THM oy Guroconter =" 1 scorn AS 350 B3 AS350 B3_. ae =e SUMMARY 4 -FIRST CONTACT WITH THE HELICOPTER ‘11 -HYDRAULIC POWER AND SERVO 2 «SYSTEM OPERATION INDICATION ACTUATORS TWIN GENERATIONS 3 «STRUCTURE 42 -ROTOR CONTROLS 4 -LANDING GEAR 13 -FUEL SYSTEM 5 -MAIN ROTOR DRIVE SYSTEM 14 -ENGINE INSTALLATION 6 -MAIN ROTOR 415 -FIRE PROTECTION 7 -TAIL ROTOR DRIVE SYSTEM 16 -HEATING - VENTILATION 8 -TAIL ROTOR 47 -INTERIOR AND EXTERIOR LIGHTING 9 -ELECTRICAL POWER SYSTEM 18 -ICE AND RAIN PROTECTION 410 -HYDRAULIC POWER AND SERVO 19 -PITOT STATIC SYSTEM AND INSTRUMENTS ACTUATORS SINGLE GENERATION 20 -AUTOPILOT(N.A) 21 RADIO COMMUNICATION AND NAVIGATION SYSTEM THIS MANUAL IS INTENTED FOR INSTRUCTION PURPOSE ONLY AND WILL NOT BE KEPT UP-TO-DATE TT CANNOT REPLACE MANFACTURER’S DOCUMENTS Rov. x docmort ot prep ETS: te pul te commu er a rea san Fasabn pba te ETS ‘Soncrana ns pou tre Ss Te dame she pepe ef TS no pao shal be rps erste nad 04 23-2009, ‘ines mo ara oS atacand Orta Saves 802 eurocopter Training Services aa orcad as a [eas a | a | ee aigr ace op a ae reese oh too [re aes car [eras es [4 a9 rere | oo | eceeere | as [woe fs 2 ee [| ven arrucnn PeasEaeeaaad 1 3 4 7 11 13 14 16 7 33 UPDATED wwe wy 47-2008 FOR INSTRUCTION ONLY edo ala pei: ra cana conte eoureortsaanef aetna ETS ‘iszncamrponare aga Tecmo se pepe ETS pat stargate ek ‘inser rion ETS att ees tbs res Sanz atySrns 8208 THM 1 Rev. 23-2009THM oes 1 er tory WHAT TO EXPECT FROM THIS INSTRUCTION MANUAL, This helicopter instruction Manual discusses all of the aircraft systems from a functional standpoint with a pedagogical approach. This is the purpose of the Instruction Manual Purely technological aspects, self-evident descriptions and secondary features are not discussed here, nor are maintenance or servicing considerations, for which the readers referred to the Maintenance Manual FOR INSTRUCTION ONLY Iss. (x docaraoe we i orgrth # ES: Ane pat tr communi & des Sars aio reprechl sans Taorsaton préalable bar # ETS. 41-2006 ‘len coma o pou te Sd. Th socames he prepay af TS no pa oft ab pnasnd orate wos {To sm pr min sorte 1S ad Sanat nab chad © ecg rary Sowers 0004 S eurocopter Training Servi THM 0THM 112 eurocopter —— Training Services FIRST CONTACT OF THE HELICOPTER 1.1 MAIN CHARACTERISTICS OF THE HELICOPTER 1.2 HELICOPTER OPERATING PUBLICATIONS 1.2.1 HELICOPTER PUBLICATIONS 1.2.2 ELECTRONICAL DOCUMENTATION 1.2.3 POWER PLAN DOCUMENTS 1.2.4 SPECIFIC EQUIPMENT DOCUMENTS 1.3 MAINTENANCE OPERATIONS AND LIMITATION 1.3.1 GENERAL 41.3.2 AIRWOTHINESS LIMITATION 1.3.3 TIME LIMITS 1.3.4 PERIODIC INTERVALS 1.4 DESCRIPTION OF THE HELICOPTER 41.5 MAIN DIMENSIONS 4.6 AIRFRAME REFERENCE POINTS 1.6.1 HELICOPTER DATUM REFERENCES 1.6.2 JACKING AND LEVELING 1.6.3 WEIGHING AND C.@ LOCATION 1.6.4 ZONING 1.7 SPECIAL HELICOPTER CONFIGURATIONS. 4.8 COCKPIT LAYOUT 1.8.1 INSTRUMENT PANEL. 1.8.2 CONSOLE 1.8.3 GRIP CONTROLS ON CYCLIC PITCH STICK AND COLLECTIVE PITCH LEVER 1.9 SERVICING 1.9.1 CLEANING 1.10 STANDARD PRACTICES 1.10.1 USE OF MTC 1.10.2 IDENTIFICATION FORINSTRUCTIONONLY ‘Cesecuma etapa petrecirst sta ere a aon ae ber ETS 4 cane rt oon Ts aca hd kare Pay Sonor 08 007 :eurocopter Training Services THM witty Tere List of effective pages Page 01 Rev. 42.2007 Page 11 (ss, 41-2006 Page 02 .- Rev. 11-2009 Pago 12 Row, 22-2008 Page 03 Rev. 44-2008 Page 19 Rev, 42-2007 Page 04 on Rev. 42-2008 Page 14 Rev. 42-2007 Page 05 Rev. 42-2008 Page 15 Rov. 42-2007 Page 06 Rev, 44-2006 Page 16 Rev. 03-2008 Page 07 Rev. 91-2007 Page 17 Rev. 11-2009 Page 08 Rev. 45-2007 Page 16... Rev. 42.2007 Page 09 .. Rev. 44-2008 Page 19 Rev. 42-2007 Page 10 tss, 41-2006 Page 20 Rev, 42-2007 FORINSTRUCTIONONLY 7 Canam oh oy 191m ptr cari onan te abide TS fn ‘tsoncrarapedee snip haere stmpepa ETS rpatel sae meena traded ‘hewn nate ES an come be aed Lucey Many Sos 208 11-2009jeurocopter THM eee oie — Tee occa 1.1 MAIN CHARACTERISTICS OF THE HELICOPTER THE SINGLE ENGINE ECUREUIL IS A MULTIPURPOSE LIGHT HELICOPTER ‘The following versions are marketed and described in this manual Max. Max. Max. Main Version Engine Rotor takeoff takeoff continuous rotor weight power power speed AS35083 ARRIEL2B —AS355 22509 ESZKW) ASK 390m *S +15 AS350B3+ ARRIEL2B1 AS 355 2250k9 — GBZKW = SHOW = 390trImn * 18 The maximum permitted takeoff and lan be less than - but must never exc tng weights (which vary with altitude and temperature) may ‘the nominal value given in the Flight Manual. MGB cowlings Air inlet to engine (on LH & RH sides) and MGB oil coolers Engine Z cowling Tail boom Tail rotor drive shaft firings \ \ Canopy Vertical tins| n qoe es a — 99890 compartment doors Cockpit doors Hovizontal Body structure (on LH & RH sides) stabilizer | Tail quard (with fuel tank) | ‘Skid landing gearmounted on Subsdoors or slicing ant-resonance dampors doors (on LH & RH sides) With appropriate systems or equipment, this helicopter can fulfil the following missions: ~ Personnel transport (5 passengers), ~ High density transport (6 or 7 passengers), - VIP transport (4 passengers), - Internal load transport, ~ External slung load transport (up to 1.47), - Search and rescue with hoist installation - Casualty evacuation (2 stretcher cases), = Observation, flight training, tourism, ete. FORINSTRUCTIONONLY Rew. “feonaruntapaton Gniga Tciamets hopepayteTatmepatateaieepomicioeraeen 13 44-2006, ‘Sexes emen toto ETS aes cars a tb anova © spr Ma Sens 708eurocopter ao ee THM occas 12 1.2 HELICOPTER OPERATING PUBLICATIONS ‘As pilots and technicians, you will have to service, fly or maintain a new helicopter. To allow you to perform your tasks as safely and as efficiently as possible, you will be given a set of manuals that methodically set down the rules and instructions for maintenance, and the imitations and the procedures specified by the manufacturer - none of which can be ignored without risk. ALWAYS KEEP IN MIND THAT: - a limitation cannot be unaccountably exceeded, - the service life limit of a partis not just a theoretical consideration, - a maintenance instruction often has more effect than meets the eye, ~ and last of all, never forget that .. IMPROVISATION OF ANY KIND IS BANNED. ‘The helicopter technical publications include: 4.24 HELICOPTER PUBLICATIONS {a TPesoFpocUMENTS (1) Use Documents (Code letter P) + FLIGHT MANUAL (PMV). This is the pilot's reference: document which gives limitations, normal and emergency procedures and performance data. This manualis approved by the Airworthiness Authorities. + WEIGHTAND BALANCE RECORD (PMC). This manual contains the information required to calculate the weight and Center of Gravity position for each aircraft configuration. + MAINTENANCE PROGRAM (PRE). This manual is intended for the technicians responsible for maintenance. It specifies the inspection intervals and schedules, oil change and control intervals, and operating time limits. irorihe pot Foc uve rman nance manager (2) Maintenance Documents (Code letter M) ‘These manuals are for the maintenance technicians. They contain all the information required to maintain the aircraft in flying condition. MDF; DESCRIPTIONAND OPERATION MANUAL, +MET ; MAINTENANCE MANUAL, MCS: WIRING DIAGRAMS MANUAL ‘MFI: FAULTISOLATION MANUAL, +MRR: REPAIR MANUAL (MRM and MRS) Bee © °MRV : OVERHAUL MANUAL FOR THE AIRFRAME ‘AND DYNAMIC COMPONENTS SABRE EeS *MST : STORAGE MANUAL For the maintenance technicians FORINSTRUGTIONONLY 14 femorteunapantin despise earache epaty ETS ropetasttte pose oacabod Rov. ‘Setesransan naneeusalc Sander atretbe don © vor an Se SME gooneeUrOCO} THM a — hs nasty 1.2.1 HELICOPTER PUBLICATIONS (Cont'd) (3) Identification Documents (Code letter !) ‘These manuals provide the specialists with the reference number for: * an aircraft part : IPC ILLUSTRATED PARTS CATALOG. + a special tool : ICO ILLUSTRATED TOOLS CATALOG (4) Special data (Code letter S) 4.1 SLM: APPLICABLE MODIFICATIONS LIST + LN: INFORMATION NOTICE (Gyr S-B:SERVICE BULLETIN — Wiosjlg oe > for general information or advice for specific servicing information Replace L.S (service letter) and S.I (service in- ) + A.S.B : Alert Services-Bulletins formation) (2) E.AS.B: Emergency Alert Services-Bulletins dfused + S.LN: SAFETY INFORMATION NOTICE inemergency (witha red hatched at the mail Replace T. (telex information) et A.S.1 (alert reception) service information) + Li: Lettre Information 1.2.2. ELECTRONICAL DOCUMENTATION (1) Technical publications Notification T.LPLL (Technical Information Publication Internet) is a ‘new service providing real time issue of technical publications, as Service Bulletins, Service Letters, Information Letters ... Each new document edition will be notified and provided by email in realtime to subsrciber. FORINSTRUCTIONONLY Cedar oan E15: spurts pean stn ae ret EE ae Rev. ‘tenement a, Renee TS atate rants nt .! aeaoan "ers rt moran of Son ctr sat atest 8 at May Sos O30oe Sco ne 7. ci 1.2.2 ELECTRONICAL DOCUMENTATION (Cond't) (2) publication of maintenance documentation. OPEN (Optimized Publications by Electronic Navigation) is an electronic publication of maintenance documenta- tion 1.2.3. POWER PLANT DOCUMENTS (M.E.M) which include ~ MAINTENANCE MANUAL -ILLUSTRATED PARTS AND TOOLS CATALOG ~ SERVICE BULLETINS 1.2.4 SPECIFIC EQUIPMENT DOCUMENTS: + MCM —: COMPONENT MAINTENANCE MANUAL, + EMCM — : COMPONENT MAINTENANCE MANUAL, (CD version) NOTE: The helicopter technical publications comply with the general requirements of the ATA specification No. 100. The aircraft maintenance and identification manuals are therefore laid out according to the CHAPTER - SECTION - SUBJECT breakdown outlined in the ATA specification No. 100. FORINSTRUCTIONONLY 10 ‘Onda nta oi¢£19 tm coi de is oa tft ea ate gE ae ‘dancrarurevenare niga, Me dcwntste pepe oS nop fant temas roars net tin wna p ets achicha deans owner han Sees 2088 44-2006copter THM ae oes es Te cca 1.3 MAINTENANCE OPERATIONS and LIMITATIONS 4.3.1 GENERAL ‘The operating time limits, intervals and schedules inspections are listed in the Maintenance Program (PRE). Itis broken down in differents chapters. (1) Airworthiness limitation (chapter 05-99) List the inspection intervals (CHK) and the service life limits (SLL) certfie by the Civilian Aviation Authorities, (2) Intervals and Operating time limits (chapter 05-10) Describe the limits of utlisation of the spare parts, structure, equipments or assemblies according to 3 criterions: ‘a OTL (Operating Time Limit) limits define by the manufacturer for one item. 'b- TBO (Time Between Overhaul) limits define by the manufacturer for an assembly between overhaul ‘© OC (On Condition) on condition fimits inspection according to specific eriterions. (3) Maintenace Operations (chapter 05-20) Describe the inspections intervals on differents elements during the life of the helicopter or its components, According to the type of helicopter utilisation, these intervals could be in flight hour, cycles or calendar time. ‘There are diferent tipe of inspection ‘* Routine check ‘ Periodic inspections ‘* Unscheduled inspections 1.3.2. AIRWORTHINESS LIMITATION Description, documentation Part number 1 Limit 62-30 MAIN ROTOR MAST MRH ATTACHMENT BOLTS ere AL) a> ‘63-10 ENGINE TO M.G.B. COUPLING HYDRAULIC PUMP ON MGB (ABEX TYPE AP6VSC46) “rome a @ Service Life Limit (SLL): -the component (350A37-1242-22) must be removed from service when it reaches the limit indicated (2200H), Check (CHK): the component or components in this case (HYDRAULIC PUMP ON MGB) must be checked at regular intervals (500h) and are subjet maintenance (work card 63-29-10-401). ‘NOTE These chart are given as an example and can not be substitude to the official documentation FORINSTRUCTIONONLY adm ei <1: tram nmin oe eps ae re tte fenerurareparangeipe Rogsmnnene peyote mpetgaasirsenestoremra at ar (Sapcipe casemate eae senesced chops eae saa beeeneurocopter a Training Services THM orca m2 1.3.3 TIME LIMITS |Description, documentation Part Number TL Limites | cL BEVEL REDUCTION GEAR 350A32-0310-00 Teo | 2400H | @ 350032-0310-01 U24Y Description, documentation Part Number TL Limites | cL OIL FILTER - FILTER ELEMENT cHaB108 on | soon | @ FADI315A may Description, documentation Part Number Th Limites | ot MAIN ROTOR SHAFT 350A37-0004-02 oc © Type of limitations: TBO: Time Between Overhauls H: Hour OC: On condition D: Day OTL: Operating Time Limit (M: Month Y: Year U: Unit © Classification: "** *: The information (intervals andlor operating mode) are to be considered as MANDATORY. Changes to these intervals andlor releted operating procedures can be negociaded only with the EASA (Europeans Civil Aviation Authority) and EUROCOPTER. The corresponding intervals are given in Section 05.99.00 "Airworthiness Limitations" of this PRE, ‘The information ( maximum intervals and/or operating procedures) can be modified once the change has been approved by the manufacturer (EUROCOPTER),and the local authorities, ‘The information with no distinctive sign (no star) can be modified once the change has been approved by the ‘manufacturer (EUROCOPTER), provided the applicable regulations of the local authorities are complied with, rormsTRUcTONONLY 1s emer eee re ow Scope ssente et eam ea scot}eurocopter THM oles ae — itl ee 1.3.4 MAINTENACE OPERATIONS This section is made up of three subsections that present all he maintenance operations: ~ 0520 01: the scheduled maitenance operations are indicated per aircraft sub-system, in increasing order according tothe ATA 100 numbering, = 05 20 02: periodic maintenance operations are classified by limits in the following order: in fight hours, calendar time and operating cycles. 05 20 03: the unscheduled maintenance operations (e.g. after component replacements) are indicated per aircraft ‘sub-system, in increasing order according of the ATA 100 numbering, = 05 21: Daily checks. [Code Description Documentation Limit a © Daily check 05 21 CHECK BEFORE THE FIRST FLIGHT OF THE DAY ‘MET 05.21.00.601 BFF . ea © 25 Hours interval chapiter 05 20 02 MAIN ROTOR BLADE ‘Tropical and damp atmosphere. ‘MET 62.10.00.302 25H Cleaning the blades. a fae ee @ Unschedule Maintenance Operation 05 20 03 MAIN ROTOR BLADE N ‘MET 62.10.20.601 E200H Check Margin: 10 hours FORINSTRUCTIONONLY fae Casecuectst pith ES se peu aera sw A a asin ele ETS te ‘sonra et ae nara popat TS np tt eat opener ate td 44-2006 ‘Papen primer umaresonte San ess sate det ep MaySes 7008Pn Sucorter THM bore 12 1.4 DESCRIPTION OF THE HELICOPTER MAIN ROTOR HUB (MRH) Starflex semi-rigid, bearingless hub (laminated glass- resin star) without a drag damper. No grease nipples. Modular, fail-safe design. MAIN ROTOR BLADES: Spar made of fiberglass roving, glass fabric skin and foam core. Fail- safe design. MAIN ROTOR MAST Removable subassemblies. Mast casing attached by 4 suspension bars which “support” the helicop- ter. Itincludes the servo actuators, MAIN GEARBOX (MGB) Modular design. Attached by flexible bidirectional suspension. Two reduction gear stages (1 bevel gear drive, 1 epicylic gear train). Pressure lubri- cation with oil cooling system. Includes rotor brake and hydraulic pump drive FORINSTRUCTIONONLY eden ppt ETS top communes terse el asa eg ite E19 ls iu Se rere ce ener 1.2006euros ypter THM cee eion — Tet osc 1.4 DESCRIPTION OF HELICOPTER (Cont'd) Retreating blade TAIL ROTOR Two-blade, hingeless, greaseless seesaw rotor with glass roving spar. Pitch change by spar twisting. Fail- safe design. Advancing blade Flapping TAIL ROTOR GEARBOX (TGB) Angle reduction gear with splash lubrication, ARRIEL 28 OR 281 ENGINE Free-turbine engine (clutchless drive) with integral freewheel. Modular design. Cooling system and externally fitted oil tank. NOTE: The ARRIEL family of engines is designated by a letter denoting their applicability to a given version of the helicopter. FORINSTRUCTIONONLY iss, eerste arp nein niece S ain 41-2006, ‘ete partomer utarcso feo cokns ct tt Sas Yay Sard 00a ae = THM octares mera 1.5 MAIN DIMENSIONS 2186 m j (6.10 ftdia.) 3.33m (10.93 ft) high LG _10.93 m (35.80 ft) ssas A Hee Overall length = 12.94 m (42.45 ft) MAXIMUM PERMISSIBLE WEIGHT Refer to the Flight Manual for the applicable version. EMPTY WEIGHT OF STANDARD HELICOPTER Refer to the Weight Sheet for the applicable helicopter. | Note:The values which vary according to weight Le 27m, | ‘are given at the maximum weight. (7.151) WITH MAIN ROTOR BLADES FOLDED 10.98 m (35.800) | FORINSTRUCTIONONLY 142 cmt 1 pti meta det eet in ie TS aa 7 setopeat reteset sos att dictand © uczpr Try Somes SS! 22-2008eul ter Tum leurocopte es T11 sty 1.6 AIRFRAME REFERENCE POINTS 1.6.1 HELICOPTER DATUM REFERENCES The helicopter datums are specified in the 3 planes X, Y andz. +xisth for the longitudinal dimensions. Its ‘origin is 3.40 m forward of the main rotor center. perpen- dicular to the helicopter centerline + Is the datum forthe lateral dimensions. ts origins in the helicopter's plane of symmetry. isa horizontal plane located 2.60 mi above the cabin + Zis the reference for the: sepeaainonsions Its origin floor datum. 1.6.2 JACKING AND LEVELING Ss ‘The helicopter is raised on jacks placed at the 3 jacking) Points integral withthe structure, The level is checked using a clinometer resting on a straightedge supported by 2 Vee blocks and aligned lon- gitudinally and laterally on the transmission deck, The Z datum plane is horizontal when the clinometer reads as follows: 0° laterally and -2° longitudinally Vee blocks " FORINSTRUCTIONONLY nina pei 7S: topcoat dnt ee den ES Ren son anor pe da Ths daca ta propery IETS ropa fsa sae rae wit 1.13 42-2007 Seomecs eto aaeaaneE Son roa bade aeons Seeman Tone seree vea 1.6.3 WEIGHING AND C.G. LOCATION Although the helicopter is weighed when it leaves the fac- tory, the user may wish to check the weight after major modifications. When the helicopter is leveled, the 3 jacks are placed on weighing cells. The helicopter weight is recorded in the Weight Logbook as the sum of the weights measured at each jacking point. ‘The center of gravity (c.g.) position of the empty helicop- teris determined by calculating the moments (Le. weight multiplied by the jacking point distance from the X, ¥ datums). The c.g. position must be such that it will be within the c.g. limits specified for takeoff and landing in the Flight Manual forthe helicopter type 1.6.4 ZONING 1 = Cockpit, canopy 2 Airintake, cowlings Tail boom | 4 Vertical fin eurocopter Terre esrtoes THM m172 RH lateral 9. limit LH lateral e.g. limit x 7 Aft c.g, limit Forward. limit 5 Horizontal stabilizer 6- Aft fuselage cone | 7 Body structure 8 Cabin foor FORINSTRUCTIONONLY 1.14 ““Gtonarama tpl tng seapeecsamacifepepeyt erst potettonaboaponecatarenesemed ie Somme moto GETS carr alt oo © oven rary Sens 05000207 42-2007Iroc Tam ecrocopter — aa estore 1.7 SPECIAL HELICOPTER CONFIGURATIONS TOWING - GROUND HANDLING Two types of twin-wheel systems can be Used depending on the type of ground (see Maintenance Manual), as well as a tow- ing fixture. PICKETING ~ Normal tiedown on LH and RH sides OPEN-AIR PARKING Exhaust blank ‘Additional ‘Blade sock (3) Tail rotor lock system ‘The helicopter can be hoisted (see work card) {rom a ring at the center of the main rotor hub, In this case reduce the weight ~ by defueling the helicopter, ~ by removing the main rotor blades. FORINSTRUCTIONONLY aa xtc prop ET np oe conn aks es ena seasons an mS ‘ssn reed tre niga Meer of ETS pat ttle ecard met 4145 42-2007 \Seersmop an enna EPS ane cl ab aa © Eocear Tag Sen 000507a eurocopter THM T172 4.8 COCKPIT LAYOUT Ventilation and lighting Instrument panel Console \ Contre! quadrant Heating’ demisting % controls 1.8.1 INSTRUMENT PANEL 1-Boacon switch/= Lt 2 " 2°Encoang NR 3 Chock 4 -VEMD (Vehicule and Engine Multifunction Display) 8 -Arepeed hdleator -Aenvond blot The EMD isan instrument that cisplays he engine a and wohile parameter. lreplaces he conventional 7 Can wari 7 -couicrigeonro sae! incators and prevents the formation of he ongine 8-9 Hon Convol, heel contol the losnc gonoraton 10 Varomaor Vereen deat) also inctudes some futher unctons engine heath control, cycle recording. 