 m.kg 4.75 m. or 187 in.
4.76 m.

- with a T.O.W. of kg or 14052 It 6374

- and a corresponding moment of or 2634326 lb.in the C.G. location is with.i..Ilthe permissible
approx.

limits

i.e . :

! weights

14052 or

= = 30355.71 2634326 Sumof moments = 6374

187.4

in.

330 Sm
02-38

APPENDIX

WOl
Page 16

Eurocopter

Puma

WEIGHT AND BALANCE

6-~

~
... c:
.5:

The forms contain aircraft emp~Jw-eight and balance data and provide the means for following the development of the fisu-~s obtained on successive weighings' or embodimentof modifications. There are tr:ee kinds of forms : - A Form A This form is the list of the main removable equipment i tel!1Swhich are !lot necessary for certain missions and have a co!'.siderable effect on weight and c.g location. Somesmall components maybe grouped. on a same li..."le.The easily removable equipment items are identified separately. This list may be altered on the customer's initiative and is given in Appendix ltlB2. A :i!'orm comprising B, - A weighing sheet which gives the gross weight - A weight analysis sheet which indicates the net weight and c.g location values found. on weighing.

...
.5

- A Form C This form consti~tes a record of cha-~s in weight and balance - deter:nined at each weighing - calculated, between weighings, from equipme!lt list a.ata.

Only longi tudir..al momentsare considered.

330 Srn 02-38

APPENDIX

WBl Page 17

Eurocopter

Puma

WEIGHT AND BALANCE

FORM

WEIGHING
Aircraft Type:

SHEET

Page

Serial number:

Scoles (type manufacturer): WEIGHING POINTS

I
.
.

WEIQ1T INDICATED

NE'1'T WEIGH'!'

ARM

AorB

L.R. aft point

"R.B..

art point.

Total of aft points .... Forward point.

:'1'arAL ......... Z

z' =

DATOH PLANE

4. 70Om(!85in)

1 jacking poin t 1
A

jadttng

points

j
A.
1= Canpleted by :
Date :

1
Z

330 Srn 02-38

APPENDIX

WB1
Page 18

Eurocopter

Puma

WEIGHT AND BALANCE

Page

HT

................................................................to cl weighed in Fonn B ~uiJD.mt innotudeddate the ...................................................... _ c.:arry over locatim C I:__the Ie.te Aircra1"t empty weif;d:1t included.A14\i omrT Equ:ipnmt not wei8hed, in ~

ed

ARM

C.G. WEIGHT WEIGHT

TorAL MOMENTthe date ........... of 2weighing. iIlvmtory +)(ADD at

AR1~ kOMmT

IC.G LOCATION:

>< >< >< ><

FORM
2/2

.:
c:

"

Completed by :

...

~
E

330 Sm 02-38

APPENDIX

WBl Page 19

_ -..

--'

HAIIGE

-----

'-'

--.--------.-----.---_. .~-.--.---.----- --------- ---' ----------------.-----_-- I'----.~-----' ------- ---.--. ---- - ------- --- - ---~ ----- ----. --- .- ---- !----/ ._- ---- ---- -.- ---_.
_. . .-. - .. . . f--_.... - . .. OF.SCIHPTION ... O~' ARTICLE '--- ~IEIGH'J' fORM QU'I'ARH ~1EIGlrr mr'Errr D rttJl'ItlItIG TOTAL AIUI :'IEI r40"U~"r AlHCRAF"r OR GJrr REr40V BASIC D1DEX m~lEt1l' ADDED

~ --t--~-_. BASIC WEIGHT AND --- BALANCE f- _._f-l-) (t) EMPTY WEIGHT SERIAl. fIG EQUIPPED) Page NU

RECORD

f-.

m
..

c
'""l

o n
(I)
'""l

"C

-a
c::

:I I
1:0 0 --. > 0 tu c == 'rd -0 ,.." Cl) -a Cl I\) 0 :z:
jIJ CXl Co.)
Co.)

I\) 'tJ

-
3
m
:E Ci

J:

-i

2
CD

2 o m
S;

ERR Si vous trouvez des erreurs, utilisez cette feuille pour nous le faire savoir. If errors are found in this manual, please use this form to report them to us. LANGUE: LANGUAGE: VERSION: VERSION:

MANUEL: MANUAL: APPAREIL: AIRCRAFT:

REFERENCE: Chap/Sect/Subj - Date - Page

DESCRIPTION: SUGGESTION:

(jj= Pliez, Postez, Voir au Verso

(jj= To fold and mail the form see overleaf

99.99
Page 1

(jj= Cacheter avec un ruban adhesif

r::ir

Seal here with adhesive tape

Pour: ------------------------------------------Nom Compagnie -

From: ---------------------------------------------Name Compagny -

Adresse

Adress

.........................................

.-

. . .

Timbre Stamp

EUROCOPTER Direction Technique Support Documentation technique Aeroport International Marseille-Provence 13725 MARIGNANE Cedex - France

99.99
Page 2

MANUEUMANUAL

APPAREIUAIRCRAFT:

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VERSION/VERSION:

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