Flight Manual Additional Performance Data

COMPLEMENTARY FLIGHT MANUAL
SECTION 5.2
ADDITIONAL PERFORMANCE DATA
CONTENTS
PAGE
1 EFFECT OF EQUIPMENT ITEMS ON PERFORMANCE DATA ............... 1
WITH STANDARD AIR INTAKE:
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2 DETERMINATION OF CORRECTED WEIGHT ........................................ 2
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3 TAS/IAS IN FAST CRUISE ........................................................................ 3
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5 FUEL CONSUMPTION AND RANGE IN FAST CRUISE .......................... 5
WITH SAND FILTER:
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7
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DETERMINATION OF CORRECTED WEIGHT ........................................
TAS/IAS IN FAST CRUISE ........................................................................
6
7
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9 FUEL CONSUMPTION AND RANGE IN FAST CRUISE .......................... 9
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SECTION 5.2
ADDITIONAL PERFORMANCE DATA
1 EFFECT OF EQUIPMENT ITEMS ON PERFORMANCE DATA
Fast cruise
Equipment Hourly
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installed Airspeed fuel Range
consumption
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Heating and
demisting - 4 km/h - 2 kt +4% -5%
systems ON*
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Emergency
- 2% - 2% - - 1.5 %
floatation gear
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(*) The airspeed reduction is to be applied only if MCP is limited by TOT.
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130 T2 5.2
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2 DETERMINATION OF CORRECTED WEIGHT
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Figure 1
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3 TAS/IAS IN FAST CRUISE
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Figure 2
130 T2 5.2
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Figure 3
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5 FUEL CONSUMPTION AND RANGE IN FAST CRUISE
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Figure 4
130 T2 5.2
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Figure 5
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7 TAS/IAS IN FAST CRUISE
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Figure 6
130 T2 5.2
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Figure 7
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9 FUEL CONSUMPTION AND RANGE IN FAST CRUISE
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Figure 8
130 T2 5.2
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SECTION 6
WEIGHT AND BALANCE
CONTENTS
PAGE
6.1 WEIGHT AND BALANCE
1 GENERAL .................................................................................................... 1
2 WEIGHT AND BALANCE ............................................................................ 1
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6.2 LONGITUDINAL CG LOCATION
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1 DETERMINATION OF LONGITUDINAL CG LOCATION ............................ 1
2 LOADING DATA .......................................................................................... 3
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3 CG CHARTS ................................................................................................ 7
6.3 LATERAL CG LOCATION tru

1 DETERMINATION OF LATERAL CG LOCATION ....................................... 1
2 LOADING DATA .......................................................................................... 2
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6.4 WEIGHT AND MOMENT OF EQUIPMENT ITEMS
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6.5 WEIGHING
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1 PRELIMINARY ACTIONS ............................................................................ 1

2 WEIGHING PROCEDURES ........................................................................ 2
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SECTION 6.1
WEIGHT AND BALANCE
1 GENERAL
The purpose of this section is to provide data for use when evaluating a proposed
loading configuration or calculating the weight and center of gravity of an aircraft in
service.
2 WEIGHT AND BALANCE
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2.1 WEIGHT - STANDARD DEFINITIONS
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- Empty Weight (EW)
This corresponds to the sum of the weights of the permanent assemblies and
equipment:
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The vehicle and its power plant.
Equipment common to all missions.
Lubricants and hydraulic fluids.
Unusable fuel.
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EW then is constant for a given aircraft.
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- Equipped Empty Weight (EEW)
This is the sum of:
Empty weight (EW).
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Weight of the specific operational or mission equipment.

EEW varies according to the proposed mission.
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- Zero fuel weight (ZFW)

This is the sum of:
Equipped empty weight (EEW).
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Crew weight.
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Payload.
- All-up Weight (AUW)

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This is the sum of:

Equipped empty weight (EEW).
Crew weight.
Payload.
Usable fuel weight.
- Maximum Weight
Refer to limitations (SECTION 2).
130 T2 6.1
15-18 Page 1
2.2 CENTER OF GRAVITY CONVENTIONAL TERMS

- The center of gravity is defined by dimensions measured perpendicular to the
three basic datum planes. These planes are as follows:
A horizontal plane parallel to the cabin floor datum, the Z datum plane, located
3.43 m (135.04 in) above this datum.
A vertical plane perpendicular to the cabin floor datum. This Y datum plane is
the aircraft plane of symmetry. Dimensions to the left (port) are negative,
dimensions to the right (starboard) are positive.
A vertical plane perpendicular to the two mentioned above, situated 3.40 m
(133.86 in) forward of the center of the main rotor. This is the X datum plane,
from which the longitudinal reference stations and CG positions are measured.
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Figure 1: Basic datum planes

NOTE
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CG location limits must not be exceeded. Refer to SECTION 2 Limitations.

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CAUTION
A CG location which is correct on takeoff may vary during the mission, due to
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fuel weight reduction or loading variation and therefore exceed acceptable

limits.
- Longitudinal CG must be monitored more closely.

- Lateral CG need be considered only in very asymmetrical loading configurations.
130 T2 6.1
15-18 Page 2
SECTION 6.2
LONGITUDINAL CG LOCATION
1 DETERMINATION OF LONGITUDINAL CG LOCATION
- Procedure
The distance from the aircraft center of gravity to the datum plane is obtained using
the formula:
Sum of moments
= CG ready for flight.
Sum of weights
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Example: Analysis for a passenger transport mission
- Before takeoff
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1) Determine the maximum permissible takeoff weight.
2) Note the equipped empty weight and the moment.
weights and moments.

4) Calculate the CG location.
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3) Refer to the tables given below to determine loading conditions; totalize
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5) Check that CG falls within permissible limits.
Example:
kg m.kg lb in.lb
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EEW 1325 4730.15 2921 410559

Front seats 240 372 529 32288
Rear seats 160 386.4 353 33538
Side cargo bay 50 160 110 13887
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Rear cargo 0 - 0 -
Fuel 400 1390 882 120647
TOTAL 2175 7038.55 4795 610919
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7038.55 610919
CG = 2175 = 3.236 m CG = 4795 = 127.4 in
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Longitudinal CG is within the permissible limits.
130 T2 6.2
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6) Calculate the CG location based on ZFW.

Example:
kg m.kg lb in.lb
EEW 1325 4730.15 2921 410559
Front seats 240 372 529 32288
Rear seats 160 386.4 353 33538
Side cargo bay 50 160 110 13887
Rear cargo 0 - 0 -
Fuel 0 0 0 0
TOTAL 1775 5648.55 3913 490272
5648.55 490272
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CG = 1775 = 3.182 m CG = 3913 = 125.29 in
7) Check with the longitudinal CG chart the location of the ZFW CG. In this
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example it is out of the reduced VNE area. Therefore no VNE reduction has
to be applied for the entire flight.
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NOTE
This example shows that a CG that is well within the limits at takeoff
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may exceed that limit in flight due to fuel consumption effect.
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130 T2 6.2
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The paragraph 2 - LOADING DATA , is modified as follows:
- Crew and passengers

(7 seats) (8 seats) *
SICMA 159 SICMA 159
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WEIGHT
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Figure 1 : Longitudinal location of seats
METRIC UNITS
MOMENT : m. kg
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(kg) (A) (B) (C)* (D)* (E)*
60 93 145 94 85 96
80 124 193 125 114 128
100 155 242 156 142 160
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120 186 290 187 170 192

140 217 338 218 199 224
160 248 386 250 227 256
180 279 435 281 256 288
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200 310 483 312 284 320

220 341 531
240 372 580
260 403 628
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280 434 676

300 465 725
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320 496 773

340 527 821
360 558 869
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380 589 918

400 620 966
(*) Optional
CAUTION
THIS PAGE MUST NOT BE REMOVED FROM THE MANUAL UNTIL EMBODIMENT
OF MODIFICATION 07.3885.
130 T2 6.2
15-18
*RC*
2 LOADING DATA
- Crew and passengers
(7 seats) (8 seats) *
SICMA 198 / SICMA 284 SICMA 198 / SICMA 284
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Figure 1: Longitudinal location of seats
METRIC UNITS
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WEIGHT MOMENT: m. kg
(kg) (A) (B) (C)* (D)* (E)*
60 92 145 94 88 98
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80 123 194 125 117 131