12 Garmin GNS 420 (VgE/AM-VORILOG " FORINSTRUCTIONONLY 116 Cameras. rym tee een nmi eg 2 Rev, is decd © Een Pong Soor 001708 03-2008,TH eurocopter m2 oeccanty 1.8 COCKPIT LAYOUT (Cont'd) 1.8.2 CONSOLE SYSTEMS CONTROL CONSOLE This control panel is shown with the maximum number of systems, Radionavigation systems contro! units Breakers pane! Sta-92a on Collective pitch lever locking strip FORINSTRUCTIONONLY Rov. “Aeon desgs Rachaetetatepepey cle nth aattungcar erent ae 447 11-2009 ‘Sooxpnca tne nbataomnte Sd cat oat onoand Stuy WaanySawcen0 700a eurocopter THM 112 1.8.3. GRIP CONTROLS ON CYCLIC STICK AND COLLECTIVE PITCH LEVER Present Version 10 ‘Swiveling Sfight coma ON/OFF switch stowage stud 9 8 1 6 Hydraulic SinOHT Seah ‘Swiveling Sight 4-direction control 5 1 -*Open sling hook" pushbutton (option) 2-Autopot (AP) aengeyemers (ton) rant Versi 4 -Radio/ICS push-to-talk switch | PILOT'S COLLECTIVE LEVER (TWIST GRIP) 5-Notused 6 -Not used 7 -AP trim load release (option) 8 -AP 4-way switch (option) 9 -AP coupler disengagement (option) 10 -Hoist UP/DOWN contro! (option) 11 -Flare release or weapon firing (option) Collective lever Collective lover “OworFawien — Sowage Sad SCROLL‘ swith: Hydraulic stowage stud ie Swiveling SAight VEM.D. display cutoff switch ; i 4-direction control ‘swapping 4 Swiveling Sight f ONOFF \ switch Hydraulic cutoff switch Pushbutton "SCROLL" switch ‘Automatic governor VEMD. display locking swapping ‘Swiveling SMlght 4edirection Friction contro Fretion FORINSTRUGTIONONLY Ce eocuert lapel ETS: ne peru ss Sas wea RUE Rew, 1.18 ‘isonet nips Masamune pacer anand uae 42.2007 ‘eee pr toon Po and eos tbe aces @ tanga Tan Senos OS S020}eurocopter THM Training Sorvicos — TT core 1.9 SERVICING 1.9.1 CLEANING THE AIRCRAFT Refer to MTC W.C 20.04.01.102 for use of the different producis listed in this work card CAUTION: PART OF THE AIRFRAME IS MADE FROM MATERIALS WHICH MAY BE DAMAGED BY CERTAIN MAINTENANCE OR CLEANING PRODUCTS. FOLLOW THE INSTRUCTIONS GIVEN BELOW FOR, CLEANING THE AIRCRAFT AND MAINTENANCE OF THE WINDSHIELD WINDOWS. © Cleaning - Use a mixture of Synclair Ac (no other product) and water ( 20 grammes (044 Ib) of Synclair AC product to 10, litres (2.642 US gal) of water) © Rinsing - Rinse with water. FORINSTRUCTIONONLY Rev. Cedex ete pp FET soap commigb snes a msertin t te ETO 440 42-2007 “desnconenrepeera sigs, Mecocomut be pepe ETS nope ranne ePaunte maat i ‘semper nares oan oma as ded © os Tarn Saer o 000207a 1.10 STANDARD PRACTICES The Standard Practices Manual defines procedures appli- cable to several types of helicopters to avoid repeating the same information in each specific Maintenance or 1.10.1 USE OF MTC - The procedures specified i this Manual are only appl- cable when explicily reference tissue of maintenance documents (t pair Manual, etc) 1.10.2 IDENTIFICATION eurocopter Training Services THM m2 Repair Manual, but is not intended to replace the procedures described in those manuals. ‘THE GENERAL INFORMATION CONTAINED IN THIS MANUAL | SHALL IN NO CASE TAKE PRECEDENCE OVER >ROCEDURES SPECIFIED IN OTHER MANUALS, STANOARO PRACTICES This manual comprises a single chapter identified by the number 20. ‘The sections are identified by a 2-cigit number from 01 to 09 plus a section 60 which covers main rotor blade standard, repair procedures: 01 MISCELLANEOUS PRODUCTS USED ON HELICOPTERS (02 GENERAL STANDARD PROCEDURES FOR MAINTENANCE & REPAIR 03 STANDARD REPAIRS (04 CLEANING - PROTECTIVE TREATMENT - PAINTING 05 SEALING 06 BONDING (07 HANDLING- SAFETY & TECHNICAL INSTRUCTIONS - GROUND RUN & CHECKS LOADING - TESTS (08 PERIODICAL AND OPTIONAL MONITORING. ROUTINE INSPECTIONS 09 STORAGE & PRESERVATION 60 MAIN ROTOR BLADES FORINSTRUCTIONONLY 1.20 crparratarat resent soppy eat nemaraanan Sea maar ar 42-2007THM eurocopter nw Tenina Sentone 2 SYSTEM OPERATION INDICATION 2.4 INDICATING SYSTEM PRINCIPLES 2.1.1 COLOR OF THE INDICATOR LIGHTS 2.1.2 INDICATOR LIGHT LOGATION - INDICATING SYSTEM LOGIC 2.2 GENERAL FUNCTIONAL ORGANIZATION OF INDICATING SYSTEM 2.3 FUNCTIONAL PRINCIPLES OF THE INDICATING SYSTEM 2.4 INDICATING SYSTEM SUPPLY 2.5 FUNCTIONS “TEST” AND "DIM" OF INDICATOR LIGHTS, 2.1 CAMP TEST OF WARNING PANEL 2.5.2 CONTROL "DIM" OF THE INDICATOR LIGHTS OF WARNING PANEL 2.6 V.E.M.D. (VEHICULE AND ENGINE MULTIFUNCTION DISPLAY) 2.6.1 DESCRIPTION OF V.E.M. 2.6.2 V.EM.D. IN OPERATIONAL MODE 2.6.3 V.EM.D. IN "CONFIG" MODE 2.6.4 V.EM.D. IN "MAINT* MODE 2.6.5 DATAFLOW DIAGRAM 2.6.6 COMPONENT LOCATION 2.7 HOURMETER 2.7.1 COMPONENT LOCATION 27.2 DESCRIPTION 2.7.3 OPERATION FORINSTRUCTIONONLY Iss. egearmetetimia EIS rp ncaa etapa nnn ate 41-2006 “Sebimesnem'anenavtewonrere soeentos sa ht dal Sage Wank Senseo 8 3a eurocopter ae Training Services _— 12 List of effective pages ' acess = J Pag0 04 ons sess 8, 44-2006 PAGE Hosni ROY 08-2008 Pago 02 sn ROX 14-2008 PAGE 12s onnnnnsensnnnsinnnnns RK 032008 | Page 09 css, 44-2008 | Page 19 Row. 342007 | Page 04 sen ROM, 27-2008 PAGE 14 or soso ROW. 48-2007 | Page 05 Rev. 42-2007 PAG 15 varnonnnannrnnsnnnnins ROM, 09-2008 | P00 06 snare - Rew. 27-2008 Age 16 ooo conn ROM, 08-2008 | P28 OF ons Rev. 45:2007 Page 17. senens ROW 42-2007 | Page 08...... Rev. 34-2007 Page 18 ~ Rev. 34-2007 Page 09. 11-2009 PAYED sonssnennnnnnnnsnnnnnn ROM 34-2007 Page 10 sonia Fev. 45-2007 P89 20 ocvssnsnnnnnnnnn ROV 25°2007 FORINSTRUCTIONONLY co doamet nape ES 4 pul i cme area ten fan elie i ETS 22 ‘tsoncruiapestonosnag hs earmatsopsys,rpat! tsa be evecare ae! ‘onsyrmmen ator ETS cerned Eu May SoMs 200THM m7 eurocopter Train — 2.1 INDICATING SYSTEM PRINCIPLES Based on the theory that when everything is operating correctly there is no need to bother the pilot, the indicat- ing system generally indicates an ABNORMAL OPERAT- ING SITUATION + The visual indicators are electrically operated indicator lights. Failure detection 04-4 24.4 COLOR OF THE INDICATOR LIGHTS + The “green” and "blue" lights indicate correct operation (e.g. conclusive system test, confirmation of a normal operating conditions), Blue light "FUEL PUMP" comes on to indicate that the fuel pump is coupled. + The ‘amber’ lights indicate a REDUCTION IN THE POSSIBILITIES OF AN ESSENTIAL SYSTEM or an abnormal operating configuration. (e.g. fuel low level). This is not serious in that there are left 60 ln the tank. However, there are correct operation indicators which are mainly used for testing some systems, Two types of indicators are used, visual indicators and aural indicators, + The aural indicators are signals, of a given frequency, heard in the ICS i ‘The aural indicators always reinforce a visual indicator and are used for VERY SERIOUS functional cases only. +The “ed” lights indicate A SERIOUS OPERATING DAN. GER, the pilot must react immediately (e.g. ol pressure drop on one engine) Oil pressure of the engine is too low it is likely to fa NOTE THAT VERY SERIOUS DANGERS are indicated both by the illumination of a red warning light and an aural alarm. This is the case for indicating a fire. The aircraft is in danger and the pilot must react immediately. Indication of FIRE in uel level < 48kg ou 601 the engine compartment NOTE THEN ~ The RED lights are WARNING lights (serious operation danger) ~The AMBER lights are caution lights (reduction in the possibilies ofa system or abnormal operating configura tion) FORINSTRUCTIONONLY * ‘“amconmurapaden swans Meosaswvate peony aeTs mpataritaliegeaee/eeownaed aia 23 41-2006 ‘owns onan narennnt Tan teen ahotb duo SE enpanRary Scan OO B08eurocopter a od eee THM m2 2.4.2 INDICATOR LIGHT LOCATION - INDICATING SYSTEM LOGIC ‘The indicator circuits of the helicopter and the visual The red waming lights which monitor the essential warning lights are designed to inform the pilot on the functions and the amber caution lights which monitor ‘operation and the faults of the Helicopter. the systems are grouped on a central warning panel in front of pilot The failure warning panel generates a “gong” modulation as soon as a red warning alarm comes on FORINSTRUCTIONONLY pth 1S rapt te corn de ree sre fannie enee a 27-2008THM THz eurocopter Training Services a 2.2 GENERAL FUNCTIONAL ORGANIZATION OF THE INDICATING SYSTEM The indicating system, between the detectors and the indicator lights pass via indicating printed circuit boards (Clectronic circuit assemblies) which process the detector Monitored function Detectors: > ‘The ancillary system unit (ASU) ensures the helicopter electrical ancillary functions. It processes all the aural warnings, some visual wamings and some specific electrical signals. The ASU (1) incorporates two basic electronic Printed Cir- cuit Boards that ensure the following functions: PCB No. 1 (2): processing of the engine fire “ENG FIRE" visual warning, ~ generation of the min. NR and max. NR aural waming, - generation of the First Limitation Indicator (FL!) aural warning, ~ the aural warnings to the (Sends) (a) Location PCB's control the illumination of the indicator lights ilumination requirements are met, Indicator lights PCB No. 2(3): = processing of the engine chip detection “ENG CHIP" visual warning, = acquisition and processing of the NR signal for the VEMD, = detection of battery 1 and battery 2 overheating (optional, =fitering and matching of the VEMD power supply vol- tage and current, = acquisition and matching of the sling load signal (optional) for the VEMD. A third PCB: “EBCAU” (4) (Engine Back-up Control ‘Ancillary Unit) is installed in a location reserved for optional PGBs in the ASU and ensures the following functions: engine back-up control (Back Up mode), - back-to-neutral function of the fuel back-up valve. NOTE : The ASU/s supplied with 28 V de power from a dual power supply. It is protected by fuses located on fuse panels. eo Z FORINSTRUCTIONONLY Rev, egomarc 1, ream den tt ein ni in 3 25 eae ‘srncomnreveu tv tiga. haem opty ETS nates be eteeurocopter anyones THM ‘nse ners T-t2 2.3 FUNCTIONAL PRINCIPLES OF THE INDICATING SYSTEM NR Sensor ‘Alarm Winding Warnings Alarms Engine chip lio |! Teo chip bhltl}- (ee, i Sotzor seas Wind SLING Load Indicator (OPTIONAL): She per VOLINGE GENERATOR FORINSTRUCTIONONLY: nabamerts peg ES: pe came cee eos aon rn fr ES 26 ‘toons rajasteen age scomarets he pepaty es rpart tual mre tnd aM Rev. secaremprataensartre at Sandee sha tb dara © Ewan nny Sens 00708 27-2008THM eurocopter 2.3 FUNCTIONAL PRINCIPLES OF THE INDICATING SYSTEM (Cont'd) ire detectors (2-2. test | NR Sensor j ey | ‘Alarm Winding F, Audible. oe flies ()) —1 | Engine chip 4 ll mt Hh ao ea SLING Load tndicaior’ (OPTIONAL) FADEC —lotal, Tailure Back-up Metering Vaive FORINSTRUCTION ONLY Ra Cerentino burp sae fedoisoon lle ere FETE tsoncnar nt tt sna he cunts epopaty ETS mpl sabre bande at 21 45-2007 ‘ecipons prose San eee tb dite ae Taney Soresa eurocopter Frring Sorveos THM Tite 2.4 INDICATING SYSTEM SUPPLY 20¥: 9 20¥e pronnen : _@OTY te ipa dpe Aman alae geet r Conitol system Each *key-pad” has six LED which areilluminatedwhen When a defect is produced on an important circuit (for the item concerned is activated, ‘example: too low oil pressure) the warning light Each LED in the key-pad of indicating systemis powered _of"espondingisiluminatee. slarting oma separate positive power supply in order to preserve the indicating system if the feed system or a lamp is defective. FORINSTRUCTIONONLY Coane et png E15: patvecentin esa ete santa et ETS 28 ticoncnrarat Ov sr. heecurrts pep aE. halter brant ten! Rov. ‘repr one caso seb eg utp Taney Seo 020 34.2007THM eurocopter m2 ‘sining Services es 2.5 FUNCTIONS "TEST" AND "DIM" OF INDICATOR LIGHTS, 2.5.1 LAMP TEST OF WARNING PANEL, ‘The push-button of test give ad Gobeil! a direct ground to all lamps . of warning pane! (4a). Allthe warnings ambers and reds. must be displayed, The indicators lamps of wamning panel have three possiblities of supply: - When selector switch "DAY/NIGHT 4/NIGHT 2"is on "DAY", the indicator lamps are powered in 28V. - When selector switch "DAY/NIGHT 1/NIGHT 2"is on "NIGHT 1", the brightness of the indicator lamps decreases. - When selector switch "DAYINIGHT 1/NIGHT 2" is on *NIGHT 2" (option), the brightness of the indicator lamps decreases further. 2.6 V.E.M.D. (VEHICULE AND ENGINE MULTIFUNCTION DISPLAY) ‘The VEMD is located on the instrument panel and is used It also integrates additional functions such as the First todisplay the engine and vehicle parameters. Itreplaces Limitation Indicator (FLI), cycle counting, engine power ‘number of conventional indicators such as the T4.5 and check, performance computation. 'N1 indicators, torquemeter, fuel contents gauge, engine oil pressure and temperature, voltmeter and ammeter, and outside air temperature. FORINSTRUCTIONONLY Coda eta pret ETS tape te cnn Rev. “daoanoniepostre pa Tesora opp tT roparutal eed pean te 11-2009 ‘tans ren sun ETS at costal eo deta ue Ra Sones 9.5008 29ao eurocopter THM Training Services m2 2.6.1 DESCRIPTION OF THE V.E.M.D. Processor module 2 (1) Composition Two active matrix LCDs The VEMD has three modules: 2 processor modules and a Liquid Crystal Display (LCD) module, o Both the processors receive and process the same data a and compare their respective results. Any discrepancy o causes an error message to be displayed. If one of the 3 ‘modules fails, the functions are still available on the other e module a a a Processor i module 1 (2) Controles Ten push-buttons are vertically layed on the right side of the VE.M front pane! They are gathered in 3 functional assemblies ; ‘OFF1" and "OFF" push-buttons. 4 Pressing "OFF 1" (1) or“OFF2" (2) push-buttons switches ‘on orf the processor module and the associated soreen (upper screen for the lane 1 and lower screen for the lane 6 2 : 7 -"SCROLL’, "RESET", "SELECT", "ENTER", "and °"—* push-buttons fe These push-buttons allow controling the V.E.M.O. "SCROLL" (3) to select the desired page *RESET” (4) to return to the nominal page 9 (5)to selecta field * (6, 7)to modify @ value 10 ENTER’ (8) to validate a field After ASB N° 01.00.57 NOTE : "SCROLL" control also is available on the collective sticks. Pressing these push-buttons makes the brightness of the screens to be progressively and simultaneously modified, "BRT —" (9) to decrease the brightness “BRT +* (10) to increase the brightness. FORINSTRUCTIONONLY 2.10 ‘caoncertomi ne pode adgut. Ts dcumont the property ef ETS. mrt st eps rrr ot Rov. es a sean ETS oe triton and Fafa Sonn nO “asseeeyTHM eurocopter as T12 ns 2.6.1 DESCRIPTION DU V.E.M.D. (SUITE) (3) The test pattern The test pattem is used to verify the screens. Itis activated by pressing the "WILT" push-button of the control console at the same time of the warning panel lights test The identical page is displayed on the both screens and Includes areas with different colors -a"software reference” message area 2.6.2 V.E.M.D. IN OPERATIONAL MODE. Depending on the parameters N1 and NR, the VEMD three parameters: T4.5, N1 and the torque on the upper detects three operating modes: shutdown, starting orfight. LCD (starting modo). On power-up and after its soltest, the VEMD displays §— gp og 00-5). . BENERIVEL f WN 14.5, N1 and torque: dal valve Blood valve flag ; ‘and analog scale Fuel quantity: digital vatue and ‘analog scale Outside air tomperature (oan Engine olf pressure and _> temperature: digital value and ‘analog scale Evror message area Digital value of vorts (on electrical busbar Digital vatue of slanting current Error message area FORINSTRUCTIONONLY ‘ean £15: ge Be conus At bump sn ao bible d ETS an Rev. ‘stanconsnepeu tin sespan econ shoppe IETS tyes tatiergponesyeCatnt 03-2008 ‘eunpusipnr ean orn esac tanta fanaa feng conenoen MCP (Maximum Continuous Power) QQ;> MTOP (Maximum Take-Off Power) 198= Maximum Transient Power *Performance Pressing "SCROLL" twice displays the "Performance" page: the pilot then uses the "+", "~" and "ENTER" keys to record the payload carried. The VEMD computes the ‘AUW (All Up Weight), the maximum takeoff weights in IGE "in ground effect "or OGE " on ground effect * conditions, +Engine power check In compliance with the Flight Manual, the pilot can check ‘engine power by selecting "Engine Power Check". In Conjunction with the Digital Engine Control Unit (DECU), the VEMD records the parameters N1, 4,5 and torque, and displays the T4.5 and torque margins. eurocopter Services THM FLI analog scale, plus digital values of T4.5, Ni and torque parameters "SCROLL" push-button (for switching the FLILCO or 3-scale LCD) B.: Thecollective leveris also fied with a "SCROLL" push- button, Prossing "SELECT" displays the FADEC data (N1, N2, 74.5, PO, P3, failures) in this FADEC = Full Authority Diital Engine Contro! Digital value of ‘generator current The test runs in three phases denoted by rectangles on the VEMD screen. Ifthe fight parameters are not updated, the testrepeats the previous phase. On completion of the test, which lasts about 30 sec., the results are shown on the screen. FORINSTRUCTIONONLY 242 tarsionebabl it ETS Rev, 03-2008,THM eurocopter 2.6.2 V.E.M.D. IN OPERATIONAL MODE (Cont'd) *Parameter monitoring ‘The parameters received on the two VEMD. lines are analysed throughout the flight. If one parameter is outside the valid range or if a discrepancy is detected between the two lines, itis no longer displayed and its symbol is shown in amber. Ifthe FLI computation is not coherent orifa ‘computing parameter is missing, the display ‘switches over automatically to 3-scale mode. If @ parameter used to compute AN1 is incorrect, the scale display is shown in red. The N1 limit values are then constant and not computed as a function of TO and PO. Ifa failure is detected, an error message is. displayed in the message area, Ifa line is inoperative (LCD or processor), the parameters can be computed and displayed by the other line The torque parameter is invalid. The FLI symbology fs replaced by the 3-scale display but the torque is not shown Error messages Ditferont values between processors 1 and 2 have been detected. The display is inhibited. “Flight report Atthe end of the flight, when N1 < 10% and NR < 70 rpm, the VEMD switches automatically to the "SHUTDOWN" mode, The VEMD then displays the fight report flight number (automatically incremented) flight time ~ generator and turbine cycles (computed by the FADEC) ~ overtimits or failures which occurred during the flight. Allthe recorded data can be accessed in the maintenance mode, FORINSTRUCTIONONLY few. Saar ea 29 Shoe Storia cata etrocememara aes eeeenasioema,a 2.6.3 V.E.M.D. IN "CONFIG" MODE (1) Generalities The "CONFIG" mode includes the addition of optionals, the possibilty to change unities system (SI or IMPERIAL) and possibility to change unity for altitude (2) Functioning To have access to this mode Press "OFF 1” and “OFF2" to switch off the both lanes of the V.EM.D. Press and hold the "SELECT" and "ENTER" push- buttons. (3). The "AIRCRAFT CONFIGURATION" page This page contains the list of optionals which have an in- fluence on the V.E.M.D. applications. ‘The options are the flowmeter, - the sling - the starter-generator power. If these options are declared non-installed, "Nil" term appears on the right side of the designation If they are dectared installed, "I" term appears, except for flowmeter for which the V.E.M.D. allows unity choice depending on the chosen unity system on the "UNITY SYSTEM" line Ifthe optionals are dectared installed but not present on the aircraft, the V.E.M.D. detects a failure on the installa ton, EV eurocopter THM 12 This mode can be activated only if the V.E.M.D. detects an “engine stop” status, and if the both lanes are op- grational, = Press "OFF 1” and "OFF2" push-buttons to switch on the both lanes of the V.E.M.D. The "AIRCRAFT CONFIGURATION" page is displayed. (4) Logie of modification of the configuration page contents Use "SELECT" push-button to select a modifiable field or a possible choice. Modifiable field or possible choice appears in reverse video. ‘The modification of the content ofa selected fleld is obtained with "+" and *—" push-buttons, To valid the content of the configuration page, select the VALID" field (using the "SELECT" push-button) and press “ENTER" push-button. This allows the new values of configuration to be saved Ifthe content of the configuration page should not be saved, select the "ABORT" field and press the "ENTER" push- button, FORINSTRUCTIONONLY 2.44 ‘toonaomruepeten wane. vn | Rov. 45-2007THM m2 eurocopter Training Services od 2.6.4 V.E.M.D. IN "MAINT" MODE (1) Generalities This mode gives access to the different pages necessary for maintenance of the V.E.M.D. and associated avionic system. Itan be activated only ifthe V.EM.D. detects an “engine stop” status. There are 2 functioning modes, depending on modules availabilty. (2) Functioning DUAL-LANE FUNCTIONING To have access to the dual-lane functioning mode - Press "OFF1" and "OFF2" to switch off the both lanes of the V.E.M.D. Press and hold the "SCROLL" and "RESET" push- buttons, - Press "OFF1” and "OFF2" push-buttons to switch on the both lanes of the V.E.M.D. Once "TEST IN PROGRESS" and "RELEASE KEY" m sages are displayed, release the "SCROLL." and "RESET" push-buttons, ‘The "MAINTENANCE MENU" page is displayed, ‘The" HARMONISATION INPROGRESS' message followed by “HARMONISATION ENDED" message could be displayed ifthe harmonisation ofthe content of the both modules is necessary. Otherwise, only "HARMONISA- TION ENDED" sage is displayed. ~The "ENGINE POWER CHECK" function is not available in dual-ane mode. (3) The "Maintenance menu" page This page is available on the upper screen in dua-lane ‘mode and single-lane 1 mode and on the lower screen in single-lane (only lane 2) The operator can find in this page the 7 maintenance functions available depending on the functioning mode Selection of the function is done with the "SELECT" push- button, The choice of selected function (which appears in reverse video) should be validated with the "ENTER" push- button, Press the "RESET" push-button to return to the "MAIN- TENANCE MENU page. ‘Toretum toan other mode ("FLIGHT" or CONFIG"), switch off the both lanes by pressing "OFF1” and "OFF2" push buttons, -dual-lane mode in case of the both lanes of the V.E.M.D. are available. In his configuration, the maintenance menu is in progress on the upper screen. - single-lane if one of the both lanes is out of order. SSINGLE-LANE FUNCTIONING. ‘To have access to the single-lane functioning mode = Press "OFF1" and "OF F2" to switch off the both lanes of the V.E.M.. = Press and hold the "SCROLL" and "RESET" push- buttons, - Press "OFF1” or "OFF2" push-buttons to switch on the desired lane of the V.E.M.D. ‘Once “TEST IN PROGRESS" and "RELEASE KEY" mes- sages are displayed, release the "SCROLL" and "RESET" ppush-buttons. ‘The "MAINTENANCE MENU" page is displayed. FWO=0360m — L=0.800m-w { FWD =1.200m L : fangth = 1.000m-W wi wlan \ REAR= 0.160m \ REAR=0.700 m fh height i: : | : ; V : volume |h=0.740m = V= 0.200 mr’ h=0.700m ~ V=0.565 m' | Permiss. distributed load = 100 kg | | pemmisibe distributed load 80kg a /Place | 1 pilote 1 ((_SciconraREn———~ | | fie1.900m- w {FWO= 0.380 m } \REAR= 0.100 m | ‘CABIN FLOOR | \ Usable area = 2,600 m? = V=0.295 mi For stuctura strength = 600 ky | h=0.740m | 11 tiedown points Permiss. distributed load = 120 kg [act mah cepeaty of 1900 dan TOTAL YOLUME OF 3 COMPARTMENTS = 1.000 FORINSTRUCTIONONLY a Cedozumnteta pat ETS tn pou oe crane se eu Mp anon rt rt ETS Iss, “Toxo ps wr sodounenctETS attr crtoe obama SE Raney Soon 41-2006eurocopter ne eee a 3.2 BODY STRUCTURE This is the strongest part of the airframe since it directly carries the flight loads (i.e. lift F,, and weight P) and the landing loads. -THEBODY.FORMS-ARIGID BOX STRUCTURE also supports the main transmission components (MGB and rotor), landing gear, cabin floor and rear structure, and contains the fuel tank. 1 -Transmission deck 7 2-Rear bulkhead. Attachment of rear structure | 3 -Longitudinal beams (1 each on LH & RH sides) Attachment of bottom structure beams | 4--Cross members. Fuel tank support | 5 -Front bulkhead inclined 15° rearward | 6 -Upper bulkhead inclined 7° forward 7 -Longitudinal bulkheads. Thick plates. | 3.3 REAR STRUCTURE The rear structure consists of 3 frames joined by beams The rear and forward frames support the engine. The tail ‘boom bolts onto the 3rd junction frame and can be easily removed. The rear structure is arranged as a baggage compart- ment. The aft jacking point is on the junction frame 6 Access to baggage compartment [a ~Engine deck (stainless steel sheet) 2-Beam under engine deck 7 -Recessed footstep for access to transmission deck 3-Tail boom junction frame 8 -Baggage compartment floor (access to electrical master box) 4-Skin 9-Forward frame 5-Rear frame FORINSTRUCTIONONLY ts terri tet mercies mau rtm os si fie :euroc ir a Saneeotoe THM corte Th 3.4 CANOPY The following canopy components: They are hot-molded and assembled by thermowelding. ~ cabin roof (3), nose (6) and uprights (8) ‘The canopy structure bolts onto the cabin floor and onto are made of fiverglass-reinforced polycarbonate. the body structure bulkhead, INSTALLATION OF ‘TRANSPARENCIES, DOOR SEALING Cabin = Windshield 1 -Windshield panels (Plexiglas) 2-Roof windows (Makrolon) 3-Cabin roof consisting of 2 half-shells inside which the cabin ventilation air is ducted 4-Door hinges 3.5 BOTTOM STRUCTURE AND CABIN FLOOR 5 -Lower windows on LH & RH sides (transparent polycarbonate) 6-Nose 7 -Windshield uprights ‘The bottom structure supporting the cabin is cantilevered ‘out from the body structure. Two beams, laterally stif- ened by cross members, are riveted to the body struc- ture side beams and support the front part of the landing gear. Cabin floor center pane! These beams carry the front Jacking pads (balljoints) Cabin floor front panel ~ LH beam RH beam ee Cross mombers FORINSTRUCTIONONLY aa Ceram ppd ES; rapa conmigo oi nn ei te ETS Iss. “tpripeasporemoneunaentanae Sante canoas sat rtts cbse © Eusrape Nara Sencar 300, 41-2006: THM Sontag =a We scrote 3.6 TAIL BOOM ‘The tail boom is constructed of circular frames cov- | 4-17 drive shaft mounts | ered with skin 2--Area strengthened by stiffeners | Overall bending rigidity is provided by plate stiffen- 3“ TGB forward mount, | ess. 4-Horizontal stabilizer mounting doubters | The tail boom supports: 5 -Skin | - the tall gearbox (TGB), secured to 2 frames, 6 -Inspoction door (access to yaw load compensator) | = the horizontal stabilizer, mounted between 2 main- 7 _ Mainframes ramen, @-Tavcone | =the tail rotor drive shaft, - =the fin. Ballast plates may be mounted inside the tail cone to correct the c.g. position of the empty helicopter. FORINSTRUCTION ONLY ts. ee 37 ane TS aiea eurocopter Tm seescoen m7 3.7 TAIL UNIT =a horizontal stabilizer (1), 2 a upper fin (2), 7 a lower fin (3) In excessively nose-up landings, a tail guard (4) protects the ventral fin. ‘These vertical and horizontal surfaces act as stabilizers, i.e. when subject to a relative wind, they tend: aes) = t0 counteract any changes to the helicopters attitude, = to bring the helicopter back to its original attitude after any deviations. 3 \ ’ SPECIAL FEATURE OF FINS i et ER In cise ight the asymmetic NACA aol of he dorsal : Ingenocte on steyraris oc tat ppoees he — rn ors courte logue Gand thus ranores the falter ust. This alows te a lor pt To Bev. E duced and power to be saved. ena OS a n LOWER FIN The ventral fin has a symmetric NACA airfoil to stabilize the helicopter about its yaw axis, ys ‘SPECIAL FEATURE OF HORIZONTAL STABILIZER This stabilizer has an asymmetric NACA airfoil, set at fob negative angle to the horizontal datum ; when subject to fatumn fine a relative wind V. the airfoil generates an aerodynamic | force F tending to right the helicopter. i - Negative angle setting ' Stabitzer arti hod Nose-up ‘moment FORINSTRUCTIONONLY sh Cet trem pi bn com hi er en Mp ratenpean eon ES Rev. “concatenate niga Dnt sb pepety ETS tpl meade vant met ‘beware ore rea SETS ate oso ine nt hae Fuca ray Sencee 0250 14-2009eurocopter ¥ = Ta Training Services 3.7.1 HORIZONTAL STABILIZER WITH TRIM STRIP iis Horizontal stabilizer 3.7.2.DORSAL AND VENTRAL FINS Attachment fittings Tall guard ps ‘er ee, oi) Attachment fittings Laminated shim ——— (as required) FORINSTRUCTIONONLY Iss, cexazumerenta po 1S; pu bcs ees yc surat able te ETS 3.9 44-2006 ‘tsar at c,h rue pepe ETS mba ott nn sana nt ‘Seen preter uso nr stb ase saps Pangan oe 088eurocopter THM ae Training Services cece 12 3.8 DOORS The helicopter has the following doors: two cabin doors (1), one on either side, accessing the pilot seats, = two subdoors (2), one on either side, accessing the rear of the cabin, - a laminated LH baggage compartment door (4) and a symmetric laminated RH baggage compartment door, -a laminated rear compartment door (5). All the above doors have a key-operated safety lock. ‘The LH and RH baggage compartment doors are hinged along their top edges and can be held open by a rod (3) which clips on the inside of the door for stowage. Certain missions (hoisting and casualty evacuation) re- Quire better access to the rear of the cabin. This is achieved by replacing the LH standard door and LH ‘subdoor by a narrower pilot door and a wider sliding door running on rails. The sliding door may be opened, and locked open, in fight, 3.8.1 CABIN DOOR JETTISON SYSTEM ‘The two front doors are fitted with a jettison system. When ‘operated, a handle (1) on the door jamb pulls out the hinge pins and neutralizes the door closure lock FRONT CABIN DOOR The spring rod does not have lock pins at its two ends “Clear vision” In the locked position, the handle is held by a polycar- bonate guard (2), which is secured by 3 lugs (3). ‘The compressed air expands to assist the opening of the door (extension force = 5 daN) and to hold it open. The air is compressed when the door is closed. ~ Piston FORINSTRUCTIONONLY 30 Cadaametetapot ES sn pe asi ste erp anton pre ke SETS Iss. 7 “vgrepetomeraatoraenie Soe owt shar snd Santon tan Sonos CoO 41-2006,eurocopter = THM een — m2 scanty 3.8 DOORS (Cont'd) 3.8.2 LOCKING INDICATORS FOR SIDE BAGGAGE COMPARTMENT DOORS. ‘The baggage compartment doors are kept closed by 2. When the locks are not engaged, the locks, each of which controls a microswitch. microswitches illuminate @ waming light on the failure warning panel. Front lock Central lock Central lock microswitch | Front lock rod Front lock microswitch 4 -Cooler air inlet, thermoplastic, secured by bolts 2-MGB upper cowlings, light alloy sheet, attached by DZUS fasteners. 3-Opening engine cowlings, Nomex. hinged on firewall. Held open by rod. Locked by Hartwell and toggle fasteners. 4-Junction fairing, laminated, secured by DZUS. 5-Tail rotor drive shaft fairings (3 sections), light alloy sheet, secured by OZUS. 6 -TGB fairings, light alloy sheet, secured by DZUS. _|12 -Firewall, stainless steel. 7--Tail boom end fairing, light elloy sheet, secured by bolts. |13 -Baggage compartment firebarrier walls, light alloy. FORINSTRUCTIONONLY Rev. Ceamertetapopied [9nd br oes ur arn pai ne ETS 344 eee! (omnes auennean ES anr cr tal th ded Fre Tay soncer 8 HCI ‘8-MGB opening cowiings (LH & RH), laminated, hinged on MGB upper cowlings, held open by rod and locked by Hartwell and toggle fasteners. 9-Rear lower cowling, laminated, secured by toggle fasteners, 10 -Two-soction intermediate lower fairings, laminated, secured by bolts. 111 -Front lower fairing, laminated, secured by toggle fasteners,a, aoe THM Reina eta THM 3.10 PILOT AND COPILOT SEATS, ‘Absorption is done by controlled buckling of the alumi- hum element. Energy absorbers are positioned in order tobe operative in forward and aftward crash direction within a £90° crash angle. 1 -Harness locking turnbuckle. 2- Boomerang. 3-Stops. | 4-Seat rails. 5 - Seat release lever. FORINSTRUCTIONONLY. aaa Cececan eta pegit ET: tn pore crm es. erasure tate ae ETS Rev. 3. “auancanonsepeatrespa he ouratseeprty IETS mpl hla meas neath iene ‘Seon wn maton GETS rts ta tt ded © ea Maney Sonar 0S IWAN?THM T12 Iss, 41-2006 4 LANDING GEAR 4.1 GENERAL - ASSEMBLY OF LANDING GEAR 4.2 LANDING GEAR FITTINGS 4.3 LANDING GEAR SHOCK ABSORBERS 4.4 GROUND RESONANCE AND FUNCTION OF THE SHOCK ABSORBERS: FOR INSTRUCTION ONLY ce acwnet np ETS A pare comnerit et at ou epi ae dernier ETS ‘ita pu ae de Th socamet he propery af ETS rpu of sab epee eral wi! ‘te crm pr man sarin cf ETS et cot shoo ascuoed © Esper ann Sur 08 4aeurocopter a Sronag bores THM reneas th List of effective pag Pope Of scacresssnaacsm Iss. 41-2008 Page 04 Is, 41-2008 Page 02. Iss. 41-2006 Page 05 Iss, 41-2006 P90 08. Is, 41-2006 Page 06 Iss, 41-2006, FOR INSTRUCTION ONLY cer poi dE tm a run de eno i ar orion pal dre ETS ts. 42 “pu unm wanton of ETS and oar htt to ater apa Hay Suncor OS 08 41-2006THM T.12 4 LANDING GEAR 4.1 GENERAL - ASSEMBLY OF LANDING GEAR “ant tess be (2) ad ens i (6 ts pute Ti ee aay | 2-Front cross tube, stool wo hydraulic shock absorbers (3) 3 -HyUaUE aiock abeerbor | 4 Rear oss tube, soe 5-Atachmont pein stop Structure 7 Upper ining, elastomer 8 Landing goar cross tase 9 Lower ning, elastomer 10-Hal-camp Clamped to body structure ‘Shock absorbers secured X-bulkheads on 15° frame Clamped to bottom ‘structure beams aR FOR INSTRUCTION ONLY 41-2006 "Semmes ponte an of TS anf oso tl be ated © Rupe Tan Ser aae 4.2 LANDING GEAR FITTINGS *y eurocopter Training Borvics THM 12 1 - Suppor bolt for handling whee! fitings i 2 -Engine access rear footstep. 3-Flexible ste! stri / ip 4 - Stee! wear pads | 5 -Cabin entry footstep. (high LIG) | 6 -Footstep anti-skid pad | NOTE : An optional wear plate is available to protect the skids over their full length. Installation holes for handling wheels for different helicopter c.g. positions 4.3 GROUND RESONANCE AND FUNCTION OF THE SHOCK ABSORBERS When the helicopter is in flight, the rotors, engine and drive shafts generate vibrations that propagate through the airframe, whose components vibrate at their own natu ral frequency varying mainly with their weight, stiffness or flexibility (ie. their shape, dimensions and materials). The helicopter is thus subjected to a complex pattern of vibrations, which can sum up (vibration amplitude in- creases) or subtract (vibration amplitude decreases). The designer obviously attempts to reduce the vibration level by "tuning" the natural frequency of the helicopter com- ponents. When the helicopter isin fight, itis isolated and the vibrational level always stabilizes in given fight con- ditions - neither increasing nor decreasing In contrast, when the helicopter is on the ground with its rotor spinning, the vibrations have a support point via the landing gear; ifthe natural frequency of the landing gear coincides with the principal vibrational frequencies of the main rotor, the vibrations are augmented every blade revo- lution as they receive a new “reflected” impulse. The vi- bration amplitude then increases very rapidly, the vibra- tion becomes divergent and the resulting oscilations can destroy and overturn the helicopter. This phenomenon is called GROUND RESONANCE. A flexible stee! strip bent downwards behind the skid in- creases the landing gear stifiness and changes its natu- ral frequency so thal ground resonance can never ocour Amplitude approximately 1 ee tag cone ae Stee! strip bends downward In addition, the function of the shock absorbers between the landing gear's "soft" front leg and the structure is to absorb the vibration energy and hence prevent all diver- gent oscillations. Another point to note is that the flexibility of the cross, tubes, skids and steel strip attenuates the helicopter’s, vertical deceleration al touchdown whereas the impact energy is absorbed by the shock absorbers and by the rubbing action of the skids on the ground. FOR INSTRUCTION ONLY ec et opi d E18 pt de can ds tr lor sn aegton abl fere ETS 44 pe reese ofS at ccs te ica Eo Facey Same os 28 41-2006THM m2 4.4 LANDING GEAR SHOCK ABSORBERS The main characteristic of the shock absorber is its damp- ing velocity. When a 500 da load + the piston me sata velocity of ~and a frequency of Bolt locking clamp on UG cross tube Chamfered washers 1 Filling plugs 2-Hydraulic Nuid reservoir 3-Plug 4-Piston 5-Cylinder 6-Shock absorber casing 7 -Filling and bleed non-return valve 8 -Overpressure spring washer 9 -Overpressure spring washer }0 -Normal throttling orifice OPERATION ‘1 -Load < 550 daN Damping is produced by throttling fluid through the calibrated orifice (10) 2-Load > 550 daN Overpressure spring washers (8) and (9) move up to significantly increase the fluid flow area: - upward load: washer (9) moves up = downward load: washer (8) moves up. 3 Non-retum valve (7) automatically bleeds off and fils the working chambers from the fluid reservoir (2), Itshould be noted that external leakage cannot oc- cur because the fluid recovered betwoen the shock absorber casing and cylinder is fed back into the reservoir (2), FOR INSTRUCTION ONLY eurocopter es Attachment fting (on 15° frame. Rod-end bearing DAP NIP ITI, ff Rod-end bearing Iss, ‘ements rape ETS tpl ecru et as ep utara te ETS 41-2006 “pe senmes reen ahrton ofS at seas sa ab itn © meen Tacn Sones Os SO aTHM 12 FOR INSTRUCTION ONLY Iss. 41-2006THM 1 41-2008 eurocopter Training Services MAIN ROTOR DRIVE SYSTEM 5.1 FUNCTIONS OF MAIN ROTOR DRIVE SYSTEM 5.2 MAIN GEARBOX SUSPENSION 5.21 GENERAL 5.2.2 MGB SUSPENSION COMPONENTS 5.3 ENGINE/MGB COUPLING 5.3.1 ENGINE/MGB COUPLING COMPONENTS 5.4 MAIN GEARBOX (MGB) 5.4.1 MGB DRIVE TRAIN 5.4.2 MGB MODULES 5.4.3 MGB COMPONENTS 5.4.4 MGB LUBRICATION SYSTEM 5.4.5 MGB LUBRICATION SYSTEM COMPONENTS 5.5 ROTORBRAKE 5.5.1 ROTOR BRAKE PRINCIPLE 5.5.2 ROTOR BRAKE CHARACTERISTICS 5.5.3 ROTOR BRAKE COMPONENTS FORINSTRUCTIONONLY Cedocaertna eth ES, pou re cannnsg er or srr i do ETS ‘cnr on dage To oars perro patlf sal epoca wtb zi ‘Seogrenspr eon oaorcnon ae TS at consume acd 9 Europa Hare Secor OS 1eurocopter a, Training Services THM econ . List of effective pages Page 01 (ss. 41-2006 Page 08 sen Rov. 24-2008 Page 02 Rov. 27-2008 Page 09 socf8s. 41-2006 Page 03 Iss. 41-2006 TPR onertna Rev. 03-2008 Page 04 : Iss. 41-2006 Page 11. Rew. 27-2008 PAQO 05 onsen (ss. 41-2006 Page 12 ss. 41-2006 Page 06 (ss. 41-2006 Page 13... sn ISS, 41-2000; Page 07 (ss. 41-2006 Page 14 esas Mt AT-2O08 FORINSTRUCTIONONLY 52 ‘Sncomanapatn eagaThecbem bop ETS opatctanatanecdsate tae Sex ‘te mmarporardon aetna GETS anders at tt tnd rain Ta sae 0 50708 27-2008,THM M 5.1 FUNCTIONS OF MAIN ROTOR DRIVE SYSTEM. the main rotor and to the tail rotor drive shaft. The main rotor drive train consists of - the engine/MGB coupling the main gearbox (MGB) - the MGB suspension 5.2 MAIN GEARBOX SUSPENSION 5.2.1 GENERAL The MGB supports the rolor mast casing in which the The main rotor/MGB assembly is. thus. secured. to-the rotor shaft is mounted. The rotor shaft transmits cyclic airrameat2-points: periodical vertical and horizontal loads to the MGB (nor- ...» at the rotor sragfiy 4nd bars Wat wanamit he 0 ‘mal rotor vibrations al na where « is the rotor angular — the airfram velocity). If the MGB was rigidly attached to the trans- on the MGB by a flexible suspension between the gear- mission deck, this vibration would be transmitted to the box bottom and the airframe. The suspension absorbs the airframe. The solution consists of inserting a flexible forces Fx, Fy, the moments Mx, My and the main rotor suspension between the MGB and airframe to absorb counter torque C,. ‘most of he vibrations. Such systems are said to filter out the vibrations. Gearbox bottom Changes in direction of lit vector LAY ty = vet ] ENGINE ‘Suspension bar (4 bars) ls, Cedocmertnt pop ETS trp corm do erect sara mann bl ee ES asian ‘dioncomnnaped ery auapa, hacaeanabepepetyaeTS nopatatanate pass a acenta/ae 53a eurocopter Training Services THM 5.2 MAIN GEARBOX SUSPENSION (Cont'd) The MGB is suspended like a pendulum and oscillates about the point O (where the 4 suspension bars inter- sect). Flexible suspension The vibrations are absorbed radially by the pads which deform in shear. | : - WAN _->_ Te laminated pada are tnibtotrahear ARRANGEMENT OF LAMINATED PADS. = Two laminated pads (L1, L2) react shearwise the loads Fx, My along the longitudinal axis. -Two other pads (!1, 2) react shearwise the loads Fy, Mx acting along the iateral axis, The 4 laminated pads react the main rotor counter torque (C,) in compression. The 2 pairs of laminated pads are linked by a cross member (T), which closes the load path and is loaded almost entirely in tension. t ‘The basic oloment of the flexible suspension is a lami- nated cylindrical pad consisting of a bonded stack of thin rubber and light alloy disks. Light alloy Rubber One end of each of the 4 laminated pads is fixed to the MGB and the other to the airframe. AIRFRAME ? The main rotor counter torque (C,) is transt the pads by compression eT lamincted padeamaiitiacompasseioa, TOP VIEW Lateral exis Longituai- FWO nal axis, u Resistive torque (tail rotor) This type of suspension is called "bidirectional" as it acts ro along the longitudinal and latoral axes. FORINSTRUCTIONONLY ae Cedonurnt et pt FETS mn de corms oer rept ae ndraen ES Iss. ‘ctcncomma nap ga Th oar eee ETS opal sa enced rend 41-2006THM Sevroconter —= 1 5.2.2. MGB SUSPENSION COMPONENTS To transmit the autorotation torque which changes di- rection, each laminated pad is paired with a second pad that is only compressed when the torque changes sign Ia laminated pad is destroyed, the assembly is held in position by a block (3) and continues to transmit the rotor torque in compression. 