100 154 242 156 146 164
120 185 290 187 175 197
140 216 339 218 204 230
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160 246 387 250 234 262

180 277 436 281 263 295
200 308 484 312 292 328
220 339 532
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240 370 581

260 400 629
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280 431 678

300 462 726
320 493 774
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340 524 823

360 554 871
380 585 920
400 616 968
(*) Optional
130 T2 6.2
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OTHER UNITS
WEIGHT MOMENT: in.lb
(lb) (A) (B) (C)* (D)* (E)*
100 6063 9528 6142 5748 6457
150 9095 14292 9213 8622 9686
200 12126 19056 12284 11496 12914
250 15158 23820 15355 14370 16143
300 18189 28584 18426 17244 19371
350 21221 33348 21497 20118 22600
400 24252 38112 24568 22992 25828
450 27284 42876 27639 25866 29057
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500 30315 47640
550 33347 52404
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600 36378 57168
650 39410 61932
700 42441 66696
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750 71460
800 76224
850
900
(*) Optional
80988
85752 tru
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- Freight and baggage transport
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Figure 2: Longitudinal location of loads
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The paragraph 2 - LOADING DATA (Table "OTHER UNITS"), is modified as follows:
OTHER UNITS
WEIGHT MOMENT : in.lb
(lb) (A) (B) (C)* (D)* (E)*
100 6102 9508 6142 5590 6299
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150 9153 14262 9213 8385 9449
200 12204 19016 12284 11180 12598
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250 15255 23770 15355 13975 15748
300 18306 28524 18426 16770 18897
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350 21357 33278 21497 19565 22047
400 24408 38032 24568 22360 25196
450
500
550
600
27459
30510
33561
36612
42786
47540
52294
57048
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27639 25155 28346
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650 39663 61802
700 42714 66556
750 71310
800 76064
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850 80818
900 85572
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(*) Optional
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CAUTION
130 T2 6.2
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*RC*
METRIC UNITS
WEIGHT MOMENT: m. kg
(kg) (A) (B) (C) (D)
10 16 23 32 46
20 31 45 64 92
50 78 113 160 230
70 109 156 224 322
80 124 180 256 368
100 155 225 320
130 202 293 416
155 240 349 496
200 310 450
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250 388 563
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300 465 675
350 543 788
405 628 911
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450 1013
495 1114
WEIGHT
(lb)
50
(A)
3051
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OTHER UNITS
MOMENT: in.lb
(B)
4429
(C)
6299
(D)
9055
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100 6102 8858 12598 18110
176 10740 15590 22172 31874
200 12204 17716 25196
287 17513 25422 36156
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300 18306 26574 37794

342 20869 30294 43085
400 24408 35432
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450 27459 39861

500 30510 44290
550 33561 48719
600 36612 53148
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650 39663 57577

700 42714 62006
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750 45765 66435

800 48816 70864
850 51867 75293
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893 54491 79102

950 84151
1091 96641
130 T2 6.2
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- Fuel
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Figure 3: Longitudinal location of fuel
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NOTE
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Fuel specific gravity: 0.79
METRIC UNITS
kg
20
40
liter
25.32
50.64
m. kg
69.5
139
kg liter
180 227.88
200 253.20
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m. kg
625.5
695
kg
340
360
liter
430.38
455.70
m. kg
1181.5
1251
60 75.96 208.5 220 278.52 764.5 380 481.01 1320.5
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80 101.28 278 240 303.84 834 400 506.33 1390
100 126.60 347.5 260 329.16 903.5 420 531.64 1459.5
120 151.92 417 280 354.48 973 427 540 1484
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140 177.24 486.5 300 379.80 1042.5

160 202.56 556 320 405.06 1112
OTHER UNITS
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lb US gal UK gal in.lb lb US gal UK gal in.lb

50 7.58 6.32 6841 550 83.43 69.47 75246
100 15.17 12.63 13681 600 91.02 75.79 82086
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150 22.75 18.95 20522 650 98.60 82.11 88927

200 30.34 25.26 27362 700 106.19 88.42 95767
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250 37.92 31.58 34203 750 113.77 94.73 102608

300 45.51 37.89 41043 800 121.36 101.05 109448
350 53.09 44.21 47884 850 128.94 107.37 116289
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400 60.68 50.52 54724 900 136.53 113.68 123129

450 68.26 56.84 61565 940 142.60 118.74 128601
500 75.85 63.15 68405
130 T2 6.2
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3 CG CHARTS
The following charts (metric and non - metric units) are used to easily determine the
aircraft center of gravity. When the point obtained is close to the limits, it should be
confirmed by calculations.
Due to the complexity to show all seat configurations on the same chart, these charts
are given for the "SICMA 159" 7-seats configuration only. The determination of the
center-of gravity for other configurations must be performed by calculations.
Example: Item on chart
(Figures 4 and 5)
- The weighing operation locates the CG at 3.57 m (141 in)
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for an EEW of : 1325 kg (2921 lb) : 1
- 3 front seats used : 240 kg (529 lb) : 2
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- 2 rear seats used : 160 kg (353 lb) : 3
- Freight in the rear seat : 50 kg (110 lb) : 4
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- Freight in the lateral hold : 100 kg (220 lb) : 5
- Freight in the rear hold : 75 kg (165 lb) : 6
- Zero fuel weight :
- Fuel
tru 1950 kg (4299 lb) :
427 kg (941 lb)
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- TOTAL WEIGHT : 2377 kg (5240 lb) : 8

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This charts are designed so that the variations in fuel weight make the
CG move along a vertical line.
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The takeoff weight is 2377 kg (5240 lb) (item 8 with a center of gravity at 3.260 m
(128.4 in).
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The longitudinal CG is within the permissible limits.

Item 7 shows the ZFW and its CG.
- During the flight, after consuming 300 kg (661 lb) of fuel (item 9 ), the center of
gravity will be 3.229 m (127.1 in).
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The weight and CG limits are given in LIMITATIONS (SECTION 2) and may be modified
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by the Supplements corresponding to the optional items fitted.

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130 T2 6.2
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Figure 4: Center of gravity for 7-seat configuration
130 T2 6.2
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Figure 5: Center of gravity for 7-seat configuration (cont'd)
130 T2 6.2
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SECTION 6.3
LATERAL CG LOCATION
The tables below give the lateral CG positions for different weights and their moments with
respect to the Y plane (positive dimensions on the right, negative dimensions on the left).
1 DETERMINATION OF LATERAL CG LOCATION

The computation method is the same as that used for determining the longitudinal CG
location (§ CALCULATING CG - SECTION 6.2).
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Add weights and moments to the aircraft empty weight and moment referring to
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preceding pages.
Lateral CG location values during the mission shall fall within the permissible limits.
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Example:
- Before flight:
EEW
Front seats
kg
1325
240
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m.kg
9.7
1.6
lb
2921
529
in.lb
842
139
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Rear seats 240 58.8 529 5103
Side cargo bay 50 30 110 2603
Rear cargo 0 - 0 -
Fuel 400 - 882 -
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TOTAL 2255 100.1 4971 8687

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100.1 8687
CG = 2255 = 0.044 m CG = 4971 = 1.74 in
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Lateral CG is within the permissible limits.