2-Structure fitting 3-Laminated pad support 4-Laminated pads 5 Attachment bolt N.B. The longitudinal pads (L) and the lateral pads (\) have different thicknesses, TOP VIEW FORINSTRUCTIONONLY Iss. Cesena rr 3 ped roca ever ran a tag ra 41-2006 ‘betrenepr ate arn iTS ancora tei Seed Sweeper any SevcenSe ;eurocopter ‘Training Services THM 1 5.3 ENGINE/MGB COUPLING The engine/MGB coupling comprises: ~a casing (1) secured to the MGB and a flanged con- necting coupling (3) secured to the engine. = gimbal ring (2) joining the casing and flanged cou- pling, the drive shaft (4) transmitting the engine torque to the MGB via the input pinion, ENGINE / ‘The MGB is mounted on a flexible suspension and sub- ject to low amplitude oscillations in fight. In these conditions, the drive shaft only transmits the yp The purpose of the gimbalflanged coupling connection engine torque. - tomaintain the MGB/engine distance constant to align the drive shaft with the input pinion. (1) Drive shaft flexible couplings The flexible couplings (‘flector” type) deform to absorb cyclic fatigue stresses and they must thereforo be regu the small misalignments between the engine drive shaft larly checked (as per the Master Servicing Recommen- and the MGB power takeoff. dations). Nonetheless they are designed to be fail-safe The flex couplings are subject to high loads as they must and to deteriorate very gradual ‘not only transmit the engine torque but also deform in ase of misalignment. As this deformation is repeated every shaft revolution, the couplings are subjected to 0.2-0.3 mm thick Stainless steel ina stack are mounted between 2 The flexible coupling de- disks. triangular coupling flanges forms to absorb the small integral with the shafts shaft misalignments FORINSTRUCTIONONLY aout g ES moma cnn ee Wo Mpc rarer rata dS 5s "apap et staan ETS ont corsa tt dca Stare feeny seer de NE 41-2006THM Sammer = 1 5.3.1. ENGINE/IMGB COUPLING COMPONENTS Fit washers with convex side towards @ feasts ENGINE Woe » ? ae | Gooey w Gimbal pin SQ trees | a safely pins (for gimbal pins) MGB input pinion _ wm pulley flange SS ol FORINSTRUCTIONONLY Iss. Ceram 8: rat corr nt topiary riot ¢618 at-2008 “Soomro porn wba cE TS orn crt Set erbs enna Sunes tans Seven es 57Socom fy 5.4 MAIN GEARBOX (MGB) pat 5.4.1 MGB DRIVE TRAIN aoe 2 a) el Rotor shaft I Stationary Ee snl gees ring gear Aw 100 teeth — piss = Planet carrier a= — (5 planet gears) 30 teeth Epicyclic redseion door Arr sungoar av) ear | imme Reducing Cie i \ The sun goa eves the planet gees, which 3.59 I rotate in the stationary ring gear and drive 738 hbo) Ring gear the pant camer and hence the rotor sat “6084rpm at 390 rpm. “Pinion ‘Lubricating CG 1700 pump Speed ratio = 5.4.2 MGB MODULES The MGB comprises 3 interchangeable modules MODULE 1 MODULE 2 \ MODULE 3 FORINSTRUCTIONONLY comamersnurea <8: aparece reo itng 13 Rev. 58 seas atonement aa not apa Tang Sorento SEN 24.2008THM 1 5.4.3 MGB COMPONENTS eurocopter ‘Training Services 1 -Stationary ring gear (case-hardened ste!) 2-Planet gear (case-hardened steel) 3-Planet gear spherical bearing 4-Thrust washer for securing planet gear carrier {0 rotor shaft (chapter 4) 5-Electric chip detector (chapter 4) 6-Sun gear (nitrided steel) 7 -Oiljots 8-Power takeoff inlet casing 9 -Bevel pinion - case hardened stool 10-Tapered roller thrust bearing 11 -Cylindrical roller bearing 12-Oil level sight glass The bevel pinion shaft (9) is mounted on a tapered roller bearing with a thrust ring designed to temporarily ab- sorb a reverse axial thrust (in autorotation and rotor 13 -Drain plug with self-sealing valve and electrical “chip detector” 14-Oil pump 15 -Tapered roller bearing 16 -Lower casing (magnesium alloy) 17 -Lubrication system pressure relief valvo 18 -Ribbed, two-wall main casing (magnesium alloy) 19 -Bevel ring gear (case-hardened steel) 20-Vertical shaft 21 -Oil pump drive pinion 22-Oil filer plug 23- Tapered roller bearing 24 -Oil recovering cup ‘The planet gear carrier is flexible so that the planet gears ‘can oscillate around their spherical bearing; this guaran- tees proper seating of their teeth in all conditions (load braking) evenly distributed between the 5 planet gears). FORINSTRUCTIONONLY Iss. Ce dsamert tn oe ES sn putea a mrt tr Faden ra fre ETS 41-2006 ‘dtinconnatopaut apa Ine sbarnrtn popper ETS npr sate mpc fone 59 "een pra moan tt TS an Caton hlt dtaet Fue anny Seco 68 908a 5.4.4 MGB LUBRICATION SYSTEM Pressurized oil lubricates and cools the MGB gears and, bearings, and the rotor mast bearings (see § 4.2.2.) = ‘gear pump draws oil from the bottom of the main ‘gearbox and delivers it to the heat exchanger (cooler). The cooled oil flows through the filter and into the cil FUNCTION OF COMPONENTS 41 - Low prossure switch : the "MGB, PRESS" waming light comes on when the pressure drops below 1 bar. 2- Electric "chip detector” which monitors the condi- tion of the rotor mast bearings. 3 Drain plug fitted with an electric “chip detector.” 4~ Thermal switch, which illuminates the "MGB.T" ‘roa tht Pee se AMES ¢ 5 Intake strainer 6- Gear pump Seuocoper JRRECT LUBRICATION OF THE MGB IS VITAL, OTHERWISE THE GEARBOX WILL COMPLETELY FAILAFTERACERTAIN OPERATING TIME (55 min.) slingers to lubricate all the MGB bearings and pinions and the MAST bearings. The oil then drains by gravity into the bottom of the gear- box. start-ups when the oil pressure reaches 6.5 bar. This ‘duces the oil flow through the cooler to increase the tem- erature quickly. 8 - Engine oil temperature switch, which energizes the motor-driven fan (9) when the engine lubricating oil reaches 77°C to blow air through the 2 cooler modules (10) and (11) 12-Matal mosh fier ih 25 ating) 13 - Oil filter bypass, which lubricates the MGB with, ‘non-fitered oil in case of filter clogging, 7 -Prossure role valveyhich opens KEES omy 5.10 (Cedocmertati pod ES: pou tw amnion Fasten rina ETS ‘sence igo Tue doar hepa) ETS npaottchatoe mpi reamed had ‘eves 67S wacom sa efb aed Oke ray Secon 8eurocopter THM S Training Services —a> a oe : WU 3 5.4.5 MGB LUBRICATION SYSTEM COMPONENTS oe COLIUTER: Bypass 7 OIL LEVEL SIGHT GLASS. Oi level sight ball Drain plug with ‘electrical chip detector Low pressure st FORINSTRUCTIONONLY Rov. Casearntoaroi £7 n ps te coma es te ood rt fe ETS : scree vaya a coamortse popes paella eens Oaranset ba 27-2008 ‘i borne ours ES oar in tbe Sahend tame Hay Sen SETS ateurocopter AN wr Sroinng Services en a ae ee 5.5 ROTOR BRAKE i Friction pad a Brake disk mcs | HW / The rotor brake is designed “down. N.B. Without a brake, the rotor’s kinetic energy would keep it spinning, BRAKING PRINCIPLE: The rotor's kinetic energy is absorbed by Ferodo friction pads rubbing against a disk driven by the MGB/tail rotor shaft coupling. Since the resulting friction transforms the kinetic energy into heat, there is an rpm limit above which rotor braking is not authorized (too much heat would be dissipated with a risk of damage to the disk and brake) 5.5.1. ROTOR BRAKE PRINCIPLE ‘Aslotted cage (2) secured to the MGB housing (1) sup- ports the rotor brake assembly. A mobile slotted cage (4) carrying the brake pads fits inside the first cage. The mobile cage cannot rotate but can move axially to force the pads against the brake disk Spring (3) rests on the fixed cage and retums the mobile ring to its "brake off” position when the brake lever is released. CONTROL ACTION: Actuated by fork end control (7), ring (8) slides on the fixed cage to push back the mobile When the forkis activated in the “braking” direction, roller (6) moves through an arc of a circie with center O and, ‘Supported by the fixed cage, pushes back ring (8), which results in BRAKING 5.12 ‘scarps a Th Suara top oS pate salmaaa entedTHM ae —s el oe to 5.5.2 ROTOR BRAKE CHARACTERISTICS 0 Weight 2.100kg Compulsory time between 2 brake application Braking torque snes 8.2mdaN — Padidisk gap 0.5 mm Max. braking speed GATORPMY Brake force on Pilot's COMO ...e.nor-sn ee S18 aN 5.5.3 ROTOR BRAKE COMPONENTS FLEXIBLE BALL TYPE CONTROL Moving part of control. Flexible stainless ste! strip slides between 2 series of balls NOTE -The brake is shown above: - released in the upper half : &) - applied in the lower half QO eee Rotor brake control lever 1-MGB input flange 2-Diaphragm (Steel spring) 3--Mobile slotted cage 4 brake pads;useful thickness:= 2 mm) 5 -Brake disk 6 -Controt ring 7 -Lever swivel pin 8 -Control lever (fork end) | 9 -Control roller | 10 -Stationary slotted cage 11 -Laminated shim for adjusting gap FORINSTRUCTIONONLY SSS (cedcomenta ped ES 1 pute anes dente rapot trast ila ETS “Asoneaninnepau te eapas Ts sone be pray aT nopattt salve npn bated ead 5.13 ‘cevapaspar emo arcane TS ut cert et ected ep Mags 200 .Sagzer THM 1 Iss, 41-2006eurocopter THM Training Services 4 steer MAIN ROTOR 6.1 MAIN ROTOR 6.2 MAIN ROTOR MAST 62.1 MAIN ROTOR MAST COMPONENTS 6.2.2 MAIN ROTOR MAST ASSEMBLY 6.2.3 MAIN ROTOR SHAFT/MGB COUPLING 6.2.4 SWASHPLATE ASSEMBLY 6.3 MAIN ROTOR HUB (MRH) 6.3.1 "STARFLEX" ROTOR HUB 6.3.2 ROTOR HEAD DYNAMICS 6.3.3 MRH COMPONENTS 6.4 MAIN ROTOR BLADES 6.4.1 GENERAL INFORMATION ON ROTOR BALANCING. 6.4.2 BALANCING THE BLADES 6.4.9 AERODYNAMIC BALANCING OF THE ROTOR 6.5 MAIN ROTOR BLADES. 6.6 ROTOR SPEED (NR) MONITORING SYSTEM 06.1 NR MONITORING SYSTEM COMPONENTS 6.6.2 OPERATING PRINCIPLE OF NR MONITORING SYSTEM 6.6.3 OPERATING PRINCIPLE OF NR MIN/MAX MONITORING SYSTEM 6.7 VIBRATION ABSORBERS 6.7.1 GENERAL 67.2 CABIN RESONATORS 6.7.9 ROTOR HUB SPRING TYPE VIBRATION ABSORBER FORINSTRUCTIONONLY ss, aunt oi Srp Ov cnr de deaf ait te ETS 41-2006 ‘mance entra Me uae shpat nopattstato prepares ‘Sse tana ETS we rar bs ened Seueaee Nang sone Tae 61eurocopter Training Services THM nae 7 List of effective pages Page 01 iss 41-2008 | page 12 iss. 41-2008 Page 02 ev. 27-2008 | page 19 fev. 032008 Page 03 iss. 41-2008 | page 14 ss. 41-2006 Page 04 iss. 41-2008 | page 15 Iss, 41-2000 Page 05 ts. 41-2008 | page 10 Rev. 27-2008 Page 06 tes. 412008 | page 17 ss. 41-2008 Page 07 55, 41-2008 | pago 10 ss, 41-2006 Page 08 iss. 412008 | page 19 ss, 41-2006 Page 09 Iss. 41-2006 | page 20 Iss. 41-2006 Page 10 .- Iss. 41-2008 | page 21. ss. 45-2007 Page 11 Rev. 44-2006 | page 22 Iss. 45-2007 FORINSTRUCTIONONLY ema cae sp econ re ech ES Rew ee Sopnerntnneaeisenut vases mavawrasates Serene rneytoneeorcanae 27-2008THM 1 6.1 MAIN ROTOR ‘The main rotor provides the lift of the helicopter and pow- rs its forward fight. The main rotor comprises = the main rotor mast (3) = the rotor hu (2) - 3 rotor blades (1) ‘The main rotor mast is secured to the MGB. It drives the ‘main rotor hub and transmits the rotor lft to the airframe, ‘The hub is attached to the rotor shaft and supports the blades. Itis located at the center of the resultant lft of the blades and it absorbs the forces induced by the rota- tion (centrifugal forces, flapping and drag (lead/lag) loads), ——— ell SOME FIGURES WEIGHT OF ROTOR SUBASSEMBLIES: wo - Anti-vibration device akg = Main rotor mast 55.7 kg, = Rotor hub 4 ovens BTS XQ Blade aa 33.9kg Rotor diameter = 10.69 m ROTOR IDENTIFICATION The blade sleeves are balanced to compensate for the weight ofthe rotating scissors. The sleeves and blades are also functionally paired by adjusting ther pitch change rod. To prevent the settings being lost on removaliinstal- lation of these components: «the rotor hub can only be mounted in one position on the rotor mast (see 4. 3. 3.) - each blade/sleevelrod forms an assembly that is iden- tified by a different color (int = yellow, blue, red "BLADE/SLEEVE/ROD” ASSEMBLIES eee IDENTIFIED BY COLORED ADHESIVE TAPE FORINSTRUCTIONONLY Iss. epamertentpo ¢5:4r9 ele car st to mo as adr a ke ETS ‘ 41-2006 ‘tannin capi Tatas be ppepe TS mttaer rt 3 ‘pecyns roma aun on costa anc 8 Feta Ray Sonn 0500a 6.2 MAIN ROTOR MAST ‘The main rotor mast consists of: = the rotor shaft (9) driven by the MGB. = the swashpiates, i.e, the rotating star (3) and the stationary star (4). The stationary star is actuated at 3 points (indexed at 90°) by the flight controls (6). Its mounted on a balljoint (12) and can’ - pivot about the ballioint to vary the cyclic pitch = move along the shaft to vary the collective pitch; the balljoint then slides up or down on a guide (11), The rotating star rotates on bearing (13) and copies all the movements of the stationary star, transmit- ting them via 9 pitch change rods (2) to the blade control horns (1) on the blade sleeves. casing assembly (10) extends beyond the swash- plate guide to rigidly connect the mast to the MGB. The main rotor shafts attached to the housing by a guiding roller bearing (6) and a 4-contact bearing (8) that carries the rotor liftin fight and the rotor weight ‘on the ground. These loads are transmitted by 4 sus- pension bars (7) secured to the transmission deck. eurocopter ng Servic: THM — i ‘SWASHPLATE OPERATING DIAGRAM FORWARD 4 —_ | + et | The upperscissors (1) is allached | COLLECTIVE PITCH VARIATION CYCLIC PITCH VARIATION | (0 the rotor shaft and drives the | rotating star. The balfoint slides along the rotor | The balfjoint does not move but the | The lower scissors (2) is attached | mast. The pitch change is the same, swashplate pivots about it. In the dia- to the casing and stops the sta- | onall3 blades. Inthe above diagram, | gram above, th pitch decreases to tho tionary star rotating. | the pitch is increasing. | front and increases to the rear. FORINSTRUCTIONONLY edna orp FETS teopercomm eno psa assent a ¢18 Iss. 64 ‘Samora pete cg hu crt sry eS mpl taal be mad wanted wat Viacieeurocopter = THM Training Sorvces — _ = 6.2.1 MAIN ROTOR MAST COMPONENTS. Although the suspension bars are not part of the rotor mast, they are assumed to be so functionally for ‘explanatory purposes. Rotor shaft ‘Swashplates _ Casing assembly Suspension bars SOME SPECIFIC FEATURES OF THE ROTOR MAST YoU N.B. Except for the normal visual checks, the rotor mast Furthermore, you can replace all defective parts by your requires no servicing, ‘own means (no more factory returns), FORINSTRUCTIONONLY la eat TS tage tre conan erat mrnaters arlene bt ETS Somnath gy ITs. pte ean 65 Iss. 44-2006eurocopter a 4 ‘Training Services: THM ane " 6.2.2 MAIN ROTOR MAST ASSEMBLY Blade droop “_restrainer ring Drive scissors ‘Swashplate assembly Stationary scissors Swashplate guide covered with Fe selflubricating adhesive tape ‘Suspension bar attachment ting (4 bars) Slotted om whee! _/ (or moniioring Ni) Rotor mast ‘Sensor Fi upper casing __ 4-contacts bearing The entire helicopter is suspended on this bearing Rotor mast lower casing Epicyclic reduction gear module ‘Attachment fiting of servo actuators (3) FORINSTRUCTIONONLY a een et £15 ou ee cornea de ong nero ae ETS Iss. 6 ‘Atovarmuneattm seins fear bopepe ct. nett cemented ieee ‘bergen me son ETS urd Cato mt ca @ Eat Pay Stes 09008eurocopter THM erring ervices —" a oe 6.2.3 MAIN ROTOR SHAFT/MGB COUPLING 1-Lip seal 2 -Bearing cup lock bolt 3 -Plug for checking oil leakage from lip seal (1) 4-Roller bearing 5 -Slotted rpm wheel 6 -Oiljet for bearings (4) & (9) 7 -Electric "metal chip" detector 8 -Bearing housing 9 - Thrust bearing (4-contact) | 10- Oil scavenge tray 11 -Planet gear carrier/mast assembly 12 -Oil scavenge bow! 13-Planet gear 14-Air vent 15 -Plug for borescope inspection 16 -NR magnetic sensor 17 -Light alloy upper casing 4.2.4 SWASHPLATE ASSEMBLY Two cups (1), made of self lubricating material (Torton), allow the swashplate assembly to oscillate on balljoin (2) ‘The 4-contact bearing (3) is lubricated by grease nipple (4), Protectors (5, 11) keep out rain and dust. ‘A tapped hole (10) on each arm of the rotating star is sed to fit struts for flight control rigging A pulse-generating tab (6) integral with the rotating star synchronizes the strobe light flashes in blade tracking checks. The rods have 2 end-fitings (7) with opposite-hand threads for blade pitch adjustment by rotating rod body (8) (with locknuts (9) unscrewed). Turning the rod in the direction marked "+" on the rod body increases the blade pitch: a rotation of one flat on the rod body changes the blade track by approximately 6 mm, 6 6 4 3 A: Laminated shim for adjusting play of cups (1) FORINSTRUCTIONONLY Ceazaneat nage 1S tape corm deer emer nro si Kt £18 ‘ison tre ga Tr se pepery IETS mpl etna ant tena 67 ‘ovens parm nent TS sant dcuat StuaPar Rasen 308 Fn yellow blade BLADE TRACKING CHECK with stroboscope with tracking flag One blade (by convention the yellow blade) is used as the datum; thus in practice, itis only necessary to align the tracks ofthe blue and red blades with the track of the yellow datum blade: + Toincrease the lt ofa biade, lengthen its pitch change rod To decrease shorten its pitch change rod Fn red blade < Fn yellow blade REQUIRED ACTIONS Decrease rod length BLADE TRACK DATUM Increase rod length NOTE that if there is no vibration, your rotor is correctly balanced and a tracking check is not needed FORINSTRUCTIONONLY 6.14 Cacoaee tape E18: pu re canane ces te ene naan pra fr ETS ‘Mtoncse ou i ga lhuonarme shopaoarty IETS rpaott att nrc tana ‘heen pr mor uae TS ota tbe anced © ap Rast 07008 Iss. 41-2006THM ee i stereo 6.5 MAIN ROTOR BLADES B version : composite materials, B1, B2, B3 & BA versions : composite materials AIRFOIL: NACA 00 12 AIRFOIL: OA 2 09 ‘Symmetric Thickness ONERA Asymmetrical Thickness % airfoil chord °% airfoil chord Thicheressichord rato Thickness/chord ratio ee a an Airfoil chord 300mm C : Airfoil chord 350 mm . oo peer serio sais au Polyurethane protection Stainless stool cuffs Blade c.g. ocation Renee or Zi on underside mount ‘on underside / / J gu = / Bonding braid protected J, Fis tbs ao canored during / er y pohurethane tape Position marks ih end Sthtab set ot 0° can con underside for te cambered during blade blade oti prop ef adjustment on MEH Stave and dynamic Foam balance weights,-0(% cp ‘ Ena blank with JW? got ey {na blo wi £6 loss rovng tp woun thing. «gf 1 Se around bade etach inserts Check mith ag a and forming te leacng edge sper and nealing ede leage Mounting screw for sroboscopo ieee tracking chock target Base Kinks forming fade skin Roving spar tess fatric skin Stainless. f os Stoo ut Polyurethane stip - ‘Spar box structure“ Foam core Roving ‘tograted in eifo! (lassfiver) trailing edge FORINSTRUCTIONONLY Iss, caduameteunsoge 13ers et den alte E'S 212008 ‘ttc i ear beep ET opal suaereesenttwart at 615 ‘Benunesp ne auonann ie Sard treatons nat Sean @ Facey May Se EEeurocopter cr ty +L. Ty= Cr, the helicopter is in equilibrium +L. Ty< Gr, the helicopter turns to the left +L. Ty> Gr, the helicopter turns to the right. Blade Half-shells —— The meune neing perforstie toon Kc Ts blade aseo by pivots about to Sosee bof ond ey “Dalanogs ia every ha revlon, Le. when th od Yancing bade lite sbove tre plane of ean he te treating bade dops below th plane Aavancing NB. The aping melon eorpenoste forthe tit asymmetry between the advancing and the retreating Flapping FonsTaucTONONLY i See cada mena ci Moe een Stepan ee meaner xs "Btn wen thorn ETS arate conan sate roel SEamc Nery Sevens 08 S00eurocopter Boss weights ° ' FORINSTRUCTIONONLY De “Aznammninepantm mapa Rasiarnabopagey tes mystoneareneeseee eee 85 41-2006 oaEurocopter a Training Services THM comets u 8.4 TAIL ROTOR CHARACTERISTICS Rotor diameter = 1,86m 185 mm chord, extended by a trailing edge tab Weight ee : 4GKG —_DesIGN Wists nrrnnnn eam Airfoil symmetric NAGA 00.12 Spar in twist area preset to 10° 8.5 TAIL ROTOR COMPONENTS The construction of the tail rotor blades is similar to that of the main rotor blades, ie. + glass roving spar (longitudinal roving layup) -foam core glass fabric skin laid at + 45° (2 layers). ‘A, & B, : Attachment points of the rotor hub chordwise balancing weights. CC: Attachment point of the spanwise balancing weights. | 1 -Impact finger | 2-Outboard nib | 3-Spanwise static balancing weights | 4 Lower sutaco protection -polwrathane shoot 5 -Skin (2 glass fabric layers) 6 -Leading edge protection (bonded stainless stee!) | 7-Gilass roving spar 8 -Alkyd isocyanate foam 9-Mounting plate for blade assembly balance weights 10 -Blade control horn 11-Boss weights 12-Tab | FORINSTRUCTIONONLY 86 “dronamumunepotanoanass Rossarat cbs pont GS ropeatfanaoe eran tsnanad fev ‘Seman pr antoneumnn ct eTS andes cate shtotb ected usp’ nr Sens 0209 08-2008Tam eurocopter —_s 1 sonorey 8.5 TAIL ROTOR COMPONENTS (Cont'd) ASSEMBLY OF TAIL ROTOR Laminated taper bearings Stee! insert — Elastomer 1 -Seesaw halt-shell 2-Blade root ring with boss weights 3-Laminated half-bearing 4-Blade spar an 10 -Rotor shaft | —— ve eaaeeeererece RUIN asc ie “GEE eee,THM wt 88Eurocopter THM ‘Training Services a La Babee ELECTRICAL POWER SYSTEM 9.1 DIRECT CURRENT POWER SOURCES 9.2 POWER SYSTEM COMPONENTS AND THEIR FUNCTIONS, 9.3 LAYOUT OF POWER SYSTEM COMPONENTS. 9.4 OPERATION OF ELECTRICAL POWER SYSTEM 9.4.1 WITH AN EXTERNAL POWER UNIT (EPU) 9.4.2 WITH THE BATTERY 9.4.3 WITH THE GENERATOR 9.4.4 OVERVOLTAGE AND RETURN CURRENT DETECTION 9.4.8 GENERATOR RESET FUNCTION 9.4.6 EMERGENCY CUTOFF FUNCTION 9.5 DIRECT BATTERY 9.6 INSTALLATION OF A SECOND BATTERY 9.7 POWER DISTRIBUTION TO CONSUMER CIRCUITS 9.8 250 VAAC POWER SYSTEM FORINSTRUCTIONONLY Iss Casmaerin po ES ne pu ha cae ctr trea sean a 41-2006 “teeseumpnenmerecnounsmteTatedmsoeee Oabarsiapae soeetaie tee ee Eee oaeurocopter Training Services THM TW List of effective pages Page Of ss. 47-2006 Page 09 Rev. 45-2007 Page 02 Rev, 03-2008 Page 10 Rev. 45-2007 Page 03, Iss. 41-2006 Page 11 Rev. 45-2007 Page 04 Rev. 45-2007 Page 12 Iss. 41-2006 Page 05 Rev. 42-2007 Page 19 88. 41-2006 Page 06 Rev. 45-2007 Page 14 Rev. 45-2007 Page 07 Rev 03-2008 Page 19 Rev. 45-2007 Page 08 Rev. 45-2007 Page 16 Iss. 41-2006 FORINSTRUCTIONONLY ecm eta pp ET tp ew carn cee rp an arn ki at ETS Rev. 92 ‘sSipeaeps enon acon 1s sass toto second Oe ep rey se OCOD 03-2008,THM m172 9.1 DIRECT CURRENT POWER SOURCES The hetcoptrs elena system can be energized by 3DC power sources: 2° ‘The STARTER-GENERATOR is driven by the engine and is the nor- ‘mal power source in fight. t powers the helicopter system and charges the battery. In the starting phase when it drives the engine, the gen- erator is powered by the battery or by an external power unit (EPU) and functions as an electric motor. ‘The BATTERY provides power on the ground for self-contained en ine startups and for energizing the systems with the engine shut down, IN FLIGHT, IT SUPPLIES BACKUP POWER IN CASE OF GENERA- TOR FAILURE (for a limited time depending on its charge level). ‘The EXTERNAL POWER UNIT (EPU) can be used instead of the battery on the ground for engine starting and for running the electrical tests. OPERATING PRINCIPLE OF THE POWER SYSTEM Contactors C cut in (or bring on line) the different power sources onto the distribution busbar. When a contactor is, closed, its matching generator can supply the distribution bus- bar. The battery and generator contactors can only be closed when the EPU is open-circuit; this prevents uncontrollable currents (dangerous for the equipment) developing between the various power sources. @... mibox Mae a ee ee 5 4° 4% Distribution busbar Consumer circuits Distribution busbar a i | i| 1 ae i} 1 1 I | ° je ee OPERATION WITH THE 3 POWER SOURCES Consumer circts t EXT PWR SUPPLY BY EXTERNAL POWER When the extemal poweris energized, neither the generator nor the battery can be cut in. The generator can how- ‘Sartor aa Consumer circuits SUPPLY BY BATTERY The battery can only supply the dis- tribution busbar when the genera- toris open-circuit and the EPU dis- oT SUPPLY BY GENERATOR ‘The generator can only be cut in when the engine is running and the EPU disconnected. When on line, over be energized as an electric mo- | connected. The starter can be en- | the generator charges the battery (U. tor for starting with the EPU. ergized (Starting) GEN > U. BATT). FORINSTRUCTIONONLY 41-2008 aint rat ET ne pute emma ester ures oaenor ead gees ETS ‘ancnunepatee nin Man epee Ts ropes we het reso 9.3eurocopter a f Training Services: THM eee T12 9.2 POWER SYSTEM COMPONENTS AND THEIR FUNCTIONS EXT PWR © Direct battery ee ne ey ZIV (4 tmp ‘The battery, generator and EPU are controlled, monitored and protected by the following components: Contactors K4, KS, K6 cut in each generator onto the distribution busber. ‘Siarting contactor K3 connects the distribution bus to the starter circuit Pushbutton “EXT PWRIBATT" cuts in the EPU or the battery Pushbutton "GEN" cuts in the generator. Pushbutton “EMERG. CUTOFF" is an emergency control cutting out both power sources (battery and generator) simulta ‘neously, or the EPU if energized. Pushbuttons "CRANK" et "START" control respectively engine cranking and starting Pushbutton "GEN. RESET” is usedafter an inadvertent cutout toattemptto.cutinthe generator again Relay K‘1 inhibits excitation and cutin of the generator during engine starting and cranking, Relay K2 inhibits cutin of the battery and generator when the EPU is energized PCB Z1 controls generator cutin and cutout and regulates the generator voltage at 28.5 V + 0.25 V. Current sensor MCR (winding) measures the return current to the generator. Indicator lights "GEN." and "BATT®, when lt, denote cutout of the related generator. Warning light "T® BATT” comes on when the battery internal temperature exceeds 71 Protection PCB Z2, in case of overvoltage (U > 31.5 V), grounds coil b" ofthe bistable relay and de-energizes relays 1 and K4, thus isolating the generator from the PP 12 busbar. Time delay "T" inhibits a reset in case of a permanent electrical detect Voltage and amperage are indicated on the V.E.M.D. via ASU” 2. ‘The contactors, relays, voltage regulator, PCBs and sensor are grouped in a functional assembly known as the ELECTRICAL MASTER BOX. FORINSTRUCTIONONLY ‘coda eta popes ETS tea pa Bconmaa seo anon rat bt ETS 94 ‘emresmerwtmonaumrzen at Santas sant saad nr an Ses 8 A?eurocopter THM Treining Services —=s Ls noon 9.3 LAYOUT OF POWER SYSTEM COMPONENTS, Voltmeter \ Failure warning pane! / N.B. The layout of the indicator lights depends on the helicopter version. ~. Refer to your Flight Manual, ame Generator Battery Battery Ammeter Light on: cutout cutout —_overtemperature GENERATOR (on engine) EXT. POWER [ (on onaine) BATTERY CONTROL PUSHBUTTONS N.B. The layout of the contro! pushbuttons depends ‘on the helicopter version or customization. Refer to your Flight Manual ELECTRICAL MASTER BOX : (woight = 5.6 kg) Overvoltage Caaateentte protection PCB é én tation relay gy Se ee. -EPUralay / Cuting/cutout & is / Viregulation PCB Fuses * O 100A Fuse CONTACTOR FUNCTION = PTI [els K3, STARTER Contactor Es 4, GENERATOR Contactor ° KB BATTERY contactor QOOOE K6.EXT. POWER cae (21 Os. 3 K7.FAN Contactor = 15 Kw fe eed OQ . fT Main distribution Hall effect loop —— busbar MCR ° FORINSTRUCTIONONLY = ceded ena pti E78 pet cone en 42-2007 ‘Stans at nan cE TSante cotter se eck @ ee ae Soc oe 0A 95a eurocopter Training Services THM m2 9.3 LAYOUT OF POWER SYSTEM COMPONENTS ARRIEL ENGINE EPU SOCKET Protected by a pushbutton-operated, quick opening/clos- ing door and with 3 terminals: = Negative terminal, ~ Live power terminal. = EPU relay auxiliary terminal BATTERY STARTER / GENERATOR Ventilation pipe ‘Shunt type Generator , self ventilated Nominal power : 4.8 KW ‘Attachment by quick disconnect tapored flange and clamp. Cables connected to terminal GENERATOR (or eine) EXT. POWER BATTERY Alkaline type with 20 cadmium-nickel cells, - Nominal voltage: 24V - Nominal capacity: 16 Ahr = Short time rating: 10.7 KW (825 Ax 13 V) = Weight : 16.5 Kg (in B3 version), - Thermal switch closure: 71°C INSTALLATION: At the rear, the battery rests on a stop (1) Under which its baseplate fits. At the front, a toggle fas- tener (2) secures the battery its support (When the lever is locked forwards, the ballery is secured), CONNECTIONS: The + and- leads are connected on the terminals by a quick-release wing nut. The temperature, sensor has one connection. FORINSTRUCTIONONLY eget tpn semen eae atarti nnS Rev. id Le epenananeatnae oa comes temeee eag ae esas 45.2007THM Teneo a Tz 9.4 OPERATION OF ELECTRICAL POWER SYSTEM 9.4.1. WITH AN EXTERNAL POWER UNIT (EPU) ~The energized EPU is connected to the EPU socket (check the EPU output voltage is stabilized at 28V) | ‘Note : on 83 version, current and voltage values are displayed on the VEMD. i xr broai laccht = 8 ream @”” 1-When pushbutton "EXT PWRIBATT" is pressed, relay K2 is excited and makes contact. EPU contactor K6 is energized by K2 (normally open) and KS (normally closed); this cuts in the EPU, which now supplies the distribu: tion busbar. As long as contactor K2 stays in its normally open position, the excitation circuits of battery contactor KS and generator contactor K4 are cut off 2 Indicator lights “BATT” and "GEN" are lit as they are energized via the normally closed contacts of relays K4 and K5, 3- The voltmeter reads the EPU output voltage. FORINSTRUCTIONONLY Cedpunet apg 13m drag ste ung ton pre rt ETS Seton won ener EFSans to ete reed Stree Tas ee ae 97eurocopter Training Services THM 2 9.4.2 WITH THE BATTERY Note : on B3 version, current and voltage values are displayed on the VEMD, xr PATI, a8u Poe. 2 4- The conditions for cutting in the battery are: - EPU disconnected (relay K2 normally closed) = generator cut out (engine not running or generator failure). 2- Pressing pushbutton "EXT PWRIBATT™ closes the excitation circuit of contactor KS. the battery supplies the distribution busbar - the "BATT" warning light is off 3- The "GEN" warning light is on. 4- The voltmeter reads the battery output voltage. FORINSTRUCTIONONLY Cedparetestpapit £1 gt de conus europa nado ron re ES Rov, 98 ‘tienenansapet tev cusipa sceauna pps pata ste pense uate etl ieneTHM T12 9.4.3 WITH THE GENERATOR ‘Note : on 83 version, current and voltage values are displayed on the VEMD. | reser dg) eurocopter Training Servces indicator Biroot battery 1. CONDITIONS FOR USE OF GENERATOR = EPU disconnected, relay K2 normally closed, = pushbuttons "BATT" and "GEN" depressed. -pushbuttons “CRANK” and "START" released (the "generator" function is not compatible with, the "starter" function) 2 - EXCITATION When the pilot releases the "START" pushbutton at the end of the starting sequence, the following occurs: relay K1 is energized and trips its contacts, ~the 1 sec memory on PCB Z1 is reset Contact C closes for 1 second, itation is energized by the battery +ve and relay K1 with its contacts nor- ‘mally open. 3- GENERATOR CUT IN As the engine speed increases and when the generator voltage exceeds the distribution busbar voltage (U Bat- tery)by 0.5 V, contact A (controlled by a PCB Z1 module) closes. This energizes generator contactor KG via the K1 in working position contact and the external power K2 in rest position contacts. THE GENERATOR CUTS IN and supplies distribution busbar PP'12. The "GEN" light goes. ‘out. The ammeter and the voltmeter measure the genera- tor output current. The regulation unit keeps the voltage stabilized at 28.5 V by varying the excitation current (For the voltage regula tion, refer to the Maintenance (MET) Manual). FORINSTRUCTIONONLY Rev. 45-2007 Ce docnenetia ope ETS toon de crear de ie et Wp ena iti ETS easeireitin ns nanetnepepuy tempat renter oya eurocopter Training Services THM m2 9.4.4 OVERVOLTAGE AND RETURN CURRENT DETECTION ‘Note : on 83 version, current and voltage values are displayed on the VEMD. PROTECTION AGAINST OVERVOLTAGE In normal operation, the generator supplies busbar PP12 via contactor K4. The detection PCB Z2 in the electrical ‘master box monitors the voltage downline of K4, If the voltage exceeds 31.5 Volts, the overvoltage PCB grounds coil b of the bistable relay, which flips and cuts, off the power to relay K1 and contactor K4. K4 opens to, isolate the generator from busbar PP12 and to illumi- nate the "GEN’ light. The opening of K1 cuts off he gen- erator excitation ‘UTOFF | } lace Ng 1 indicator | Direct batory _ version PROTECTION AGAINST RETURN CURRENTS The MCR sensor monitors the return current from the BUS to the GENERATOR. When this currents between 6 and 10A, the cutout module on PCB Z1 isolates relay k4 from ground, causing the generator to cut out and the “GEN’ light to come on. NOTE: When the generator has been isolated trom busbar PP12 after an overvoltage, the "U > 31.5 V" module retums to its nor- mally closed position and bistable relay coil b is no longer grounded. FORINSTRUCTIONONLY 9.10 Ceoarent arote ETS tpn arma est our at asomaon reat sme ES Riv, “Soncraeamaten ri edema as opal alermenet tema 45-2008jeurocopter THM Oe —— Ter — 9.4.5 GENERATOR RESET FUNCTION [Note : on 83 version, current and voltage values are displayed on the VEMO. EXTPWR ASU) : : ExT Praat EMERG. | ‘9 |o ne * —) le Ng | [ indicator ue yt it iy) | at | Baise a Ps as: reat] @ After an overvoltage, itis possible to revert to the normal configuration by pressing the "GEN RESET" pushbutton; this energizes coil aof the bistable relay, which changes state When energized, relay K1 makes contact and the ener gized contactor K4 cuts the generator into the system. Simultaneously the generator excitation is supplied via resistor R; this resistor limits the excitation current to prevent another overvoltage that could cause the over- voltage PCB to isolate the generator once again. Time delay T of bistable relay coil a inhibits resetting when the ‘overvoltage is continuous, FORINSTRUCTIONONLY Rev. Cegocintet oa ET Am peut smut deste wpm nnn pk te ES 45-2007 ‘i Seenoper tr atta LETS ae ace aoterd oes Tay Sten DS MOST 911a 9.4.6 EMERGENCY CUTOFF FUNCTION ‘The "EMERG. CUTOFF" pushbutton is used in case of an emergency (e.g. crash) to simultaneously cut off the gen- erator and the battery. When the "EMERG, CUTOFF” pushbutton is depressed, generator excitation relay K1 is no longer energized and HENCE THE GENERATOR CUTS OUT. Contactor K5 is no longer energized ‘THE BATTERY IS ISOLATED FROM BUSBAR PP12 9.5 DIRECT BATTERY Although the “EMERG. CUTOFF" function isolates the helicopter battery from busbar PP12, a few items of equip- ‘ment, essential for fight safety, are still powered directly by the battery eurocopter reining Services THM m2 To battery contactor KS ewes et cuore | ozo) é e - From 2 relay Kt The lighting on the pilot's overhead panel is energized by direct battery power output from the electrical master ox via fuse F3, Equipment such as the NR indicator, ANg indicator and the internal communication system (ICS) are all ener- gized via fuse 2E3 located above the battery. FORINSTRUCTIONONLY 9.12 Cadet et rep ET napa comet es eo pedro drag ETS “sssncrtr peering ms repay IETS. ropa! tsa mre haan et ‘he umesrar men uc te Satara nt aac Sear ray Sees Iss. 41-2006eurocopter Training Servi THM 2 ——s 9.6 INSTALLATION OF A SECOND BATTERY The installation of an extra battery is designed to facil- tate engine starting at very low temperatures between 15°C and -35°C (the batteries remain on the helicopter). ‘The extra battery installation comprises: ~ A second 16 A/hr. battery installed in the RH lateral compartment above the standard battery. = A power contactor (27P) that connects the 2 batteries in parallel AN i Lean The system is utilized in parallel with the control push- buttons of the standard system, ie. BAT. - EMERG, CUTOFF- START and CRANK, When the "BATT" pushbutton is depressed Battery contactor K5 makes contact and busbar PP12 is, energized. Simultaneously contactor 27P is supplied and the sec- ond battery 21P2 is connected in parallel with the heli- copter system. The battery is kept connected throughout the starting se- quence and the normal operation of the power system (battery charging), The closure of contactor (27P) connecting the 2 batter- ies in parallel is indicated by the "BAT." ight on the fail- ture warning pane! this light goes out when power con- tactor 27P and battery contactor KS are closed. Power oO ~ a battery 21P nia FORINSTRUCTIONONLY Iss. 41-2008, axes oy Sra pm recs ete eh in fon pee ted ETS ‘dsanconenng peut Seta sneer ETS ropottt shale moar at ers ran nest Tae cama Mesos dees Sect hae semerbs INS 9.49eurocopter a Tramning Services THM . T172 9.7 POWER DISTRIBUTION TO CONSUMER CIRCUITS The current is supplied from distribution busbar PP12 The other circuits are protected by quick-blow fuses. The {in the electrical master box) to the 3 distribution bus- breakers for busbars PPS, PP6 and PP9 are grouped to- bars PP5, PPG and PP9, which are connected to the gether on 2 panels accessible by the pilot. consumer circuits oat lay Fuses protect each of the main circuits supplying distri- bution busbars PPS, PPS and PP9. As the engine and Consumer Consumer Consumer circuits circuits circuits Fan I Options MGB oil cooling system is a large consumer, itis also protected by a fuse. Hoist or ‘omorg oatation ‘gear XS Battery contactor fa Fa Xp mm = Vohlage Pe = Pilots igniting PPS eoginetor PT PPT) | 2p aa : 2p Direct battery {fbi i cen. BATTERY EXT. PWR FORINSTRUCTIONONLY Ceacanet etapa Empat conn toprol ETS Rev. 14 stunconrempetntnogas Basses pope tETs tpetetsustseneeta ements \Senmesrrntmn staan Es ates al ott an © Earp Tay sacs OS 00NE0 45-2007jeurocopter THM rang amee i 12 eee 9.8 250 VAAC POWER SYSTEM ‘The AC system generates 115/26V, 400H2 single phase The AC power system consists of a static inverter, a push- power, button (1) on the pedestal, a fuse on fuse panel 32a, a It supplies the AC power consumers - the autopilot and “S/INV" light (2) on failure warning panel 4a and 2 detec- navigation instruments - from the helicopter DC power tion relays 31X and 32X. system, * sinv i g.¢8 5 . SE gi oF gs 24 peeedesh, $a is erie Segsi gb s LOCATION ON HELICOPTER 6 B°F gs § g PvP Py Py STATIC INVERTER CHARACTERISTICS. - Weight ennai ONG, “PON on wve2v Cuter do adeno iad ta sAmax ~ Single-phase output voltages oe 15 V 5% - . 26VL5% ~ Frequency rare 400 Hz = Nominal uiput power 250A ~- Operating temperature range ~ 46°C + 70°C. a1xs2xRelay | steric INVERTER Je, § - Pushbutton \ \ INV (k Pee t= under cabin Noor BREAKER PANEL FoRMsTRUCTONONLY ie Jaqurrageneecensasennsitattactentoreshenioginieiniemtien fe SS atest terest on ‘veer noon enon IETS and crc tb aed rep ary Sc 05 00870a S22 a 2 FORINSTRUCTIONONLY Iss. 41-2006THM 1 Rov. 11-2009 eurocopter hs 10 HYDRAULIC POWER AND SERVO ACTUATORS SINGLE GENERATION 10.1 SERVO ACTUATOR HYDRAULIC SYSTEM 10.1.1 OVERVIEW OF PRINCIPLES OF HYDRAULIC SYSTEM 10.1.2 HYDRAULIC SYSTEM COMPONENTS AND THEIR FUNCTIONS 10.1.3 HYDRAULIC SYSTEM OPERATION 10.1.4 LOCATION OF HYDRAULIC SYSTEM COMPONENTS: 10.2 SERVO ACTUATORS 10.2.1 "SAMM" SERVO ACTUATOR 10.2.2 YAW LOAD COMPENSATOR FORINSTRUCTIONONLY SepoemnieyciTt a yetpeoen nts eso remen sastonasioaaaneem tems “Seusrnprraaeneascuanaa ETS crm cosrn ta stbe eons State ReasgsancenOSTON “cn Seo Tam as List of effective pages or ov 20 | Rev. 11-2009 Page 10 - 7 a Rev. 48-2008 | a 10.2 “‘asonornsepenteessagss hasten epeseyr ses mopar taaio peers eemnaesatna, Bey: ‘hemes anatase Santer cents td Fat mag Sr 9 11-2009euroct r THM ennesreoes” ts. +f sey 10.1 SERVO ACTUATOR HYDRAULIC SYSTEM 10.1.1 OVERVIEW OF PRINCIPLES OF HYDRAULIC SYSTEM (1) Principle of system ‘The hydraulic system supplies hydraulic power tothe servo actuators. Always bear in mind that the hydraulic power is related to the pressure (P) and flowrate (Q) by the equa- tion Power =P xQ_ which means, at constant power, that: + any increase in flowrate reduces the pressure + any decrease in flowrate increases the pressure. The AS 350 has a constant-power hydraulic system, in- cluding ~ a gear pump driven at constant speed by the MGB and. ih a constant discharge flow of 6 lin, ~ a 3) iter with a visual clogging indicator ~aregul eas” keep the pressure at its rated value of P,, ‘The pump discharge flow is designed to satisfy the de- mands of the servo actuators in all conditions, which re- ‘sults in an excess flow in normal flight conditions. The excess flow is bypassed into the hydraulic reservoir by the regulator valve, which opens when the pressure ex- ceeds 40 bar. Let: =Q, be the pump’s constant discharge flowrate = Q, be the flowrate demanded by the servo actuators (which varies with their workload) -Q, be the excess flow bypassed by the regulator valve. These flowrates are related as follows: Q, = Q, + Q., 11Q, increases, the system pressure drops and the valve starts to close and decrease the flow Q, in order to bring the pressure back toits rated value. If, decreases, the opposite occurs. VALVE OPENING DESIGNED TO KEEP P CONSTANT ‘AT EACH VALUE OF Q, 2 Excoss flow Regulator valve iter with clogging indicator Constant prossure Pn = 40 bar or Hydraulic reservoir YS constant pump { Gear pump a discharge 20 = 6y/min. Flow required by servo actuators FORINSTRUCTIONONLY 41-2006 ‘usurp er cnnahqa ees ood fasten pie te ETS ‘dacnenn pene nap Th sumo sepgry ETS mopar taste oneness ‘erase tran IETS a sts casnaa deat ees henson ee 10.3a eurocopter Training Services| THM " 10.1.1 OVERVIEW OF PRINCIPLES OF HYDRAULIC SYSTEMS (Cont'd) ALWAYS: - Use only the hydraulic fluid specified by the manufac- turer (See Flight Manual) since its properties guarantee correct and reliable system operation (e.g, satisfactory performance of seals and packings). ~ Despite excellent stability, hydraulic fluid deteriorates with time and must be replaced at the intervals stipulated few precautions with hydraulic fluids by the manufacturer. Refer to the Master Servicing Rec- ommendations (MSR). = Contaminated fluid = premature wear of the servo ac- tuators (2.9. erosion, risk of distributor seizure, filter clog- ging). Hence: ~ Only top up with ABSOLUTELY CLEAN fluid, ~ Check the filters according to the MSR. HYDRAULIC FILTER WITH CLOGGING INDICATOR UNCONTAMINATED HYDRAULIC FLUID ‘The magnetic piston (3) -spring (4) assembly detects the pressure difference (AP) across the filter inlet and outlet. AP will be small when the hydraulic fluid is clean. Spring (4) seats the magnetic piston on the bulkhead separat- ing the spring from visual clogging indicator (1), The visual indicator is pulled against the bulkhead by the magnetic field of piston (3) and compresses spring (2). 