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2 LOADING DATA
- Crew and passengers (7seats)
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Figure 1: Lateral location of seats and loads (7 seats)
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METRIC UNITS
WEIGHT MOMENT : m. kg
(kg) A+ A- B+ C+ C- D+ D- E+ E-
50 30 -30 1 36.75 -36.75 12.25 -12.25 30 -30
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60 36 -36 1.2 44.1 -44.1 14.7 -14.7 36 -36

70 42 -42 1.4 51.45 -51.45 17.15 -17.15 42 -42
80 48 -48 1.6 58.8 -58.8 19.6 -19.6 48 -48
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90 54 -54 1.8 66.15 -66.15 22.05 -22.05 54 -54

100 60 -60 2.0 73.5 -73.5 24.5 -24.5 60 -60
110 66 -66 2.2 80.85 -80.85 26.95 -26.95 66 -66
120 72 -72 2.4 88.2 -88.2 29.4 -29.4 72 -72
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130 78 -78 2.6 95.55 -95.55 31.85 -31.85 78 -78

140 84 -84 2.8 102.9 -102.9 34.3 -34.3 -84
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150 90 -90 3 110.25 110.25 36.75 -36.75 -90

155 93 -93 3.1 113.92 -113.92 37.97 -37.97 -93
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130 T2 6.3
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OTHER UNITS
WEIGHT MOMENT : in.lb
(lb) A+ A- B+ C+ C- D+ D- E+ E-
50 1181 -1181 39 1447 -1447 482 -482 1181 -1181
75 1772 -1772 59 2170 -2170 723 -723 1772 -1772
100 2362 -2362 79 2894 -2894 965 -965 2362 -2362
125 2952 -2952 98 3617 -3617 1205 -1205 2952 -2952
150 3543 -3543 118 4340 -4340 1447 -1447 3543 -3543
175 4134 -4134 138 5064 -5064 1688 -1688 4134 -4134
200 4724 -4724 157 5787 -5787 1929 -1929 4724 -4724
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220 5197 -5197 173 6366 -6366 2122 -2122 5197 -5197
264 6236 -6236 208 7639 -7639 2546 -2546 6236 -6236
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275 6496 -6496 217 7958 -7958 2653 -2653 6496 -6496
287 6779 -6779 227 8306 -8306 2770 -2770 6779 -6779
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300 7086 -7086 236 8681 -8681 2894 -2894 -7086
325 7677 -7677 256 9405 -9405 3135 -3135 -7677
342 8078 -8078 270 9897 -9897 3300 -3300 -8078
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NOTE
The « central » front seats has a slight offset with the Y plane:
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- left-hand pilot version : B+ = +0.02m (+0.79 in)
- Crew and passengers (8 seats) *

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Figure 2: Lateral location of seats and loads (8 seats) *
130 T2 6.3
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METRIC UNITS
WEIGHT MOMENT : m.kg
(kg) (A+)* (B+)* (C+) (C-) (D+) (D-) (E+) (E-) (F-)* (G-)*
50 36 16 36.75 -36.75 12.25 -12.25 30 -30 -4 -30
60 43.2 19.2 44.1 -44.1 14.7 -14.7 36 -36 -4.8 -36
70 50.4 22.4 51.45 -51.45 17.15 -17.15 42 -42 -5.6 -42
80 57.6 25.6 58.8 -58.8 19.6 -19.6 48 -48 -6.4 -48
90 64.8 28.8 66.15 -66.15 22.05 -22.05 54 -54 -7.2 -54
100 72 32 73.5 -73.5 24.5 -24.5 60 -60 -8 -60
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110 79.2 35.2 80.85 -80.85 26.95 -26.95 66 -66 -8.8 -66
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120 86.4 38.4 88.2 -88.2 29.4 -29.4 72 -72 -9.6 -72
130 93.6 41.6 95.55 -95.55 31.85 -31.85 78 -78 -10.4 -78
140 100.8 44.8 102.9 -102.9 34.3 -34.3 -84 -11.2 -84
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150 108 48 110.25 -110.25 36.75 -36.75 -90 -12 -90
155 111.6 49.6 113.93 -113.93 37.98 -37.98 -93 -12.4 -93
WEIGHT
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OTHER UNITS
MOMENT : in.lb
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(lb) (A+)* (B+)* (C+) (C-) (D+) (D-) (E+) (E-) (F-)* (G-)*
50 1418 630 1447 -1447 483 -483 1181 -1181 -158 -1181
75 2126 945 2171 -2171 724 -724 1772 -1772 -236 -1772
100 2835 1260 2894 -2894 965 -965 2362 -2362 -315 -2362
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125 3544 1575 3618 -3618 1206 -1206 2953 -2953 -394 -2953
150 4253 1890 4341 -4341 1448 -1448 3543 -3543 -473 -3543
175 4961 2205 5065 -5065 1689 -1689 4134 -4134 -551 -4134
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200 5670 2520 5788 -5788 1930 -1930 4724 -4724 -630 -4724
220 6237 2772 6367 -6367 2123 -2123 5196 -5196 -693 -5196
264 7484 3326 7640 -7640 2548 -2548 6236 -6236 -832 -6236
275 7796 3465 7959 -7959 2654 -2654 6496 -6496 -866 -6496
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287 8136 3616 8306 -8306 2770 -2770 6779 -6779 -904 -6779
300 8505 3780 8682 -8682 2895 -2895 -7086 -945 -7086
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325 9214 4095 9406 -9406 3136 -3136 -7677 -1024 -7677
342 9696 4309 9897 -9897 3300 -3300 -8078 -1077 -8078
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* Optional
130 T2 6.3
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SECTION 6.4
WEIGHT AND MOMENT OF EQUIPMENT ITEMS
The following list covers the equipment items. It gives the approximate weight and moment
of the removable components.
DESCRIPTION WEIGHT ARM MOMENT

kg lb m in m. kg in.lb
Aircraft ground tool kit 39.5 87.8 - - - -
Twin handling wheels
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Helicopter hoisting ring
Aircraft tool kit 6.5 14.3 - - - -
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Static pressure port cover
Pitot tube cover
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Mooring rings
Saddle bag for documents
Storage bag
Main rotor blades socks
Engine tail pipe cover
Air intake slip cover
ARRIEL engine flushing system
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0.79 1.74 4.10 161.42 3.24 281.13
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Ballast complement (1 plate) 1.6 3.53 10.55 415.35 16.88 1465.09
Cabin fire extinguisher 1.64 3.62 1.70 66.93 2.79 242.43
Cargo Sling 1500 kg
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Fixed parts 3.59 7.91 2.07 81.50 7.43 645.01

Removable parts 3.34 7.36 3.03 119.29 10.12 878.39
Dual controls 3.00 6.61 1.28 50.39 3.84 333.29
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Emergency floatation system 61.04 134.57 3.32 130.71 202.65 17589.27

Structure fixed parts 1.05 2.31 4.13 162.60 4.34 376.39
Elec. fixed parts 2.58 5.69 2.82 111.02 7.28 631.49
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2 floatation pontoons 43.20 95.24 3.33 131.06 143.81 12482.25

removable parts
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2 CO2 bottles removable

parts 12.92 28.48 3.32 130.71 42.89 3723.02
Fitting devices removable
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parts 1.29 2.84 3.38 132.95 4.36 378.11
130 T2 6.4
15-18 Page 1

Emergency locator transmitter
KANNAD INTEGRA AP-H 1.07 2.35 4.16 163.78 4.43 384.53
ELT fixed parts 0.18 0.40 - - - -
ELT removable parts
0.89 1.96 - - - -
First aid kit 1.76 3.88 1.79 70.47 3.15 273.44

Seats (SICMA 198/284)
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7-seats configuration (Standard)
- Front seat 10.50 23.15 1.73 68.11 18.17 1576.62
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- Rear seat 10.20 22.49 2.61 102.76 26.62 2310.64
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7-seats configuration (Stylence)
- Pilot and RH front seat 13.39 29.42 1.73 68.11 23.16 2003.80
- Central passenger front seat
- Rear passenger seat
13.21
12.95
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29.12
28.55
1.73
2.61
68.11 22.85
102.76 33.80
1983.36
2933.80
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8-seats configuration (Standard)
- Pilot front seat 10.50 23.15 1.73 68.11 18.17 1576.62
- Mount for 3 passengers 9.91 21.85 1.56 61.42 15.46 1341.81
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- LH passenger front seat 10.50 23.15 1.85 72.83 19.43 1685.98

- Central passenger front seat 10.50 23.15 1.66 65.35 17.43 1512.83
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- RH passenger front seat 10.50 23.15 1.75 68.90 18.38 1594.85

- Rear passenger seat 10.20 22.49 2.61 102.76 26.62 2310.64
LH or RH front door 11.46 25.26 1.40 55.11 16.04 1392.55
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LH or RH rear sliding door 9.36 20.63 2.25 88.58 21.06 1827.92

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Reinforced wear plates 3.56 7.86 3.14 123.62 11.19 971.32

Sand filter for ARRIEL 2 engine 9.41 20.74 4.35 171.26 40.92 3552.07
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(Removable parts only)
130 T2 6.4
15-18 Page 2
RC a
The table page 2 is superseded as follows:

Emergency locator transmitter
KANNAD 121 AF-H 2.13 4.70 4.16 163.78 8.86 769.07
ELT fixed parts
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1.03 2.27 - - - -
ELT removable parts 1.10 2.43 - - - -
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KANNAD 406 AF-H 2.22 4.89 4.16 163.78 9.24 801.57
ELT fixed parts
1.03 2.27 - - - -
ELT removable parts
1.19 2.62
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- - - -
First aid kit 1.76 3.88 1.79 70.47 3.15 273.44
Seats (SICMA 159) 11.60 25.57 - - - -
Front seat
Rear seat
11.60
11.60
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25.57
25.57
1.55
2.415
61.02
95.08
17.98
28.01
1560.57
2431.46
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LH or RH front door 11.46 25.26 1.40 55.11 16.04 1392.55
LH or RH rear sliding door 9.36 20.63 2.25 88.58 21.06 1827.92
Reinforced wear plates 3.56 7.86 3.14 123.62 11.19 971.32
Sand filter for ARRIEL 2 engine 9.41 20.74 4.35 171.26 40.92 3552.07
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(Removable parts only)

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CAUTION
130 T2 6.4
15-18
*RC*
SECTION 6.5
WEIGHING
1 PRELIMINARY ACTIONS
- The weighing operation must be carried out in a closed shelter to avoid any errors
caused by the wind.
- Clean the aircraft carefully before weighing.
- If the weighing operation is used to determine CG location, level the aircraft before
weighing (transmission deck set to 2° nose down).
- In principle, all equipment items included in the aircraft's empty weight must be
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installed. Draw up a brief inventory of those equipment items and include it in the
weighing record.
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- All weighing instruments must be checked for correct "zero" setting before use. It is
important that the weighing instruments are placed on suitably levelled ground for
correct measurement.
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- Unless otherwise specified, the fuel cells must be drained.
truNOTE
A certain quantity of fuel remaining in the system is defined by the

airworthiness regulations as the "unusable fuel", i.e. the quantity of fuel below
which anomalies in fuel supply begin to appear in certain aircraft attitudes
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and/or flying manoeuvres.
The weight (and moment) of the "unusable fuel" is indicated in the

specifications, airworthiness sheets, etc.
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130 T2 6.5
15-18 Page 1
2 WEIGHING PROCEDURES
The aircraft is weighed and the CG location is determined as follows:
- After the inventory has been made and the checks have been performed, level the
aircraft by means of the appropriate markings and using a clinometer, with the
landing gear off the ground.
- Check that the fuel cell is drained.
- The distances of the jacking points are defined by the manufacturer when the aircraft
is assembled on the jig.
- Record the weight measured at each jacking point.
- Compute the moment by multiplying the weight by the distance of the corresponding
jacking point.
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- Calculate the sum of the moments.
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- Divide the total moment by the total weight to obtain the aircraft CG location.
The empty weight (and CG) must include the weight of unusable fuel.
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As a general rule, these values are calculated from the "aircraft dry" weight.
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130 T2 6.5
15-18 Page 2
WEIGHING RECORD SHEET

AIRCRAFT /VERSION X
Y
SERIAL No
CUSTOMER No A1 A2
A2 A1
DATE:
A3
+ -
VISA REMARKS
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ARM MOMENT
WEIGHT
JACK POINTS (m) or (in) (m.kg) or (lb.in)
(kg) or (lb)
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X Y MX MY
LH FORWRAD 1.302 m - 0.460 m
(A1) 51.26 in - 18.11 in
1.302 m +0.460 m
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RH FORWARD
(A2) 51.26 in +18.11 in
TOTAL LH.FWD
+
RH FWD (A)
AFT (A3)
TOTAL WEIGHT
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199.49 in
0
MX= MY=
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MX
LONGITUDINAL CG ............................ X = =
TOTAL WEIGHT
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MY
LATERAL CG ...................................... Y = TOTAL WEIGHT =
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WEIGHING CORRECTIONS AND LONGITUDINAL CG CORRECTIONS

WEIGHT ARM MOMENT
EQUIPMENT ITEMS
( kg) or ( lb) (m) or (in) ( m.kg) or ( lb.in)
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EMPTY WEIGHT OF
EQUIPPED AIRCRAFT
CORRECTED WEIGHT
CORRECTED MOMENT
CORRECTED
LONGITUDINAL CG
130 T2 6.5
15-18 Page 3
INVENTORY AT TIME OF AIRCRAFT WEIGHING
FURNISHINGS RADIO COMMUNICATION

Aircraft tool kit RADIO NAVIGATION
First aid kit AVIONICS
Flight manual VOR1/VHF1/GPS (GARMIN GNS
430)
Fire extinguisher VOR2/VHF2
OPTIONAL EQUIPMENT U.H.F
VHF/FM
Swiveling landing light ADF
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Battery Transponder
2nd. Battery ICS 2 lanes passenger interphone
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Dual controls Radio altimeter
Sand filter Gyro. horizon
Emergency floatation gear Stand-by horizon
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Cargo swing Gyro compass
Rear-view mirror Emergency locator
Sliding door (RH)
Sliding door (LH)
Carpet
Ballast for balancing
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MISCELLANEOUS
Fuel
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(0) : Not fitted (1) : fitted (FP) : Fix parts

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130 T2 6.5
15-18 Page 4
SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS
PAGE
7.1 MAIN AIRCRAFT DIMENSIONS
1 AIRCRAFT DIMENSIONS ........................................................................... 1
2 DESCRIPTIVE DATA .................................................................................. 3
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7.2 COCKPIT
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1 INSTRUMENT PANEL AND CONSOLE ...................................................... 1
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7.3 CENTRAL WARNING AND ANCILLARY SYSTEMS
1 DESCRIPTION ............................................................................................ 1
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2 CHARACTERISTICS ...................................................................................
3 ANCILLARY SYSTEMS ...............................................................................
1
2
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7.4 VEHICLE AND ENGINE MANAGEMENT DISPLAY (VEMD)
1 GENERAL .................................................................................................... 1
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2 CHARACTERISTICS ................................................................................... 1
3 OPERATING MODES .................................................................................. 1
4 VEMD CONTROLS...................................................................................... 2
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5 OPERATION ................................................................................................ 3
6 OPERATIONAL MODE ................................................................................ 3
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7 N2 DATUM................................................................................................... 10
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7.5 FLIGHT CONTROLS

1 COLLECTIVE LEVER GRIP ........................................................................ 1
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2 CYCLIC STICK GRIP .................................................................................. 2

3 OTHER CONTROLS ................................................................................... 3
130 T2 7.0.P6
15-18 Page 1
PAGE
7.6 LIGHTING SYSTEM
1 INTERIOR LIGHTING .................................................................................. 1
2 EXTERIOR LIGHTING ................................................................................. 3
7.7 POWER PLANT

1 GENERAL .................................................................................................... 1
2 ENGINE OIL SYSTEM ................................................................................. 2
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7.8 FUEL SYSTEM
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1 GENERAL .................................................................................................... 1
2 HELICOPTER FUEL SUPPLY SYSTEM ..................................................... 1
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3 ENGINE FUEL SUPPLY SYSTEM .............................................................. 1
4 CONTROLS AND MONITORING ................................................................ 2
7.9 POWER TRANSMISSION SYSTEM AND ROTORS

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5 FUEL FLOW CONTROL .............................................................................. 3
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1 POWER TRANSMISSION ........................................................................... 1
2 ROTORS ..................................................................................................... 4
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7.10 HYDRAULIC SYSTEM

1 GENERAL.................................................................................................. 1
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2 HYDRAULIC SYSTEM COMPONENTS .................................................... 4
7.11 ELECTRICAL POWER SYSTEMS

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1 DC ELECTRICAL POWER ........................................................................ 1

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7.12 AIR DATA SYSTEM

1 GENERAL.................................................................................................. 1
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2 OPERATION.............................................................................................. 1
130 T2 7.0.P6
15-18 Page 2
PAGE
7.13 VENTILATION, HEATING AND DEMISTING
1 HEATING AND DEMISTING SYSTEM ...................................................... 1
2 CABIN AND COCKPIT DYNAMIC VENTILATION .................................... 1
3 ENVIRONMENTAL CONTROL SYSTEM (ECS)* ...................................... 2
7.14 APPAREO VISION 1000