10.4 CONTAMINATED HYDRAULIC FLUID As dirt builds up on the filter element, the pressure up- stream of the filer increases, When.ARereaches-2rbar- the resulting pressure pushes back piston (3) by com- pressing the spring. The magnetic attraction no longer, acts and spring (2) pushes visual indicator (1) until its tip, is visible outside, indicating contamination of the filter. Refer to the manufacturer's manual for the action to take.THM a soot 10.1.2. HYDRAULIC SYSTEM COMPONENTS AND THEIR FUNCTIONS Post Mod 073317 HORN pushbutton 41 Regulator valve Alarme casque 12 Solenoid valve (Main) Hydraulic fluid reservoir 13. Solenoid valve for discharging accumulator Strainer 14 Accumulator 15 Hydraulic actuator luator solenoid valves 16 Multiplying lever 17 Non-return valve ressure switch "Low pressure” 18 Pressure relief valve Backup accumulators ‘A “HYDRAULIC TEST” pushbutton Main rotor servos non-return valv B “Hydraulic cutoff" pushbutton FORINSTRUCTIONONLY 38-2008 “recreate Sans crt kato Oss SF Tas veda eure Tr ocopter THM 1 10.1.2 HYDRAULIC SYSTEM COMPONENTS AND THEIR FUNCTIONS (Cont'd) 1 HORN pushbutton on control pedestal. Used to disable the horn, HORN providing aural alarmin case of loss of hydraulic pressure or drop in NR. Hydraulic fluid reservoir Strainer (mesh size = 0.8-1 mm) on pump inlet, Gear pump driven by MGB, with flowrate = 6 Vin, Main rotor servo actuator solenoid valves, controlled by pushbutton B. Used in case of hy- draulic failure or seizure of a servo actuator dis- {ributor to route the servo pressure inlet line back into the reservoir; this eliminates back pressure in manual control and hence reduces the control loads. 7 Filter unit with clogging indicator. Filtering capacity = 3p. 8 Pressure switch, which closes the "HYD" light, circuit when P < 30 bar. 9 Backup accumulators on main rotor servo actua- tors. Used in case of hydraulic failure to provide a small energy reserve so that the pilot can attain a “least load’ fallback speed for manual control. 10 Main rotor servos non-return valves, which are closed in case of hydraulic failure by the accumula- tors’ pressure (the flow from the accumulators is only used by the servo actuator) 11 Regulator valve, which keeps the system pressure at 40 bar. 12 “Hydraulic Test” solenoid valve, controlled by pushbutton A. When energized it pens to route the ‘servo actuator supply circuit back into the reser- voir. This depressurizes the system and allows the backup accumulators (9) to be tested on the main rotor servo actuators. 13. Solenoid valve for discharging accumulator (14). When open, the valve allows the pedals to be operated with the rotor stopped. 14 Accumulator, which provides a power reserve for load compensator actuator (15). 415. Hydraulic actuator, which together with lever (16) facilitates tal rotor pitch changes in case of loss of hydraulic power. 16 Multiplying lever, which magnifies a small displace- ment ofthe actuator piston into a large movement of the servo actuator rod connecting point. 17 Non-return valve, which keeps accumulator (14) charged in case of loss of hydraulic pressure 18 Pressure relief valve, which partially bleeds off the hydraulic fluid when the compensator piston returns from the extreme extended position; this eliminates hydraulic locking when the system is pressurized. A "HYDRAULIC TEST" pushbutton actvates solenoid valves (12)and (13). B “Hydraulic cutoff" pushbutton (on collective lever) activates solenoid valves (6). "HORN light; when lit indicates the aural alarm pushbutton is not in working position “Hydraulic pressure drop" warning light, FORINSTRUCTIONONLY 106 1S: 4ra au tenconmag seta os eet pitt ETS. Rav. "poorest aubranon oe Sarees cath er SF May Saca 03 008 45-2007THM aoe es. " oon 10.1.3 HYDRAULIC SYSTEM OPERATION Post Mod 073317 (1) Normal Operation = When pusbuttons A and B are released: De-energized solenoid valves (6, 12, 13) are closed, = Hydraulic pump (5) is running (rotor spinning). = Regulator valve (11) holds the pressure at 40 bar: HYD light is off and horn is silent, = Servo actuators are pressurized normally. = Hydraulic fluid compresses the nitrogen in the accumulators, FORINSTRUCTIONONLY Rev. Ceaanartanta oi tne be cna terse aoa eas te ETS ea ‘tani pasate ag seat ETS np tab mpd ate te 107 ‘Beware rasan ETS cat oat bance Sara Neen Sees 0ao leurocopter THM etme 77 10.1.3 HYDRAULIC SYSTEM OPERATION (Cont'd) Post Mod 073317 (2) Loss of hydraulic pressure ‘Activation of the "HYD" light and the aural alarm indi cates a drop in pressure, caused by leakage, a broken ¥ pump drive belt, etc is informs the pilot that manual control is necessary. PURPOSE OF MAIN ROTOR SERVO ACTUATORS BACKUP SYSTEM The main rotor control forces vary with the helicopters air- pilot should therefore decrease the airspeed by reducing speed. Above a certain speed, they increase as the heli- collective pitch so that the control joads are acceptable for copter flies faster. In case of hydraulic pressure loss the manual piloting. OPERATION OF BACKUP SYSTEM ‘As soon as the system pressure drops, the accumula. The non-return valves are closed and the servo actua- {ors release their stored pressure as the nitrogen ex- tors are kept pressurized until the accumulators are fully pands discharged THE PILOT MUST REDUCE THE COLLECTIVE PITCH BEFORE THE ACCUMULATORS HAVE FULLY DISCHARGED. (3) Seizure of a servo actuator distributor Ia servo actuator distributor seizes, control reverts aulo- ‘matically to manual and the pilot must therefore cut off the hydraulic supply by pressing pushbutton B. This reduces the control forces by bleeding off the pressure in the servo actuators. ch | FORINSTRUCTIONONLY aca agama gman nme rea ae st ‘ ‘pe wan pant anon ETS ot ots ants aod Supa Msn Sontr 48-2008,THM tee — n soca 10.1.3 HYDRAULIC SYSTEM OPERATION (Cont'd) Post Mod 073317 (4) Hydraulic System Cutoff Test a 15 i 14 16 "7 ‘The hydraulic system components can be checked for correct operation With the rotor spinning, pressing pushbutton B opens sole- ‘noid valves (6) and (12). The pressure then drops, the "HYD" light iluminates and the control operating loads are instanta- neously perceptible, except on the yaw pedals where they remain low due to the action of the compensator. FORINSTRUCTIONONLY Ceduna pogrite ETS trap orca ni op aot rn rt ETS “hecugesspns ew oaocmote Sarde rts mart rt Fates Roary Senco 50 are eurocopter Training Services| THM nt 10.1.3 HYDRAULIC SYSTEM OPERATION (Cont'd) | Post Mod 073317 (5) Test of accumulators On the ground with the rotor spinning, pressing "HYD TEST” pushbutton A causes: Solenoid valves (12 and 13) to open, which immediately depressurizes the system, iluminates the "HYD" light and triggers the gong. "HYD" flashes during this test. At this time the pilot should be able to move the cyclic stick without any effort until a resistance is subsequently felt, indicating the accumulators have discharged, CAUTION To operate or center the yaw pedals on the ground with the rotor stopped, pushbutton A must be depressed for a few seconds to open solenoid valve (13) and discharge accumulator (14) FORINSTRUCTIONONLY edna eniapegnieg E1Stna pm becom si ea pt tn prin drt ETS “tues nape Tn oppo Ts, mapas heat 10.10THM oe — 7 ray 10.1.4 LOCATION OF HYDRAULIC SYSTEM COMPONENTS 3 MAIN ROTOR SERVO ACTUATORS henna SERVO ACTUATOR The reservoir is secured to the casing by 2 clamps Q \ ee eu ce ee ‘adjustment Magnetic drain plug & hydraulic ground union Splined shaft . driven by pulley a Dy (6000 rpm) Drive bolt ——§ Puttey Delivery. entering Teena fpTempatt anda heat 40.1110.1.4 LOCATION OF HYDRAULIC SYSTEM COMPONENTS (Cont'd) THM n BACKUP SYSTEM ON EACH REGULATOR VALVE/FILTER UNIT MAIN ROTOR SERVO ACTUATOR (secured to MGB RH sido) ‘Nitrogen inflation vaive 15 barat 20°C ‘Accumulator . fegulator valve 43 bar £4 bar Bladder compressed by a hydrautic pressure Solenoid vaive (hydraulic cutof) "Prossure Low” switch ‘Closure contact sot at 30 + Sbar Bladder deflated when no Solenoid valve (hyaraute tost) hydraulic pressure » Servo controf Filter ‘marifold (iitering capacity TBD Non-return valve ‘Arrow in flow direction OPTION INSTALLATION OF GROUND POWER CONNECTION 3-Drain plug 4 -Suction pipe 6- Non-return valve FORINSTRUCTIONONLY az comanenony tua inne tennant | 5-Helicopter pump delivery pipe 7 -Ground pressure quick release coupling 8-Ground or pump delivery pipe Clogging indicator (OP =2.7 bar) 1 -Self-sealing suction ground connection 2-Manifold on RH side of transmission dock Iss. 41-2006‘ocopter THM —, es " 10.2 SERVO ACTUATORS The helicopter can be controlled without servo actuators: but this requires the pilot to apply non-negligible forces thal are difficult to gauge. These control loads are ab- sorbed by hydraulic servo actuators so that the pilot can ‘fly the helicopter PRECISELY and EFFORTLESSLY. N.B. In case of loss of hydraulic pressure, accumulators in the main rotor servo actuators provide a small energy reserve, giving the pilot time to reconfigure in the safety configuration. The 81 and 82, B3 versions are fitted with a yaw load compensator. 3 main rotor part from mounting differences, the 4 servo actuators on the servo actuators control linkages are identical. The 3 main rotor servo actua- tors are secured via rod-end bearings to the rotor mast casing (fixed point) and to the swashplate. MAIN ROTOR SERVO ACTUATOR TAIL ROTOR SERVO ACTUATOR The tail rotor servo actuatoris secured via a rod-end bear- ing to the airframe. The tail rotor control rod is attached Rod-end bearing — to the output adapter casing. Attaching bolts (1) act as secured (0 " guides swashplate ‘Servo actuator cylinder (mobite) 7 Pilot contro! input lever Piston rod secured fo rotor mast casing FORMS TRUSTONONLY ts, cetpmamturagaaets tapas nitertnenrwaantieg 9 ‘a000 ‘Tea 0.3jeurocopter a Training Borvicoe THM naa 1 10.2.1 "SAMM" SERVO ACTUATORS Apart from mounting differences, the 4 single-cylinder Weight Z 49k servo actuators on the controllinkages are identical. The Operating pressure ~ 40 bay assembly consists of a hydraulic actuator whose piston Piston cross-section 4.5 cma rod is anchored to the MGB or to the tail boom. When Input force .. : cine 0.3 GAN the cylinder moves, it displaces the swashplates of the Force at operating pressure (40 bar)... 180.daN rotors. The pilot acts via the input lever which controls Maximum useful travel ... 110mm y— the actuator’ distribution slide valve Bypass opening pressure L.. Bypass closing pressure T 1 FORINSTRUCTIONONLY ‘Codella prepa ETS tna pod econ A ear pada ra rt ES Iss. “Troumsn wen asnanet ETS otro sha ats eat Sear May Sanear OS 10.14 1 -Adapter casing attached to swashplate or tail rotor control link 2 -Bypass 3- Servo actuator cylinder (moving part) 4 -Distributor slide valve 5-Lock pin. | 6 -Slide valve control link 7 -Input lever (connected to pilot's control) 8 -Pilot control rod 9-Piston rod (fixed point of servo actuator) iput lever mechanical stop 11-2009rocopber THM Sarg oon ——s 7 Soccer 10.2.1 "SAMM" SERVO ACTUATORS (Cont'd) (2) Operation blocked and the pilot activates the contro! When the pilot stops the action, the 1m mechanical mode. distributor returns to the hydraulic zero. PILOT'S CONTROL STATIONARY EXTENSION OF SERVO ACTUATOR | = Tho input lever is centered relative tots stop. The input lever moves inthe extension diection. | ~ The distributor side is at neutral (Jt = J2), | The distributor side opens chamber A to the i = The servo actuator is in equlbxium, | pressure flow. ive. stationary Chamber B is then connected to the retum fine: the servo actuator | ‘tomains EXTENDED as long as the pilot ‘maintains his action. | When the piot stops the | action, the distibutor | retums tothe | yarauic zero. | > | ( | RETRACTION OF SERVO ACTUATOR LOSS OF HYDRAULIC PRESSURE | The input lever moves in the When the hydraulic pressure drops below compression direction. the bypass spring load, tho bypass pin is { The distributor allows leakage pushed into the servo actuator input lever ia aerate | Satin emia me ‘chamber B: the servo actuator is il auslyinerconnocted.Thoinputloveris tus || COMPRESSED. FORINSTRUCTIONONLY Iss. aazareai econ TS trp mann eerie a te aene 11-2009 “evmrenp erase sets cerrado n aust Seu Party Soveor O58 .26 P>26 tom fi < | eae ies ‘UPPER | Lé Z = — ‘UPPER: L — — | eT —— re aaa ptt | od ch COPILOT PILOT E PPI2 | | = = ---———] | penn es ig ca Seca ‘be aps p ten aortic TS ad coer oa tb ert © macy roy Sees 05 006 eeeurocopter THM Save eae a Ll soosaney 11.3 HYDRAULIC SYSTEM OPERATION (Cont'd) (2) Depressurization of LH hydraulic system The 3 warning lights ("HYD", "LIMIT" and "SERVO") illuminate, telling the pilot that the LH hydraulic system has failed. LHSYSTEM RHSYSTEM fan Ppaz. fi umn 35 bor pp13 copuor fe moe pore Rev. 45.2007 ‘7eurocopter ae Training Services THM sooo A 11.3 HYDRAULIC SYSTEM OPERATION (Cont'd) (3) Depressurization of RH hydraulic system The "HYD" and "SERVO" lights illuminate. When the "LIMIT" light is off, this indicates the RH system has failed. The load compensator system is isolated by check valve (14) and re- mains active. The pedal actuating load increases slighty. LH sysTeM RH SYSTEM 6 vim P13 FOR INSTRUCTION ONLY fev. crore tsa erm rm inn 9 ne Feareneninaeeecmeeevememeencm mT}eurocopter THM Training Services = i noone 11.3 HYDRAULIC SYSTEM OPERATION (Cont'd) (4) Tail servo actuator malfunction ‘The pilot is wamed of a tail servo actuator malfunction by in- ‘creased pedal control loads. He should then cut off he pressure by tripping switch (8), which energizes solenoid valve (7). LH SYSTEM RH SYSTEM \ pen p12 PP13 | 150 mora FOR INSTRUCTION ONLY 19 45-2007 Sse meen, nt pee FT mpet annpes re eeurocopter a Training Services| THM soos a 11.3 HYDRAULIC SYSTEM OPERATION (Cont'd) (5) Discharging the load compensator accumulator (after each flight) Pressing the “ACC” pushbutton (17) energizes and opens Note: In the event of a RH hydraulic system failure in solenoid valve (16). The accumulator is discharged, de- flight, do not press the "ACC" pushbutton as this would pressurizing the load compensator system. increase the pedal control loads (especially on the RH pedal) LH SYSTEM RH SYSTEM Perl far 6 umn pPis j 150 "7 16 FOR INSTRUCTION ONLY 11.40 ‘esac st ope ETS 41 put tbe conan ds eo repodssayoren pene eae ETS ts. “Shu sas prt aro ETS cf cata hal na os tsovd © Ere Parag Sens O00 aTHM orebgrancogl — boron 11.4 THE NEED FOR SERVOCONTROLS Flight control operating loads are assisted by hydraulic servocontrols to allow the pilot to control the helicopter effortlessly and accurately, MAIN ROTOR SERVOCONTROLS. The main servocontrols are a tandem-cylinder design ‘The upper cylinder is supplied by the upper hydraulic sys- tem, the lower cylinder by the lower hydraulic system. Therefore, if one of the hydraulic systems fails, the servocontrols cylinder remaining under pressure is sufficient to operate the swashplate in all ight configura- tions. 3 "tandem-cylinder* ‘main rotor servacontrols SAM SERVOCONTROLS FOR INSTRUCTION ONLY ne “cite fue ean nt aos Be poppe octal cee Stone “0 12008 ‘eens pwn outer FETS and x coats salt bo Sconad © Ecce Paty Sas 05 2008a eurocopter THM 11.5 MAIN ROTOR SERVOCONTROLS 41.5.1 MAIN COMPONENTS & SPECIFICATIONS Tandem-cylinder servocontrols: The casing moves and drives the swashplate, The pistons anchored on the MGB, ‘casing and is therefore stationary. The piston and cylin- der together form a double-action hydraulic actuator con- trolled by two double rotary distributor valves (one per cylinder). The double distributor valve prevents the fight 1 -Upper cylinder 2 -Input lever & stop (pilot control) | 3-Lower cylinder 4-Electrical receptacle \ 5 -Distributor seizure alarm unit 6 -Rigging hole for input lever (2) | (mechanical zero) 7 -Distributor control link 8 -Double rotary distributor valve 9 -Filter (105) 10-Piston 11 -Overload sensor (RH servo only) 12 -Liner (equalizes cross-sectional areas in both cylinders) 13 -Central bearing 1 ‘control from being jammed in the event of valve seizure ‘and continues to supply the servocontrols with hydraulic power. The operation of the valve and the seizure indi- cating system will be discussed later. The RH servocontrols is equipped with an overload sen- sor (refer to chapter 9.5). OPERATION OF COAXIAL DISTRIBUTOR VALVE - Normal operation: Distributor A rotates inside distributor B. - With A seized: Distributors A and B rotate together inside the casing, Hydraulic fluid is distributed by B. ‘SPECIFICATIONS Effective travel a 128 mm Piston stop-to-stop travel... 130 mm Input lever & stop travel +3mm Distributor opening angle «0... e Extension force (2 cylinders at 35 bar). 360 daN Retraction force (2 cylinders at 35 bar) 217 daN Input load with hydraulic power < 0.25 daN Steady-state hydraulic fluid flow (normal operation) 0.3 Umin. FOR INSTRUCTION ONLY ce ocuman es opie J ETS 4 put de commando reo repos sary aorta ate doe ETS Iss. W.A2 “ton commne poe sap, Tar came be opto ETS mf ft sha rapa obra mae it eprops armen ut oS dCs tb nnd Eres Pony Savon 0508 41-2009THM u 11.5.2 MAIN ROTOR SERVOCONTROLS OPERATI The figure below shows a servocontrols during retrac- tion. ‘The pilot's control input moves the input lever downward through an angle of -9, causing the distributor valves to rotate in direction -0. Chambers A in each cylinder are ‘open to hydraulic pressure and chambers B to the return line. The servocontrols retracts. It continues to retract as Jong as the pilot acts on the servocontrols input lever. This is the principle which slaves the servocontrols out- ut motion to the input action (pilot's command) Input lover travel range t Pilot's ‘input eurocopter Training Services es ION ‘AS LONG AS THE INPUT LEVER IS IN MOTION, THE SERVO CYLINDER FOLLOWS IT. WHEN THE LEVER STOPS, THE SERVO CYLINDER "CATCHES UP" WITH ‘THE LEVER, RECENTERING THE DISTRIBUTOR VAL- VES IN THE HYDRAULIC ZERO CONFIGURATION. THE SERVOCONTROLS THEN STOPS MOVING. Similarly, moving the input lever in direction +0 causes the servo actuator to extend. The distributor valve open- ing angle +0 depends on the rate of the pilot's action on the collective lever or cyclic stick, and determines the servocontrols displacement rate. Pressure Return Retraction chambers Extension chambers Pp R A B FOR INSTRUCTION ONLY Iss. 11-2009 x ume ea yop ¢ £18; put to unas Yr eure sane nd ttn et £1 ‘ign cnr pars Th acca he pean TS ft a a bambi tot 14.13 ‘es itn urn orETS od teres al a sad Eu Tay SencvelS 20eurocopter a eee THM 1 11.5.3 DOUBLE DISTRIBUTOR VALVE - A SAFETY FEATURE Ino safety provision were included, the seizing of a distributor valve ‘would jam the corresponding flight control linkage and make the rotors almost impossible to control. The double distributor valve prevents the control from jamming and continues to supply the servocontrols in the event of a valve seizing The unit comprises two coaxial rotary valves = the main distributor valve (1) ~ and the secondary valve (2) (Back-up distributor valve) (1) Normal operation ‘The main distributor valve is driven by the input lever (5) and ro- lates freely inside the back-up distributor valve. The back-up valve is secured by three balls (3) held in their re- cesses by a coil spring (4) .As long as the force F'1 exerted on the input lever does not exceed the locking spring force F2, the main distributor rotates inside the back-up valve and supplies the servo- control This is the normal operating mode. (2) Seizing of the main distributor valve Ifthe main distributor valve seizes inside the back-up distributor, the coaxial valve acts asa single unit and the input lever force (F' overcomes F2) pushes locking balls out of their recesses. Both distributors then rotate together, and the relevant servocontrols cy- inder is supplied via the back-up valve. If the main distributor valve seizes “closed”, the servocontrols operates normally. If the main distributor valve seizes “open” the ‘servocontrols is still supplied but the hydraulic zero, hence the bal- ance position, is offset (when the servo-control is shut down, the stop bellcrank is no longer exactly centered with respect o its stops) This results in an asymmetrical supply to chambers A and B of each cylinder ‘Main distributor valve seized “closed” FOR INSTRUCTION ONLY 144 ream ra ns araem nse arctan esa mapa a aca lee a ater wane ce 11-2009jeurocopter Training Services THM " 11.5.4 DETECTION OF DISTRIBUTOR VALVE SEIZURE (1) Seizure detection & automatic test feature The double distributor valve mechanism has a