1 GENERAL.................................................................................................. 1
2 DESCRIPTION .......................................................................................... 1
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3 OPERATION .............................................................................................. 2
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7.15 ACTIVE VIBRATION CONTROL SYSTEM (AVCS)
1 GENERAL.................................................................................................. 1
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2 SYSTEM DESCRIPTION........................................................................... 1
3 NORMAL OPERATION ............................................................................. 2
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4 SYSTEM IDENTIFICATION .......................................................................
5 SYSTEM FAILURES..................................................................................
3
3
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(*) If installed
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130 T2 7.0.P6
15-18 Page 3
SECTION 7.1
MAIN AIRCRAFT DIMENSIONS
1 AIRCRAFT DIMENSIONS
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NOTE
The values which vary according to weight are given at the maximum weight.
Figure 1: Three-view drawing
130 T2 7.1
15-18 Page 1
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Figure 2: Access doors and compartments
130 T2 7.1
15-18 Page 2
2 DESCRIPTIVE DATA
2.1 ENGINE
- Number :1 - Available power: (thermal power)
- Manufacturer : TURBOMECA (ISA, at sea level):
- Model : ARRIEL . Max. takeoff power rating
- Type : 2D (MTOP): 710 kW (952 SHP)
. Max. continuous power rating
(MCP): 638 kW (856 SHP)
2.2 MAIN ROTOR
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- Type : STARFLEX - Diameter : 10.69 m (35.07 ft)
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- Number of blades :3
- Nominal rotor
speed : 386 rpm
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2.3 TAIL ROTOR
- Type : FENESTRON
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- Number of blades
- Nominal tail rotor
speed
: 1 m (3.28 ft)
: 10
: 3568 rpm
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2.4 FUEL
- Total capacity : 540 l (427 kg) - Usable fuel : 538 l (425 kg)
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(142.7 US gal) (142 US gal)

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2.5 OIL
- MGB oil capacity - Engine oil capacity : 6.2 l
including filter : 7.3 l (1.64 US gal)
(1.93 US gal) - Servo control fluid
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- TGB oil capacity : 0.5 l capacity per reservoir: 1.0 l min.

(0.13 US gal) (0.26 US gal)
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1.2 l max.
(0.32 US gal)
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130 T2 7.1
15-18 Page 3
RC b
The paragraph 1 - INSTRUMENT PANEL AND CONSOLE, is superseded by:
- Instrument panel
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Figure 1 : Instrument panel
1 "LIGHT" indicator light 12 Ventilation air outlets
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2 Caution and Warning Panel 13 Vertical speed indicator

3 NR/N2 lighting potentiometer Lighting selector and
14
4 NR/N2 indicator potentiometers
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5 Altimeter 15 Directional gyro or HSI*

6 Engine starting selector 16 NAV1 - NAV2 selector/indicator
7 VEMD 17 Clock
8 ELT control switch Turn and bank indicator or
18
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9 Gyro slaving control* Radio altimeter indicator*

10 Stand-by horizon* 19 Horizon
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11 VHF1 - NAV 1 (VOR/ILS/GPS) 20 Airspeed indicator

(*) If installed
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CAUTION
130 T2 7.2
15-18
*RC*
SECTION 7.2
COCKPIT
1 INSTRUMENT PANEL AND CONSOLE
- Instrument panel
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Figure 1: Instrument panel

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1 "LIGHT" indicator light 12 Ventilation air outlets

2 Caution and Warning Panel 13 Vertical speed indicator
3 NR/N2 lighting potentiometer Lighting selector and
14
4 NR/N2 indicator potentiometers
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5 Altimeter 15 Directional gyro or HSI*

6 Engine starting selector 16 NAV1 - NAV2 selector/indicator
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7 VEMD 17 Clock
8 E.L.T. control switch Turn and bank indicator or
18
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9 Gyro slaving control* Radio altimeter indicator*

10 Stand-by horizon* 19 Horizon
11 VHF2 - NAV 2 (VOR/ILS) 20 Airspeed indicator
(*) If installed
130 T2 7.2
15-18 Page 1
- Console
Basic function switches
Basic function pushbuttons
Optional function pushbuttons*
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COM 1 - NAV 1
(VOR/VHF/GPS/ICS/TRANSPONDER)
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ECS control unit*
(Spare)
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(Spare)
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30 breaker panel
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16 breaker panel
(*) If installed
Figure 2: Console
130 T2 7.2
15-18 Page 2
RC b
The paragraph 1 - INSTRUMENT PANEL AND CONSOLE (Cont'd), is superseded by:
- Console
Basic function switches
Basic function pushbuttons
Optional function pushbuttons*
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(Spare)
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Transponder
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VHF2 - NAV 2 (VOR/ILS)
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ECS control unit*
(Spare)
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(Spare)
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30 breaker panel
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16 breaker panel
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(*) If installed
Figure 2 : Console
CAUTION
130 T2 7.2
15-18
*RC*
SECTION 7.3
CENTRAL WARNING
AND ANCILLARY SYSTEMS
1 DESCRIPTION
The caution and warning panel (CWP) comprises the following components:
- Red warning lights for alarms which require immediate action,
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- Amber caution lights for alarms requiring action which can be delayed.
Audio alarms are generated through the intercommunication system. The audio warning
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system is activated when [HORN] on the central console is set to ON position. In this
case, HORN on the caution and warning panel.
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2 CHARACTERISTICS
protected by circuit breakers.

Pre MOD 07.4437
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The caution and warning panel is supplied by a dual 28 VDC power supply and
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Post MOD 07.4437

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(*) If ECS installed

Figure 1: Caution and warning panel
130 T2 7.3
15-18 Page 1
3 ANCILLARY SYSTEMS
- General
The ancillary systems are composed of 3 Ancillary Systems Unit (ASU) cards to
perform the ancillary service functions of the helicopter:
Management of all audio warnings, some visual warnings, and the processing of
specific electrical signals,
Management of the engine fuel control back-up system.
- Characteristics
The ASU cards are supplied with a dual 28 VDC power supply and are protected by
breakers.
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- Description
ASU No.1 performs the following functions:
ENG
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Management of the FIRE warning light,
Generation of the high and low NR audio warnings,

Management of other audio warnings:
- Due to red alarms: Gong, tru
- Due to MTOP overlimit: continuous low tone.
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ASU No.2 performs the following functions:
Management of the BATT warning light,
TEMP
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Processing and filtering of VEMD electrical supply.

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130 T2 7.3
15-18 Page 2
ASU No.3 is part of the Engine Back-up Control Ancillary Unit (EBCAU) and performs
the following functions:
Engine N2 indicator signal acquisition,
Computing and signal processing for back-up fuel metering valve.
Back to neutral function of back-up fuel metering valve (safety device or
necessary after system maintenance test).
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Figure 2: ASU cards location
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130 T2 7.3
15-18 Page 3
SECTION 7.4
VEHICLE AND ENGINE MANAGEMENT DISPLAY (VEMD)
1 GENERAL
The VEMD is a duplex indicator equipped with two matrix liquid crystal displays. It is
located in the center of the instrument panel. The VEMD displays all necessary engine
and vehicle parameters. The VEMD comprises 3 modules:
- Two processing modules: LANE 1 and LANE 2,
- One display module which includes two screens and the control pushbuttons.
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2 CHARACTERISTICS
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The VEMD is supplied with a dual 28 VDC power supply and is protected by circuit
breakers.
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3 OPERATING MODES
Three operating modes are accessible:
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- "OPERATIONAL" mode: accessible in ground and flight condition, this mode
constitutes the main operating mode of the equipment. It contains the ENGINE,
VEHICLE, FLI, FLIGHT REPORT, ENGINE POWER CHECK AND PERFORMANCE
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pages,
- "CONFIGURATION" mode: only accessible in ground condition, this mode allows
configuration of the VEMD.
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1. [OFF1] and [OFF2] ............... PRESS to switch OFF the VEMD,

2. [SELECT] and [ENTER] ........ PRESS and HOLD,
3. [OFF1] and [OFF2] ............... PRESS to switch ON the VEMD,
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4. Hold until RELEASE KEY message appears on both screens.

- "MAINTENANCE" mode: only accessible in ground condition.
This mode allows the selection of the different maintenance functions: Flight report,
Failure report, Overlimits, Engine Health Check, Operating times, EECU data and
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Data loading.
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To access this mode use the same procedure as "CONFIGURATION" mode except
item 2, replaced by the following:
2. [SCROLL] and [RESET] ...... PRESS and HOLD,
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130 T2 7.4
15-18 Page 1
4 VEMD CONTROLS
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1- [OFF1 / OFF 2] pushbuttons: 5- [ + / - ] pushbuttons:

. Switch ON/OFF processing . Increase/decrease the numerical
module 1/2 and the upper or values of the selected data.
lower screen.
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2- [SCROLL] pushbutton: 6- [ENTER] pushbutton:

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. Scrolling through the pages. . Validate the selected data.

. Go through a list of available data.
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3- [RESET] pushbutton: 7- [BRT +/-] pushbutton:

. Return to nominal display . Screen brightness control.
configuration.
4- [SELECT] pushbutton:
. Select a data field.
Figure 1: VEMD controls
130 T2 7.4
15-18 Page 2
5 OPERATION
The VEMD is automatically powered up when [BATT] is switched ON.
The equipment performs an initialization test which checks correct operation of each of
the two lines. During the test, the following message is displayed.
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The line concerned can be cut-off by pressing the associated pushbutton (OFF1 or
OFF2). This validates the initialization tests and switches the remaining line to operating
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mode.
If the test is successful, the VEMD automatically goes to operational mode.
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6 OPERATIONAL MODE
This mode is displayed by default, when no other mode is selected.
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The [SCROLL] pushbutton is used to scroll the pages as shown on the following
diagrams (Figures 2 and 3).
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130 T2 7.4
15-18 Page 3
6.1 MANAGEMENT OF PAGES IN NORMAL FLIGHT MODE
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Figure 2: VEMD management in normal FLIGHT mode
130 T2 7.4
15-18 Page 4
6.2 MANAGEMENT OF PAGES IN DEGRADED DISPLAY FLIGHT MODE
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Figure 3: VEMD management in degraded display mode

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130 T2 7.4
15-18 Page 5
6.3 FIRST LIMITATION INDICATOR (FLI) PAGE
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Figure 4: FLI page (Values given as an example)
NOTE
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If one of the parameters on the FLI page becomes invalid, the ENGINE page is
automatically displayed; the parameters can then be read on independent
scales.
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6.4 ENGINE PAGE
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Figure 5: ENGINE page
130 T2 7.4
15-18 Page 6
6.5 VEHICLE PAGE
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Figure 6: VEHICLE page
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6.6 ENGINE POWER CHECK (EHC) PAGE
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The first page displays the procedure requirements, when applicable, in order to
obtain a correct engine power check result. The check is divided into three phases:
- An initial stabilization phase,
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- A more restrictive stabilization phase,
- A margin computation phase.
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Figure 7: First page of the EHC
130 T2 7.4
15-18 Page 7
The second page displays the result of the EHC according to 6 parameters (N1, N2,
TOT, Hp (Zp), TRQ, OAT) and the positive or negative TRQ margin/TOT and TRQ
margin/N1.
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Figure 8: Second page of the EHC (Values given as example)
6.7 PERFORMANCE PAGE

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This page is used to calculate aircraft weight and performance in the form of takeoff
weights, in and out of ground effect.
The following parameters must be entered:
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- The equipped empty weight of the aircraft (EEW). At power up, the value
displayed is the value from the previous flight, it needs to be updated if the aircraft
configuration has been changed.
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- The weight of the crew (CREW). At power up, the default value is 80 kg (176 lb).
- The weight of the payload (PAYLOAD). At power up, the PAYLOAD value is
automatically set to match the maximum internal takeoff weight.
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Fuel and external parameters Hp (Zp) and OAT are taken into account automatically.
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130 T2 7.4
15-18 Page 8
For mission planning purposes, Hp (Zp) and OAT can be modified.

When Hp (Zp) is modified, the OAT is adapted in accordance with the standard
atmosphere law. When the page is changed or another parameter is selected, the
VEMD takes into account the actual Hp (Zp) and OAT values. To set or modify the
parameters, apply the following procedure:
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Figure 9: PERFORMANCE page

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NOTE
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When the IGE and OGE values are less than the aircraft All-Up Weight, they are
displayed in yellow.
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If the actual hover performance is higher than the demonstrated hover

performance (dashed lines beyond the max. demonstrated H in the
HIGE / HOGE performance charts) IGE / OGE is displayed in white and the
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corresponding weight in yellow.
130 T2 7.4
15-18 Page 9
6.8 FLIGHT REPORT PAGE

The purpose of this page is to provide the crew with a summarized report of the last
flight performed. At the end of the flight (N1 < 10% and NR < 80 rpm), the flight report
page is automatically displayed on the lower screen.
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1-
2-
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Flight number, which is incremented automatically.
Flight time (from N1 > 60% after start to N1 < 50% at engine shutdown).
3- Usage counter.
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4- Number of N1 cycles during the flight / total number of N1 cycles.
5- Number of N2 cycles during the flight / total number of N2 cycles.
6- Message area (in yellow) if a discrepancy is detected during the flight.
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If a message appears, refer to the "MAINTENANCE" mode in the systems

description manual.
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To exit this page, press the [RESET] key.
Figure 10: FLIGHT REPORT page

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7 N2 DATUM
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The VEMD computes the N2 datum (N2*) with a law depending on collective pitch
(XPC) and rudder pedal position (XPA). This datum is sent to the FADEC through the
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crosstalk link. The function is computed by the two processing modules. In case of
discrepancy between the two lane computations or when one or both of the input
signals are invalid, a backup value is sent to the FADEC.
In order to avoid high transients of N2* and as a consequence high variations of NR and
torque, the VEMD limits the variation of N2*.
The N2* value can be displayed in the EECU data field.
130 T2 7.4
15-18 Page 10
SECTION 7.5
FLIGHT CONTROLS
1 COLLECTIVE LEVER GRIP
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1 - Landing light switch 5- Swivelling light position control*

2 - Emergency floatation switch * 6- Hoist cable cutter*
3 - Spare 7- Spare
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4 - Taxi light or swivelling landing 8- VEMD scroll pushbutton

light switch*
9- Windshield wiper pushbutton *
(*) If installed
Figure 1: Collective lever grip
130 T2 7.5
15-18 Page 1
2 CYCLIC STICK GRIP
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1 - (Spare)
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5 - Sling load lower hook release*
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2 - VHF1 frequency channels control 6 - Sling load release*
3 - (Spare) 7 - (Spare)
4 - VHF2 frequency channels control 8 - (Spare)
9 - Radio / ICS push to talk switch
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(*) If installed
Figure 2: Cyclic stick grip
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Details on radio controls:
Position Item 2 or 4
Up Select higher the stored frequency in the list.
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Down Select lower the stored frequency in the list.

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Left Frequency switch (Active / Standby).

Right VHF selection for transmission.
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130 T2 7.5
15-18 Page 2
RC b
The paragraph 2 - CYCLIC STICK GRIP, is superseded by:
2 CYCLIC STICK GRIP
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1 - (Spare) 5 - Sling load lower hook release*

2 - VHF2 frequency channels control 6 - Sling load release*
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3 - (Spare) 7 - (Spare)
4 - Mirror orientation control* 8 - VHF1 active/stand-by frequency
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selector (After MOD OP 3777)

9 - Radio / ICS push to talk switch
(*) If installed
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Figure 2: Cyclic stick grip
CAUTION
130 T2 7.5
15-18
*RC*
3 OTHER CONTROLS
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1 - Rotor brake lever
2 - Fuel emergency shut-off lever
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3 - Frangible cover
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Figure 3: Rotor brake - Fuel emergency shut-off
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1- Engine fire test pushbutton

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2- Servo distributors test pushbutton