seizure indicator system consisting of the following on each dis tributor unit 7 -Automatic test plunger 2- Guide plate retaining the locking balls 3--Rocker lever 4-Three balls locking the backup valve 5 -Actuator of microswitch (7) 6 -Locking spring 7 -Indicator microswitch ickup distributor valve fain distributor valve Test lever integral with backup valve PEI AUTOMATIC TEST Ra On the ground, hydraulic pressure = zero (before en- gines are started) Pao 8 In the absence of hydraulic pressure, spring (R) ex- tends test plunger (1) which rotates backup valve (8) ‘The balls are unseated, moving the rocker lever and tripping the microswitch: the SERVO light comes on, ‘SEIZURE OF A DISTRIBUTOR VALVE. ‘The main and backup distributor valves now act as a single unit. Any movement of the input lever causes the backup vaive to rotate: the microswitch is tripped and the SERVO light comes on. Note: The light goes out when the control returns to the position where seizure occurred, since in this posi- tion the balls are seated in the locking retainer. Iss. 11-2009 ‘Ce doamen et a poi 1S rw po cael es are reer ste aso gn ete ETS To distibutor valve TON NORMAL | E OPERATION = To denouor | « = The hydraulic pressure retracts the test plunger. The backup distributor valve retums to its normal configu- ration, locked by the 3 balls held by spring (6). The ‘microswitch contacts are open and the SERVO light is off 14.45 INSTRUCTION ONLYeurocopter a ining Serves THM soorore a 11.6 INDICATION OF SERVOCONTROLS DISTRIBUTOR VALVE SEIZURE 11.6.1 INDICATING PRINCIPLE OF SERVOCONTROLS DISTRIBUTOR VALVE SEIZURE The seizure detector microswitches (2 per servocontrols) _- when the monitoring loop is open, the zener diode (2) are connected in series to form a monitoring loop: voltage is reached and transistor (1) is biased and con- when the monitoring loop closes via the ground, tran- ucts: the "SERVO" light comes on. sistor (1) is no longer biased and the "SERVO" light is off. (1) On the ground before the hydraulic systems are pressurized Microswitches on main rotor servocontrols pp12 SERVO] 4 ad rest | Allthe microswitches are in their work position (the backup distributors have turned, pushed by the test pistons). The ‘monitoring loop is open and the indicator ight is lit. (2) Test before the hydraulic systems are pressurized Pressing test pushbutton (1) once closes the monitoring loop: the light should go out to indicate that: all the microswitches are in their make position, the monitoring circuit is correct (all connectors plugged in, no breaks), FOR INSTRUCTION ONLY Miss “encore nb re asus fdr psa pot chaos mee Semtee ese "he rss pen snr TS and ts anal net be asco © Europe Woy Sern 0806 11-2009}eurocopter THM Training Services — 7 eesti 11.6.1 INDICATING PRINCIPLE OF SERVOCONTROLS DISTRIBUTOR VALVE SEIZURE (CONT'D) All the microswitches break contact (the test pistons retract under the hydraulic pressure and the backup distributor valves return to the neutral position). The monitoring loop is closed and the indicator light goes out (4) The hydraulic systems are pressurized + All the microswitches break contact (the test pistons retract under the hydraulic pressure and the backup distributor valves return to the neutral position). The monitoring loop is open and the indicator light is li. (5) Test with the hydraulic systems pressurized if there is a short circuit (as shown above), the indicator light remains of. if there is no short circuit in the line, pressing test pushbutton (3) once causes the monitoring loop to loop back on Itself (the ground is lost) and the indicator light comes on, FOR INSTRUCTION ONLY bss (ingot er 76 mp ie mma sr sass ter 11-2000 “SESe aie ananniny ican iset nee ennaieurocopter a Training Services THM canoe a 6) Seizure of a distributor valve If one of the distributor valves seizes, the related microswitch makes contact and the monitoring loop goes open Circuit: the indicator light comes on, NOTE: The "SERVO" light also comes on for a drop in the LH or RH system hydraulic pressure. 11.6.2 COMPONENT LOCATION "SERVO TEST" pushbutton FOR INSTRUCTION ONLY 41.18 scene op rm mt reg de ay ei anna preg Iss, * pu ens pr oion auhlon ES o s etesSalna on econed @ EcrepayMarn SMe o> 700 11-2009THM 1 aes 11.7 LOAD SENSOR AND “LIMIT” WARNING LIGHT In highspeed flight, tight small radius maneuvers gener- ate high structural stresses capable of causing damage if the permissible load factors are exceeded. The loads on the main rotor increase with the load factor, and are partially transmitted to the control channels - especially the RH roll channel, which is the most heavily loaded. To 11.7.1 DETECTION AND INDICATING PRINCIPLE AIR-EQUIPEMENT 11.7.2 "LIMIT" LIGHT LOCATION warn the pilot that the helicopter is at its maneuverability limit, a load sensor is mounted on the RH roll servocontrals. When the load on the servocontrois reaches the permissible threshold, a "LIMIT" light ilumi- nates on the instrument panel to warn the pilot either to reduce the pitch or “open out" the maneuver. The servocontrols rod end consists of an actua- tor (1) supplied by the LH hydraulic system, In fight when the load (F) on the servocontrols is, below the permissible value, the higher pressure (P) keeps the piston seated on the upper stop. Microswitch (2) sin ts break position Ifthe load (F) on the servocontrols exceeds the limit throshold, microswitch makes contact and the light comes on Note: When the unbiased transistor Tis saturated, the "LIMIT" light is off. A restrictor (3) damps out any pressure drops caused by rapid servocontrols movements. The charging time of capacitor (C) delays the it lumination of the "LIMIT" ight in response to small dynamic spikes | i || +e soe], FOR INSTRUCTION ONLY Iss. x dome eta tit pe ona tt eat a aan si a ES 11-2009 11.19a 11.8 SAMM TAIL ROTOR SERVO ACTUATOR eurocopter Training Services| THM 1" 11.8.1 MAIN COMPONENTS AND SPECIFICATIONS SPECIFICATIONS Maximum stroke. 100 mm, Effective stroke. 84mm Servo force at 32 bar 146 daN Bypass operation: P increasing for unlocking > 6 bar P decreasing for locking $14 bar Without hydraulic pressure, Input lever (2) is locked, The servo actuator has a single cylinder (the tail rotor can be controlled without hydraulic assistance by means of the load compensator) ‘The piston rod (1) is secured to the structure, and the mobile cylinder (3) is equipped with a long rod (4) to op- erate the tail rotor pitch change spider. compensator | 1 -Input lever (connected to pedals) 2 -Distributor slide valve | 3-Bypass spring 4 -Bypass valve 2 a 5-Servo actuator cylinder 6 -Piston rod 3 7 -Lever (1) travel stop 8 -Input lever locking pin A-Compression chamber B-Extension chamber P--Pressure line LR -Retumn line FOR INSTRUCTION ONLY 11.20 ‘eps pa ten srt of ETS on te cess lb esd © Ewart’ Many Ses 082006 Iss. 11-2009eurocopter THM rang sete =< 7 srtnpen 11.8.2 TAIL SERVO ACTUATOR OPERATION (1) Normal operation ‘The diagram shows the servo actuator compressed. ‘When over 6 bar, the hydraulic pressure moves the by- Pass valve, which closes off the line interconnecting ‘chambers Aand B and unlocks input lever (1), Pilot action on the input lever, within the limits imposed by stop (8), moves distributor (2) which connects: - chamber A to the pressure line, ~and chamber B to the return line. The servo actuator cylinder moves and tends to bring the input lever back into the neutral position while the pilot's control tends to move it away. When the pilot's ccontrol action stops, the input lever remains in place and the servo cylinder returns the input lever to neutral: the ‘servo actuator then stops. (2) Loss of hydraulic pressure If the pressure drops below 14 bar, the spring pushes back the bypass valve and pin (7) locks the input lever in neutral. Chambers Aand B are now interconnected, The servo actuator then acts as a simple rod transmitting movement. (3) Pedal “stiffening” In hydraulic mode, ifthe pilot feels that pedal operation is stiff (probably indicating excessive friction in the distribu- tor), he must operate one of the switches (1 oF 2) to close solenoid valve (3). With the solenoid valve closed, the pressure drops and the bypass valve interconnects cham- , ber A and B \ FOR INSTRUCTION ONLY las. ent nea 181m cm en mt stn tt ete 44.24 to ‘“SSiSeni eens framers py SETS mt vt attr aon ie vrs rt ur TS as tos sa ot dan Crip Para Sac 05908eurocopter a raining Services THM sora a 11.9 YAW LOAD COMPENSATOR Moving the yaw pedals from stop to stop varies the pitch of the tal rotor blades from - 8° to + 23° in fight when the rotor thrust is non-zero (i.e. the pitch is ‘ot O°), the zero pitch return moment of the blades (partly ‘compensated by the boss-type "Chinese" weights) tends to bring the pitch back to zero. The servo actuator hy- draulic pressure overcomes the rotor’s zero pitch return ‘moment and cancels out the control reversal Without any hydraulic pressure, the pedal operating force is very high. Compensator lever Compensator ‘connecting tink ‘Servo actuator This is why a hydraulic device or load compensator” has. been mounted in parallel with the tail rotor servo actua- tor. |) Solenoia valve Accumulator | PRINCIPLE OF YAW LOAD COMPENSATOR In fight the helicopter’s RH hydraulic system charges: an accumulator (3) and an actuator (5), Any pedal movement acts on the servo actuator. In case of hydraulic failure (pump inoperative, leakage, etc,), the accumulator is kept charged by: non-return valve (4) in the pressure circuit - pressure relief valve (2) set at 55 bar (N.B. The sys- tem’s operating pressure is 40 bar) - solenoid valve (1), which is always closed and opened by the pilot Moving to low pitch Moving to high pitch Pilot-applied force Zero pitch retum force Zero pitch rotum force | Pilotapplied force Accumulator pressure Accumilator pressure ‘The total force applied by the pilot and by the compensator actuator is equal to the zero pitch return force FOR INSTRUCTION ON nie atten cmtos napa Oo ceuga Tasca se pep cle open tab oes tment et lo "pe snpren pra ton utozton FETS an scans sh nob anced © Europe Tang Sees OF 2006 11-2009eurocopter THM eee —s Woe sooronen 12 ROTOR CONTROLS 12.1 OPERATING PRINCIPLE OF THE FLIGHT CONTROLS. - 12.2 MAIN ROTOR CONTROLS 12.2.1 GENERAL DESCRIPTION 12.2.2 OPERATION OF THE MAIN ROTOR CONTROLS 12.2.3 MAIN ROTOR CONTROL COMPONENTS 12.2.4 MAIN ROTOR CONTROL RIGGING PROCEDURE 12.3 TAIL ROTOR CONTROL 12.3.1 GENERAL DESCRIPTION AND OPERATION 12.3.2 TAIL ROTOR CONTROL COMPONENTS 12.3.2 TAIL ROTOR CONTROL RIGGING PROCEDURE FORINSTRUCTIONONLY Iss. Commamertesta pepe E15 nag do caraias ae repo norton sa Sn ETS 41-2008 “‘tourpanspremenrtotrnon sans wer seat b se @ up Par Sere O8 124eurocopter Training Services THM a TH12 List of effective pages Pago OF Tas. 20-2005 Page 08 Tss. 20-2005 Poge 02 Iss, 20-2005 Page 09 . Iss, 20.2005 Page 08 Iss, 20-2005 Page 10 . Iss, 20-2005 Page 04 sf98, 20-2005 PAGE Tan (ss. 20-2008 Page 05 Iss, 20-2005 Page 12... Iss, 20.2008 Page 06 {ss, 20-2005 Page 13. (ss, 20-2005 Page 07 (ss, 20-2005 Page 14. Iss. 20-2005 FORINSTRUCTIONONLY tsetse 1; aetrnrne a vpn ant TS Iss. 122 ‘Pontes ete soon cea Sets ltt at Bue Ronny Seo 00 41-2006jeurocopter Training Services THM T.72 12.1 OPERATING PRINCIPLE OF THE FLIGHT CONTROLS ‘The flight controls modify the pitch angle of the main and tail rotors so that the pilot can control the helicopter's attitude, velocity and heading. ‘The collective pitch lever © controls the main rotor lft Fy by collectively varying the pitch. F, can be resolved into “lift” vector § and an “airspeed” vector V, whose direc- tion and amplitude are controlled by the cyclic pitch stick ©. The cyclic stick tilts the rotor disk (cyclic pitch varia- tion). The yaw control pedals @ modify the tail rotor thrust Ty . Le. the helicopter heading, rotor controls (1) Action of the me *Moving the cyclic stick fore or aft drives a pitch link- age controling the helicopter about its pitch axis via point Bon the swashplate. For instance, moving the stick for- ‘ward causes point B to move down but points A and C. remained fixed. The resulting cyclic pitch change tilts the rotor forwards. Pitch axis Roll axis (2) Action of the tail rotor control In this case the control action is simpler, .¢, pushing the RH pedal forward increases the tail rotor pitch and hence. the thrust Ty; pushing the LH pedal forward has the op- posite effect + Moving the cyclic stick laterally drives two roll link ages controlling the helicopter aboutits roll axis via points A and C on the swashplate. For instance, moving the stick to the right causes point A to move down and point C to move up through equal distances. Point B remains fixed. The resulting cyclic pitch change tilts the rotor to the right. XN —_ ‘Moving the stick fore or aft ac- tuates the swashplate at 8 so that it rotates about the X axis. a Moving the stick laterally actu- ates the swashplate symmotri- cally at A and C so that it rotatos about the Y axis. + Moving the collective pitch lever displaces the 3 points A, B and C simultaneously through the same distance, For instance, pulling the lever up to increase the collec- tive pitch will cause these 3 points to move up. FORINSTRUCTIONONLY ‘Cedcaneteta pope ES np oe ora ete ph inet eS “dionconntepe ne tga hema steppe GETS mPa! dt npn erent otha. ‘tounpestparenennesoon eS ancora tab tnd Supe May Se OA High ‘Moving the collective pitch lever pitch actuates the swashplate at A, B o and C so that it moves parallel Saath ee ee tan cyclic pth, = Le feces eet NII0 12.3eurocopter ae, Training Services THM sora oe 12.2 MAIN ROTOR CONTROLS 12.2.1 GENERAL DESCRIPTION ‘The control linkages between the cyclic stick (10), col- lective pitch lever (11) and swashplate (1) consist of rigid rods interconnected by bellcranks and reversing levers. Each control linkage acts on the swashplate through a hydraulic servo actuator (2, 3, 15) that exerts the neces- sary control forces. The standard version of the helicop- ter is fitted with single-action controls without an autopi- Jot (dual action controls and an autopilot are options). - Piteh contro! inkage Roll control linkage 12 Collective pitch contro. Down- stream of the mixing unit, the collective control utilizes the roll and pitch inkages (the collective pitch lever moves each of the 3 inkages equally). 10 The lateral belicrank is a rocker arm assembly that reverses the movement of the LH and RH roll systems. | 1-Swashplate 2-LH roll sorvo actuator 3-Pitch servo actuator 4 -Mixing unit 5~"Quick ft” copiot collective pitch lever (ual controts) 6 -Collectve pitch levers torque tube 7 -"Quick ft" copilot cyclic pitch stick 8- Cyclic pitch sticks torque tube | 9-Lateral betlerank The mixing unit is the interface for the cyclic and | 10 -Pitot cyclic pitch stick collective pitch controls. It enables them to operate | 11 -Pilot collective pitch lever independently of each other without mutual coupling, i. 12 -Reversing levers of cyclic pitch linkages a change in collective pitch does not modify the 13 -"Collective pitchlengine governor” coupling swashplate tilt and hence the cyclic pitch is not altered; (see Chapter 14) potentiometer 28k2 anticipator —_convversely, moving the cyclic stick does not affect the 14 -Servo actuator input rods collective pitch (the swashplate tilts but its height is 15 -RH roll servo actuator unaltered) FORINSTRUCTIONONLY Chump ETS tps rece 0 ron ier TS tes. zi “Sovran eater epepeyt Ee ropa sae Mpnensrsate atad ‘x mess wit uote fata or shoo ance apr hag Sr 780 41-2006jeurocopter THM ining Services THT ee 12.2.2 OPERATION OF THE MAIN ROTOR CONTROLS The simplified schematic of the linkages clearly illustrates the effect ‘of moving the cyclic stick and the collective lever. EXAMPLES (1) Lateral movement of the cyclic stick Moving the stick to the right displaces both the roll linkages by the ‘same amount but in opposite directions; the swashplate therefore tits to the right about the Y axis (which passes through the pitch actuator). (2) Fore/aft (longitudinal) movement of the cyclic stick ‘Moving the stick forward causes the pitch linkage to tilt the swash- plate forward about the X axis (Which passes through the 2 roll servo actuators). Pulling the collective lever up (i. increasing pitch) causes the pitch and roll linkages downstream of the mixing unit to ‘move through equal distances in the same. ‘This moves the swashplate upwards parallel toitsolf (3) Movement of the collective pitch lever faced OPERATION OF THE MIXING UNIT Oe |e rd The roll belicrank pivots about the | The pitch bellerank pivots about the | The mixing unit shaft and the collec: tive bellranks rotate, displacing the pitch and roll belleranks through the same distance collective pitch bellcrank which is | collective pitch bellerank which is fixed. This motion is reversed on the | fixed. other bellerank. FORINSTRUCTION ONLY Iss Cesare ent poi 1S eterna 4s ooo Irene te ETS 2008 Sapiens ser eet eae eae 128eurocopter Teaining Services| THM m2 12.2.3 MAIN ROTOR CONTROL COMPONENTS (1) Cyolic pitch stick FRICTION MECHANISM, ‘The cyclic stick features an adjustable friction mecha- nism, allowing the pilot to modify the load required on q the control (It should be noted that the hydraulic power oe sytem soetoe conte keh yi if NOTE: On helicopters fitted with an autopilot, the friction ((_ is released. 1 -Fricion adjusting nut | 2-Elastomer spring washer 3--Friction cap 4-Moving cup 5 -Lower cup 6 -Threaded sleeve 7 -Retaining nut of cup (5) 8 -Lock ring of nut (7) 9 -Lock boll of sleeve (6) 10 -Fixed friction cup (2) Foreiaft (longitudinal) contro! 8 -Cyclic stick lever end 1 -Stick lateral pivot bolt 2-Yoke 9-Rod | 3 -Ball bearings 10 - Intermediate beticrank 4-Trim unit bellerank (AP option) 11 -Collective pitch tubo 5 -Forelaft torque tube 12 -Rigging hole 6 -Forelaft bellerank 13 -Adjustable stops 7 -Lateral link rod for 2 sticks I FORINSTRUCTIONONLY MIXING UNIT 1 -Summing bellcranks 2-RH lateral bellerank 3-Pivol bearings (Ertacetal) 4-Forelatt belicrank / 5-LH lateral bellcrank {6 -Ball bearing 7 -Collective pitch lever 8 -Mixing unit torque tube 9 -Pivot bearings (Ertacetal) 10 -LH lateral reversing levers 11 -RH lateral reversing lovers FORE/AFT REVERSING LEVERS. vot bearings (Ertacetal) reversing levers 14 -Forelalt rigging hole FORINSTRUCTIONONLY ‘eimai ET re pu coreg ute euro en drt ETS Iss. 128 "perpen satan Sweatt tnt © Ea Tay Sarees 41-2006eurocopter THM Tro m2 yas 12.2.4 MAIN ROTOR CONTROL RIGGING PROCEDURE RIGGING THE POSITIONS OF THE CONTROLS AND OF THE SWASHPLATE. + Datum settings of contro! linkages: One rigging pin per control linkage. With the rigging pins fitted, the cyclic, stick is in the neutral position and the collective lever at mid-travel (50 %). + Datum settings of swashplate: a special fixture locks the swashplate in its datum position (ie. perpendicular tothe rotor shaft, servo actuator at mid-travel). Each servo actuator input lever is centered between its stops by @ rigging pin * Rigging points Rigging = between the swashplate and rotor: ft shim A between the star and sleeve upper flange (see figure) and adjust the pitch control rods, = between contol linkage and servo actuator: adjust the length of the servo actuator input rods so that they can be connected without forcing, Swashplate locking fixture | Index mark Lateral cyclic rigging pins ‘The control linkage rigging pins fit in close-tolerance holes in the structure ‘and control component. With the pin in- serted, the control is secured to the Collective pitch linkage pin Collective control CONTROL TRAVEL ADJUSTMENT This adjustment ensures the minimum and maximum pitch angles are actually achieved when the controls are (on their travel limit stops. + Datum points: two fixed index marks on the MGB ring gear opposite the forward and LH servo actuator input rods. + Adjustment points: Control travel limit stops. + Adjustment: Adjust the stop screws with each control at its travel limit to obtain the travel X (and hence the pitch), as specified in the Maintenance Manual for this ‘control position Adjustable rods stops Forelatt cyclic rigging pin structure and hence fixed Lateral cyclic stops FORINSTRUCTIONONLY Iss. cedamerest papi ETS: pm earn ces cute grn n 8 ‘sone 41-2008 ‘dowrpnspratmue ahaa ETS sete coach Petit hearted SEaeams hanes seaesOe ON 129— eurocopter ad Se THM m2 12.2.4 MAIN ROTOR CONTROL RIGGING PROCEDURE (Cont'd) Swashplate locking fixture ADJUSTING CONTROL TRAVEL FORINSTRUCTIONONLY crzanotot mad Es sree te cma pea eentseantn ES Iss. 12.10 Ts 41-2006eurocopter Training Services THM m2 12.3 TAIL ROTOR CONTROL — 12.3.1 GENERAL DESCRIPTION AND OPERATION The tail rotor control pedals (1) are interconnected by a rocker arm (2) so that when one pedal moves forward the other moves backward. Downline of the rocker arm, the control linkage includes: a control rod (3), a bellcrank. (4), aflexible ball-type sliding control (5) and, at the servo, output (7), a rod (9) actuating bellcrank (10) on the tail rotor pitch change spider. 