3- Warning/Caution/Advisory indicator lights test pushbutton
4- Engine cranking pushbutton (guarded)
5- EBCAU test pushbutton (guarded)
Figure 4: Overhead Panel
130 T2 7.5
15-18 Page 3
SECTION 7.6
LIGHTING SYSTEM
1 INTERIOR LIGHTING
1.1 GENERAL
The interior lighting system consists of:
- The instrument integral lighting system for normal and back-up lighting,
- Integral lighting for the console, VEMD controls, radio and radio-navigation
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controls,
- LCD or LED displays on VEMD, NR/N2 indicator, radio and radio-navigation
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systems,
- CWP and other caution and advisory lights,
- Internal light for the stand-by compass.
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The cabin lighting system consists of:
- One pilot reading light.
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- Four individual passenger reading lights.
- Two dome lights for general cabin lighting.
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1.2 CONTROL AND OPERATION
The lighting system is supplied by two independent circuits controlled by a selector
[OFF/DAY/NIGHT] and two lighting dual potentiometers INST.LIGHT and
SYST.LIGHT.
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INST
A LIGHT caution light on the CWP indicates a failure of one or both lighting
systems when the selector [OFF/DAY/NIGHT] is in "DAY" or "NIGHT" position.
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In case of complete failure of the instrument panel lighting system the dome lights
can serve as backup lighting.
The pilot map-reading light on the forward transversal canopy post has its own
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switch nearby.
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The 4 passenger reading lights have their own on/off pushbutton next to them.
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130 T2 7.6
15-18 Page 1
The cabin dome lights are controlled by a [DOME LT] pushbutton located on the
console.
The map-reading light, the passenger reading lights and the dome lights are
supplied by the direct battery bus-bar.
The brightness of the following systems is controlled by using the
[OFF / DAY / NIGHT] selector and lighting potentiometers INST.LIGHT or
SYST. LIGHT:
- VEMD keys,
- NAV1 / NAV2 / LIGHT advisories and warning/caution lights on CWP (DAY or
NIGHT mode only, brightness is not adjustable),
- Pushbutton indicator lights on the console.
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Operating mode:
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- OFF : Lighting system switched OFF.
- DAY : Brightness at nominal level.
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- NIGHT : Brightness at dimmed level.
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Figure 1: Lighting controls
NOTE
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The brightness of the VEMD screens can be adjusted manually using the
"BRT +/-" pushbuttons.
The brightness of some avionics equipment (e.g. GTX330, GNS430) displays
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is adjusted automatically by light sensitive cells.

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The brightness of the NR/N2 indicator can be adjusted using the potentiometer
nearby when the lighting selector is in NIGHT position.
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130 T2 7.6
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2 EXTERIOR LIGHTING
The basic external lighting comprises 3 position lights, one anti-collision light, one fixed
taxiing light and one fixed landing light. The taxiing light can be replaced by a swiveling
landing light*.
The position lights are automatically switched on when the
[OFF / DAY / NIGHT] selector on the instrument panel is in "DAY" or "NIGHT" position.
The anti-collision light is switched on/off using the [A/COL] switch on the console.
The taxiing or swiveling landing light* and the fixed landing light are switched on/off
using the switches on the collective lever grip.
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A LIGHT advisory light on the instrument panel indicates that a landing/taxiing light is
switched on.
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(*) If installed
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130 T2 7.6
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SECTION 7.7
POWER PLANT
1 GENERAL
The TURBOMECA ARRIEL 2D is a 700 kW (937 SHP) class turboshaft engine. It is
located in a separate fireproof compartment aft of the MGB and above the rear cargo
compartment. It is connected to the MGB by a shaft mounted between two flexible
couplings. The engine is a modular free-wheel engine. It is composed of five
independent modules:
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- An accessory drive gearbox / Transmission shaft,
- An axial compressor,
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- A gas generator HP section,
- A power turbine,
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- A reduction gearbox.
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Figure 1: Engine view

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130 T2 7.7
15-18 Page 1
2 ENGINE OIL SYSTEM

The engine oil system is divided into two systems:
- An external system installed in both the MGB and engine compartments. It includes
one tank and one cooler. The hoses installed in the engine compartment are
fireproof,
- An internal system integrated into the engine. It includes one pressure and three
scavenge pumps, a filter with a by-pass valve and one electric magnetic chip
detector.
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Figure 2: Lubrication system
130 T2 7.7
15-18 Page 2
SECTION 7.8
FUEL SYSTEM
1 GENERAL
The fuel system comprises a helicopter part and an engine part. The first part comprises
a crash resistant tank, a supply system, a fuel pump, a gravity refueling filler and a
monitoring system. The second part comprises a LP pump, a fuel filter, an HP pump
and a fuel control hydro-mechanical unit which are integral with the engine. The hydro-
mechanical unit is controlled by a Full Authority Digital Engine Control system (FADEC)
and a back-up system.
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2 HELICOPTER FUEL SUPPLY SYSTEM
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The fuel tank is located in the body structure beneath the transmission deck and is
equipped with a fuel low level sensor and a gauge system. The tank also includes a fuel
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pump and a decanting sump with a water drain valve. A venting pipe on the RH side
and a filler on the LH side are fitted to the tank. The fuel is then supplied to the engine
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via a fuel shut-off valve. A return fuel line drains the excess engine fuel.
3 ENGINE FUEL SUPPLY SYSTEM

The fuel is first drawn by the engine low pressure pump, then through the fuel filter by
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the high pressure pump. The filter is fitted with a by-pass, a pressure transmitter and a
pressure/temperature transmitter which determines the pre-clogging level of the filter.
Heated by the combined fuel/oil heat exchanger of the oil filter assembly, the fuel is
then delivered to the hydro-mechanical unit of the FADEC. An engine fuel control back-
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up system allows the fuel flow to be controlled via a back-up valve in case of a total
FADEC system failure. The heat exchanger allows operation at 20°C without anti-ice
additive in the fuel.
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The fuel flows through a shut-off solenoid valve which enables the engine to be shut
down and then through a pressurizing valve before entering the main injector and the
injection wheel.
A three-way electro valve distributes the fuel to two starting injectors during the starting
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phase. To prevent carbonization, they are supplied with P3 air once the starting
sequence is over.
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During the shutdown sequence a purge valve drains the fuel remaining in the main
injection system
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130 T2 7.8
15-18 Page 1
4 CONTROLS AND MONITORING
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Figure 1: Fuel system
130 T2 7.8
15-18 Page 2
5 FUEL FLOW CONTROL

The fuel flow is managed by a FADEC system. Based on a dual channel digital engine
control unit called Electronic Engine Control Unit (EECU), in normal flight mode the
principle is to control the power turbine speed (N2) independently of the power drawn
from the engine by adjusting the gas generator speed (N1). The EECU provides fuel
flow modulation via a stepper motor which operates a metering valve in the engines
hydro-mechanical unit (HMU).
At each engine start, channel "A" or "B" of the FADEC, which controls the HMU, is
automatically switched over to avoid dormant failures.
- FADEC functions
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Installed on the airframe, in the rear cargo bay, the EECU provides the following
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functions:
Automatic engine starting, preventing TOT overlimit,
Proportional integral power turbine speed control,
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Protection against engine surge and flame out during transients,
Bleed valve monitoring,
Failure detection and indication,

Engine health check (EHC),
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Protection against N1,TOT and torque overlimits,
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Usage, N1 and N2 cycle counting,
- FADEC power supplies

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The FADEC system electrical power supply is designed in such way that normal
engine operation is independent from the helicopter electrical system as soon as the
gas generator speed is sufficient (N1 > 60%). The FADEC electrical supplies are:
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The helicopter 28 VDC system,

An alternator with 2 independent channels driven by the gas generator.
The helicopter electrical power supply remains necessary in all operating conditions:
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For the starting sequence and the monitoring system,

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As a back-up source for the EECU fuel control section.