1 -Tail rotor control pedals 2-Rocker arm 3-Rod | 4-Intormodiate bellorank 5-Flexible balltype sliding contro! 6 -Dual control installation (option) 7-Servo actuator 8 -Load compensator (depending on version) 9-Input rod to bellerank (10) | 10 -Contvol beltrank | The load compensator (8) is connected in parallel with the input rod (9) to reduce the control loads that the pilot has to apply in case of hydraulic pressure loss, = When the RH pedal is pushed forward (as shown), the tail rotor pitch change spider is moved closer to the fuselage by bellorank (10): the tail rotor blade pitch there- fore increases. ~ Conversely when the LH pedal is pushed forward, the pitch change unit moves away from the fuselage and the blade pitch decreases. FORINSTRUCTIONONLY ‘ce erunet ete pp FET mapa esi ose assent “Terres poromer neato ETS outeconen teat te cere Seavense tones toners ee 1241_ eurocopter a 4 Training Services THM ooreeey Tim 12.3.2 TAIL ROTOR CONTROL COMPONENTS SERVO ACTUATOR WITH LOAD COMPENSATOR Controt belicrank 5 guide bearings \ Fiberglass sleeve (resonator) ‘TGB INPUT ROD FLEXIBLE BALL CONTROL __ PILOT PEDAL UNIT Bearings (Entaceta) FORINSTRUCTIONONLY Codoumetante pope FET tre pet cone en wargame ii ee ETS Iss. 12.42 “tmrancaporwmennitataun tt Sete cores nabs aie Sa Hag Sear 41-2006eurocopter Training Services THM Ts2 a 12.3.2 TAIL ROTOR CONTROL RIGGING PROCEDURE RIGGING THE POSITIONS OF THE CONTROLS AND OF THE PITCH CHANGE SPIDER + Pedal datum setting: The pedals are aligned and se- cured at mid (50%) travel (i.e. medium pitch) using the special fixture (Make sure the load compensator accu- mulator is discharged) *Pitch change spider datum setting: the tail rotor blades are locked in the medium pitch position by a spe- cial fxture. This blade angle of attack corresponds to one position ofthe pitch change spider. ‘The servo actuator input lever is pinned (input lever cen- tered between its stops) as for the type of servo. + Adjustment point: 4 single point on the end-fiting of the flexible ball sliding control attached to the servo ac- tuator + Adjustment: With the pedals and tal rotor blades locked by their fixtures (as above) and the servo actuator pinned, the adjustment is limited to screwing or unscrewing the flexible control end-fting uni it can be connected with- ‘out forcing to the servo actuator input lever. Fixed stops / Special fixture (Pedals at 50%) (ED Special fixture (Tail rotor blades at medium pitch) CONTROL TRAVEL ADJUSTMENT (WHEN REQUIRED) ‘This adjustment ensures that the low and high pitch an- gles are actually reached when the pedals are on their travel stops. * Datum point: dimension M is measured between the pitch change spider and the TGB. * Adjustment point: stops on bellcrank. These stops are fixed since misadjustment is highly improbable, + Adjustment: Push the LH and RH pedals in turn onto their forward stops and measure dimension M (See Main- tenance Manual) in each position. If M is out of toler ance, the stops must be readjusted. Adjustable end-fting Servo actuator rigging pin (it ‘servo has no mechanical lock- ing system) FORINSTRUCTIONONLY Iss, xsozaretst progai TET e p re ct nsy oe er to eels achat ave FETS 41-2006 SSS ae 12.13THM 12 FORINSTRUCTIONONLY Iss, 12.44 41-2006,THM aoe oe —s 13 FUEL SYSTEM 13.1 GENERAL, 13.2 FUEL SYSTEM COMPONENTS AND THEIR FUNCTIONS. 13.3 FUEL SYSTEM OPERATION 13.4 FUEL SYSTEM CONTROLS AND MONITORING 13.5 LOCATION OF FUEL SYSTEM COMPONENTS 13.6 PRINCIPLE OF CAPACITIVE-TYPE FUEL CONTENTS GAUGE FORINSTRUCTIONONLY ns. Cesrammtesta pees E1S:toa pa doco Aan eure nro alert ETS ies “Mnoncrararmpectare dupa MecoartatsBepapay GETS peter sete opener amet tha 13.4a Tamecercns THM Se 1 List of effective pages Page OF = Tes. 47-2006 Pago 05 ev. 08-2009 Pago 02 ; Rov. 09-2000 Page 06 (ss, 41-2006 Page 03 | Rev, 45-2007 Page 07. ss, 41-2006 Pago 04 ; Row, 45:2007 Page 08 ss, 41-2006 FORINSTRUCTIONONLY pete Casoantea 3 mga aan ieee dam ante Rew Ft pe ey a on 03.2009THM See eee — 1 Suastey 13.1 GENERAL The engine is equipped with a fuel supply system ‘comprising a low prossure pump, a filter, a high pros- sure pump supplying fuel to the combustion chamber via, fuel governor. For details of this internal engine system, refer to the engine manufacturer's publications, The helicopter's fuel system is designed ~ during starting, to feed fuel from the tank below, to the engine low pressure pump above, ~ 10 inform the pilot about the system operating. ‘A FEW PRECAUTIONS TO TAKE WITH FUELS, Only refuel with the fuels authorized for use (refer to the Flight Manual) as they have been selected to guarantee system safety, performance and reliability THE USE OF ANY OTHER FUELS (PARTICULARLY GASOLINE OR PETROL) IS DANGEROUS AND IS SUBJECT TO RESTRICTIONS 13.2 FUEL SYSTEM COMPONENTS AND THEIR FUNCTIONS 7 towards high pressure pump P20.7b t [We] «. y ‘ 4 4 -Fuel tank with 540 | max. capacity WARNING PANEL 2-Fuel drain valve and water bleed valve. 10-"Fuel Level iow" caution light 3-Pushbutton for controlling fuel pump. 11 -"Fuel pressure low" caution light 4-Fuel pump operating indicator light | 12 "Fuel Pre-clogging” caution light | 5-Electric pump, delivering fuel at low pressure to. | ENGINE PART | engine pump during engine starting 13 -Fuel pressure low switch 6- Variable capacitance transmitter 14 -Bypass valve with visible “open indicator. When 7 -Fuel contents gauge (V.E.M.D.) visiblo, valve is open and filer clogged. 8 -Fuel shutoff valve control lever | 15 -Fine fiter (20 u) 9-Fuel shutoff valve, immediately cutting off fuel flow | 16 -Filler pre-clogging pressure switch to-engine (ie. crash or engine fir). | 17 -Low pressure pump FORINSTRUCTIONONLY Rev. ecacamnet estat ETS; tom pa drvconuniq 4st urea rie ae ETD 145-2007 ‘tcotcmmutm it soe cane stoner opp tts npr taatbe meant at what 13.3‘ocopter a Poe estoes THM secre 7 13.3 FUEL SYSTEM OPERATION (1) Normat Operation ‘AL power on, "FUEL P* warning light is illuminated Pushbutton depressed, the blue caution light "FUEL PUMP" comes on, pump (5) is energized feeding the engine fuel circuit. "FUEL P* caution light goes out Engine running, the pilot turns off the fuel pump : blue caution light goes oul, the engine draws the fuel through the pump. (2) Filter clogging Contaminated fuel causes impurities to build up on the filter cartridge and to gradually reduce the flow through the filter. This flow restriction increases the filter inlet pressure. When this pressure reaches 0.7 bar, a pros- sure switch illuminates the "FUEL FILT" caution light. CLOGGING IN PROGRESS ‘AP>0.7b ENGINE When filter is clogged, the filter inlet pressure exceeds the bypass spring pressure and the bypass valve opens. ‘The engine is still supplied BUT WITH CONTAMINATED. FUEL. OPENING OF BYPASS VALVE FORINSTRUCTIONONLY 13.4a GS eurceopter es 13.3 FUEL SYSTEM OPERATION (Cont'd) LOW LEVEL ALARM When 60 | of fuel are left in the tank, gauge (6) illuminates the "FUEL" warning light to inform the pilot that he has not ‘much flight time lef. 13.4 FUEL SYSTEM CONTROLS AND MONITORING 11 eC) AO Fuel contents ‘gauge Fue! pump switch control Remaming two! quantty | sere) [25 FORINSTRUCTIONONLY ew Cosmet 8 yateermsnahan ns dee ans ee oe aiaucarirpeequnisremnanscomenan 135: a, Pucca via " 13.5 LOCATION OF FUEL SYSTEM COMPONENTS FILTER UNIT (pa of ARRIEL 2 engine) Pre-clogging Visual “iter bypass open” prossuro switch indicator 2 Waive open) _ guard OPEN The lever is secured by ——~ x Fuel shutoff « control fever, FORINSTRUCTIONONLY Paes dbase etecsceteeataees = ie oa Soames oncameeaee care ammeter asab08urocopter THM OSes —"s qn oor 13.5 LOCATION OF FUEL SYSTEM COMPONENTS (Cont'd) STRAP ATTACHMENT Two straps with adjustable turnbuckles are attached to 2 removable fittings between the body structure X buik- heads. Turbucite FUEL TANK Material: Spin-molded “coprolactane”, ~Filler spout (no internal bulkheads) Capacity: 540 liters Wolahe 21 ha (unegunped) BLEED VALVE CONTROL Aon Pull knob FICONTENTS TRANSMITTER SY &) DRAIN PLUG ELECTRIC STARTING PUMP Electric motor (sealed, fireproof, interference-proo!) Max. current: 2A Flow : 300 Vhour at 500mb minimum FORINSTRUCTIONONLY is. Copeman gece te nen rn “oceanatane stone ants Nuts a Shane ee usda, eurocopter Troting Boreies THM t 13.6 PRINCIPLE OF CAPACITIVE-TYPE FUEL CONTENTS GAUGE The fuel probe unit consists of 2 concentric electroplated tubes (A and C) forming the plates of a capacitor with either the fuel (below fuel level) or air (above fuel level) forming the dielectric (B), Since the dielectric constant of {uel is twice that of air, itis clear that the probe capaci- tance will vary with the fuel level: in fact, tubes A and C are electroplated so that the capacitance is proportional to the fuel level ‘The measured signal is sent to the fuel contents indicator via an amplifier. {A thermistor “fuel level low’ detector connected to another ampifir illuminates the "FUEL light on failure warning panel 4a when the fuel level drops to 60 liters. ‘The system is DC-powered and internally generates the AC power needed for its operation. The "LOW LEVEL" alarm is self-contained. In missions requiring low fuel loads (e.g. hoist operations), the moni- toring principe provides operators wit fully redundant data, h ‘ Jat PAy he Cor” y ood ob psa y per? A= ve \pre™ 8 “Level iow" “ thermistor ~ | | wT To fuel contents | fol contents aun] [awPuRER + 28V POWER SUPPLY] |p FORINSTRUCTIONONLY 13.8 Cede targa E14 pou cent ces te turpentine a ETS “cuovantnaepedene pa Toman heyy ETS, taal apt tararae m ‘Deouress er venous Sunde Ca at tbs et @ Fuse anny Sacer 268 Iss, 41-2006THM Te eurocopter Sareooeee —s 14 BIS AARRIEL 2B / ARRIEL 2B1 ENGINE INSTALLATION 14.4 ENGINE FUEL CONTROL, 14.4.1 ENGINE OPERATING CONTROLS 14.4.2 OPERATING PRINCIPLE OF THE TWIST GRIP 14.4.3 OPERATING PRINCIPLE OF THE FUEL METERING UNIT 14.4.4 ENGINE CONTROL SYSTEM COMPONENTS AND THEIR LOCATION 14.5 ENGINE POWER CONTROL 14.5.1 GENERAL 14.5.2 VARIABLE N1 POWER CONTROL . 14.5.9 MONITORING THE GAS GENERATOR (N1) AND FREE TURBINE (N2) SPEEDS 14.5.4 MONITORING THE GAS TEMPERATURE (T4.5) 14.5.5 PRINCIPLE OF TORQUE DETECTION ON THE TORQUEMETER SHAFT 14.6 ENGINE STARTING SYSTEM 14.6.1 GENERAL 14.6.2 ENGINE STARTING SYSTEM 14.6.3 OPERATION OF THE ENGINE STARTING SYSTEM 14.6.4 LOCATION OF STARTING SYSTEM COMPONENTS FORA 2B et 2B MOD PLEASE CONSULT THE LS N°1702-71-05 FORINSTRUCTIONONLY mest cng gE, tryna tener npn arc ite 879 144bvarest! The List of effective pages Page 01 Iss. 41-2006 Page 11, Iss. 41-2006 Pape 02 reise |) Paget ad ee Pave 03 fea eae tt sis a1 rage 04 freneme | |) ease piiene Peco 08 fe enemes—|) Paget tea cao age 06 fr arto | Paget jas cee age o7 aula Pe mas sicie rave 08 ecoseam) ft Paste irs ae sti HN seagete, mason Page 10 Iss. 41-2006 Page 20 ... Rev. 03-2009 1 cemnmammnats sepfORMSTRUCTONOHL ou aanmegnuonss i “ssn retry Ths rte roy IETS rp sree Panta ma ‘Remmepenrnsnantt TS and tectees Sonat bona OF asp Waray Sensor 8 03-2009eurocopter THM Seag eects —s oe sry 14.4 REGULATION DES MOTEURS ‘The purpose of the engine governing system is to get: — a rotor speed (NR) and therefore a free turbine speed (N2) which are fonction of the pedal position and altitude, = @maximum torque limitation (TQ) imposed by the main gearbox, = a complete protection of the engine: — the gas generator speed (N1) with a maximum limitation (protection against excessive speeds) and a minimum limitation (protection against flameou!). ‘To do this, the fuel flow injected into the combustion chamber is regulated to get the necessary power (N1 variation) while remaining in the engine operating limits, Governing principle schematic: FORINSTRUCTION ONLY edocs pet ES sn pater este etree seaman rita ETS 143 sale repeacadr armen a ‘de oyonespureten utataba ce ans cans wal ascot © Eup Nang Ses 208a 14.4- ENGINE FUEL CONTROL ‘The operating principle consists of varying the gas generator ‘speed to maintain the free turbine speed virtually constant, irrespective of the engine power demand The system is of the a Digital Engine Control type. Itcomprises: ~ an electrically-controlled hydromechanical unit, - an electronic unit analysing the engine and flight control parameters. The electronic analysis unit performs the following functions: To main rotor Anticipator HP fuel pump eurocopter 1a) Services THM 12 - optimum automatic starting, = N2 (NF) control, - self-test monitoring of the sensors and the Digital Engine. Control Unit (DECU), ——> To tail rotor Step motor To injection ‘manifold METERING SYSTEM A simplified explanation of the N1 control - and therefore of the rotor rpm N control - is as follows: When the load varies, the DECU uses the input parameters. (Torque, 71,1, P3, N2, T4.5) and the anticipator (collective pitch/power coupling) to compute an Ni set point value; it then compares this value with the current N1 and applies a proportional function to determine a new setting for the ‘metering unit via the step motor in order to bring N2 back to the set point value, FORINSTRUCTIONONLY 144 ‘tarcamnaroyar ami deena ETS. pean et Rev. 11-2009THM m1 14.4.1. ENGINE OPERATING CONTROLS ‘The engine is controlled via 2 selectors on the instrument panel and a twist grip on the collective pitch lever. * Starting selector = OFF: engine shut down. The guard is raised. - IDLE: engine running at "ground" idle. This setting is used when waiting on the ground, e.g. for the engine oil temperature to rise. - ON: the DECU runs the automatic starting sequence. This is the normal setting in flight. At this and the IDLE seitings, afold-down guard prevents inadvertent switchover to OFF in fight, * Control mode selector ~ AUTO: the normal position, protected by a lock-down, guard, when the DECU controls the engine automaticaly ~ MANU: the pilot controts the engine using the twist grip. This sotingis utiized only when there isa simulated DECU failure (Refer to the Flight Manual forthe conditions). The red "GOV" warning light iluminates. The pilot must then control the fuel flow with the twist grip. During a simulated failure, reversion to automatic mode is possible a all times by moving : = the twist grip back to the normal ight detent, Twist rip ANTICIPATOR eurocopter Training Services Detection of grip ‘forced idle" position “| ——s - the control mode selector to "AUTO". ‘The red "GOV" wamning light then extinguishes. ‘The "TWT GRIP" light iluminates when the grip leaves the "FLT" detent, + "Forced idle” microswitch In autorotation training, the pilot twists the grip to move it outof the "FLT" detent fo the "MIN" setting and to activate the microswitch. The DECU then adjusts the engine to the idle rpm. Moving the grip back to the "FLT" detent resets the DECU in “fight” mode. * Description of warning lights -Red "GOV" light, indicating a major engine fuel control system failure with seizure of the metering unit or the ‘manual engine control ~ Amber "GOV" light, indicating a minor failure resulting in degraded engine fuel control. When flashing, the light indicates a failure not affect the engine fuel control system, such as loss of redundancy. ~ Amber “TWT GRIP" light, indicating the twist grip is no longer in the "FLT" detent. ANTICIPATOR | (located behind cabin bulkhead on RH side of mixing unit) | Potentiometer whose output voltage is proportional | to the collective pitch setting. The DECU uses | this voltage to anticipate power variations induced | by pitch changes, oFF Collective pitch contol rod Coo], Manual ops Tatr-sider eontrot DiGrraL =u (SRA pee ENGINE CONTROL UNIT (OCU) — Je afitotor AUTOMATIC/MANUAL crelean PREMOD N‘073084 ‘control mode selector starting selector FORINSTRUCTIONONLY Iss. 41-2008, Cease ETS sm pw cry repel ssa i a ETS ‘sin cranes te a Tecra epopaye/ETS. mals neared 145 ‘texted of Sats cot sa tb Sp Mary Seto 705814.4.1. ENGINE OPERATING CONTROLS The engine is controlled via 2 selectors and a twist grip on the collective pitch lever. + Starting selector - OFF: engine shut down. The guard is raised. = IDLE: engine running at “ground! idle. This setting is used when waiting on the ground, e.g. for the engine oil temperature to rise (cold weather starting procedure). ON: the DECU runs the automatic starting sequence This is the normal setting in flight. At this and the IDLE settings, a fold-down guard prevents inadvertent switchover to OFF in fight + Control mode selector ~ AUTO: the normal position, protected by a lock. The DECU controls the engine automatically. The pilot can move the twist grip from the "Flight" detent to "Forced, idle = MAN: the pilot controls the engine using the twist grip. ‘This setting is utilized only when there is a simulated DECU failure (Refer to the Flight Manual for the conditions). The red "GOV" warning light illuminates. The pilot must then, contro! the fuel flow with the twist grip. ANTICIPATOR 42 Detection of ario ANTICIPATOR (located behind cabin bulkhead on RH side of mixing uni) Potentiometer whose output voltage Is proportional to the collective pitch setting. The DECU uses this voltage | _toanticipate power varatonsinducedby pitch changes. POST MOD N°073084 146 << Fue! contro major failure or "Man" mode eurocopter THM m2 During a simulated failure, reversion to automatic mode is possible al all times by moving = the twist grip back to the normal fight detent, = the control mode selector to "AUTO". ‘The red "GOV" warning light then extinguishes. ‘The "TWT GRIP" light illuminates when the grip leaves the "FLT" detent, + "Forced idle" microswitch In autorotation training, the pilot twists the grip to move it Out of the "FLT" detent to the "MIN" setting and to activate the microswitch, The DECU then adjusts the engine to the idle rpm. Moving the grip back to the "FLT" detent resets the DECU in “fight” mode. + Description of warning lights Red "GOV' light, indicating a major engine fuel control system failure with seizure of the metering unit or the manual engine control ‘Amber "GOV" light, indicating a minor failure resulting in degraded engine fuel control. When flashing, the light indicates a failure not affecting the engine fuel control system, such as loss of redundancy. - Amber "TWT GRIP" light, indicating the twist grip is no longer in the "FLT" detent. Collective pitch control rod : = Manual PPS bai str conto! DTA = Yorced idle’ position, | ENGINE CONTROL UNIT (DECU) Engine ‘alternator OFF/IDLE/ON AUTORMAN conta starting selector ‘mode selector FonwsrnucroNoNLY Sanaa eae Iss, 41-2006THM rz jeurocopter — 14.4.2. OPERATING PRINCIPLE OF THE TWIST GRIP When the twist grip (4) s tured, it rotates a ball-end rod (6) which drives a module witha rack gear (9) and a pinion (7) gear. The module moves a connecting rod sliding inside the torque shaft running under the cabin floor between the collective pitch lovers. The output motion is generated by ‘rack and pinion unt under the end of the copilot lever. A ball-sider control (10) linked to the units rack gear transmits the twist grip orders to the governor. The copilot ‘twist grip mechanism is similar to but simpler than the pilot’ During normal fight, the grip is placed in a neutral detent 1 13 2 10 1 -Copilot twist grip 2 -Flight detent lock | 3--Electrical unit | 4-Pilot twist grip 5 -Friction adjustment 6 -Ball-ond rod 7 -Input pinion (pilot module) | 8- Torque tube between collective pitch levers and the DECU handles the engine fuel control. The DECU. detects when the grip is moved out of this “fight” detent and illuminates the amber "TWT GRIP" light on the failure warning panel. The fuel controls said to be "MIXED" and. the pilot manually acts on the engine rpm but the DECU. ‘monitors the fuel flow limits, In manual mode (control mode selector set to "MANU"), the pilot is responsible for controlling the engine. In training (autorotation) mode with the selectors set to "AUTO™ and *ON’, the pilot turns the twist grip towards the closed setting to initiate "forced idle", Reversion to the neutral detent resets the DECU to "FLT" mode. Bal-sider control to ‘engine governor 8 8 9-Rack gear (pilot module) 10 -Ball-slider contro! 11 -Forced idle detection microswitch 12-Cam 13 -Flight detent mechanical lock (with hard point) 14 -Rack and pinion goar unit 15 -Copilot module rack and pinion gear FORINSTRUCTIONONLY Rev. 03-2009, Cesar ETS gue connaiga bse ea ansaero pae r ETS ‘norte yh Th sore prety IETS. npotlt ates mcd verte meas 147 ‘emesis mn ntoanon ETS anderen tt sn OE we aro See 66 8550)