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130 T2 7.8
15-18 Page 3
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Figure 2: Fuel control block diagram
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- N2 governing
The FADEC stabilizes the N2 according to the N2 datum (N2*) which is sent by the
VEMD through the crosstalk link.
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If the N2 datum is not received by the FADEC it reverts to an N2 of 394 rpm (NR
equivalent) and GOV comes on.
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If the FADEC detects an autorotation or a very low power setting, it automatically

increases the N2 in FLIGHT mode to a value of about 400 rpm in order to improve
the engine response and to reduce the NR drop following a rapid power demand
increase.
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130 T2 7.8
15-18 Page 4
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- FADEC failures
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Figure 3: FADEC block diagram
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FADEC system failures are classified in three levels:
Level 1 (flashing GOV at idle, engine starting or stopped): No effect on engine
control, redundancy loss.
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Actions to be taken:
- Refer to SECTION 3 of the flight manual.
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Level 2 (steady GOV ): Failures leading to degraded engine control or back-up

governing system out of neutral position.
In some cases engine control and monitoring may be degraded.
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Level 3 ( GOV ): Total FADEC failure, FADEC main metering valve is frozen at
last computed value, back-up system is automatically activated, automatic start
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impossible.
130 T2 7.8
15-18 Page 5
- Fuel governor back-up system ( GOV and steady GOV )

The back-up governor takes control of the engine fuel flow governing. It is based
on an electronic computer, the Engine Back-up Control Ancillary Unit (EBCAU),
independent from the FADEC. It controls the N2 to 390 ± 2 rpm.
The back-up governor is activated immediately after a total FADEC failure
detection.
The back-up governor may also be activated by the pilot on ground for
maintenance purpose. At the end of the test, the back-up valve returns to neutral
position.
Controlled by the EBCAU through a N2 control loop, a DC actuator operates the
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back-up metering valve which closes or opens slots partly in series and partly in
parallel within the main metering valve of the engines hydro-mechanical unit. This
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increases or decreases fuel flow, depending on the fixed fuel flow delivered by the
frozen FADEC main metering valve.
When the FADEC is operative, the back-up system is maintained in the neutral
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position (safety device).
A maintenance test of the EBCAU is to be performed periodically on the ground to
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check the back-up system. At the end of the test, the EBCAU will automatically set
the back-up valve back to the neutral position when the system is reset (EBCAU test
switch back to OFF).
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Figure 4: Engine back-up fuel control block diagram
130 T2 7.8
15-18 Page 6
- Automatic 2nd chance engine start

During the engine starting procedure if the ignition does not occur after 5 sec. when
N1 > 17%, the EECU automatically stops the starting procedure, lets the N1
decrease to N1 = 10% and then automatically launches a new starting sequence.
This sequence is totally managed by the EECU without pilot action.
NOTE
If the 2nd chance engine start fails, the pilot must repeat the engine starting
procedure as follows:
- Engine starting selector to OFF position,
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- Wait 30 sec,
- Perform a cranking procedure (Refer to Section 4.3 § 4),
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- Perform the engine starting procedure (Refer to Section 4.3 § 2).
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130 T2 7.8
15-18 Page 7
SECTION 7.9
POWER TRANSMISSION SYSTEM AND ROTORS
1 POWER TRANSMISSION
The transmission system consists of:
- Engine / MGB coupling,
- Main gear box (MGB),
- Tail rotor drive shaft,
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- Tail gear box (TGB).
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- ENGINE / MGB COUPLING
The engine / MGB coupling transmits the engine power to the MGB.
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It consists of:
A drive shaft connecting the engine to the MGB through two flexible couplings at
each end,
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A coupling tube around the drive shaft,
A casing for connection to the MGB,
A gimbal ring between the connecting casing and the coupling tube.
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130 T2 7.9
15-18 Page 1
- MGB
It transmits the power from the engine to the main rotor with a speed reduction,
It drives and supports the hydraulic pump, the MGB lubricating pump and the rotor
brake,
It supports the servocontrols and suspension bar attachment fittings.
Made of three interchangeable modules, it includes its own lubricating system,

monitoring systems and access for maintenance.
The lubricating pump sucks the oil up from the MGB sump through a strainer and
delivers it through an oil cooler and a filter. The oil returns to the sump by gravity.
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Figure 1: Main gear box oil system
130 T2 7.9
15-18 Page 2
- TAIL ROTOR DRIVE SHAFT AND TGB

The tail rotor drive shaft is composed of three shafts, a forward steel shaft, a long
shaft and a shorter rear shaft. The shafts are connected to each other, to the engine
and to the tail gear box by 4 flexible couplings.
The long shaft is supported by five ball bearing/support assemblies mounted on
elastomeric bushes which provide vibration damping.
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Figure 2: Tail rotor drive shaft
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- TAIL GEAR BOX
The TGB is fitted to the rear end of the tail boom and it comprises power and control
modules contained in one housing.
detection device TGB

CHIP
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The TGB is splash-lubricated and comprises a visual oil level indicator and a chip
caution light.
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Figure 3: Tail gear box
130 T2 7.9
15-18 Page 3
2 ROTORS
- MAIN ROTOR
The main rotor is of semi-rigid design: The STARFLEX rotor hub has no ball
bearings nor lubrication system. The rotor includes three blades of flexible glass-resin
laminated construction. It rotates clockwise when viewed from above. Flapping is
achieved by the star composite arms and lead-lag and pitch hinges are provided
through distortion of elastomeric components.
- TAIL ROTOR
The tail rotor is shrouded type (FENESTRON), and is housed in the vertical fin. It
comprises ten blades.
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The blades rotate clockwise when viewed from the LH side of the aircraft.
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130 T2 7.9
15-18 Page 4
SECTION 7.10
HYDRAULIC SYSTEM
1 GENERAL
To reduce collective and cyclic control forces, the flight controls are hydraulically
assisted. There are three main rotor servos, one longitudinal and two lateral. The
hydraulic system comprises two independent circuits with the same architecture:
- A separate reservoir mounted on the top of the MGB,
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- A single constant flow rate gear-pump generates the hydraulic power,
- A regulator valve/filter unit delivers the pressure at 35 bars (507 psi),
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- A distribution system which comprises flexible pressure and return hoses, supplies
the three dual-body servo-controls.
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The two pumps are driven differently:
- The LH circuit pump is supported and gear-driven by the MGB (MGB front accessory
mechanical output).
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- The RH circuit pump is belt-driven by the engine power drive shaft close to the MGB
power input.
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130 T2 7.10
15-18 Page 1
view from LH side
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view from RH side

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Figure 1: Hydraulic system circuits
130 T2 7.10
15-18 Page 2
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The paragraphs 1.1 - CONTROLS AND CAUTION LIGHTS and
1.2 - NORMAL OPERATION are modified as follows:
1.1 CONTROLS AND CAUTION LIGHTS

- One [SERVO TST] pushbutton to check the servo distributor jamming function,
- One HYDR caution light which comes on if the pressure in one circuit of the
hydraulic system drops below 20 ± 2 bars (290 ± 29 psi),
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- One SERVO caution light which comes on in case of servo distributor seizure,
- One LIMIT caution light which comes on if the maximum lateral servo load is
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reached, if the max. rotor head stress is reached or in case of extreme longitudinal
control position.
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1.2 NORMAL OPERATION
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At start-up, hydraulic pressure is zero, HYDR is lit on the CWP.
The hydraulic pumps operate as soon as the rotor is spinning. When the pressure in
the two circuits is between 24 and 28 bars (348 psi and 406 psi), HYDR goes off on
the CWP.
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The regulating valves regulate the pressure at 35 bars 1 bar (508 psi 15 psi).
The two bodies of the servo-controls are supplied normally.
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CAUTION
130 T2 7.10
15-18
*RC*
1.1 CONTROLS AND CAUTION LIGHTS

- One [SERVO TST] pushbutton to check the servo distributor jamming function,
- HYD 1 and HYD 2 caution lights (one per circuit) come on if the pressure in the
corresponding circuit of the hydraulic system drops below 20 ± 2 bars
(290 ± 29 psi),
- One SERVO caution light which comes on in case of servo distributor seizure,
- One LIMIT caution light which comes on if the maximum lateral servo load is
reached, if the max. rotor head stress is reached or in case of extreme longitudinal
control position.
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At start-up, hydraulic pressure is zero, HYD 1 and HYD 2 are lit on the CWP.
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The hydraulic pumps operate as soon as the rotor is spinning. When the pressure in
the two circuits is between 24 and 28 bars (348 psi and 406 psi), HYD 1 and
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HYD 2 go off on the CWP.
The regulating valves regulate the pressure at 35 bars 1 bar (508 psi 15 psi).
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The two bodies of the servo-controls are supplied normally.
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130 T2 7.10
15-18 Page 3
2 HYDRAULIC SYSTEM COMPONENTS
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Figure 2: Hydraulic system block-diagram

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130 T2 7.10
15-18 Page 4
RC c
The paragraph 2 - HYDRAULIC SYSTEM COMPONENTS, is modified as follows:
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Figure 2: Hydraulic system block-diagram

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CAUTION
130 T2 7.10
15-18
*RC*
SECTION 7.11
ELECTRICAL POWER SYSTEMS
1 DC ELECTRICAL POWER
1.1 GENERAL
The generation and distribution system supplies the electrical network with 28 VDC
regulated voltage. The network is supplied by:
- A starter generator located on the engine accessory gear box,
- A 15 A/h battery located in the tail boom,
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- A 28 V external power unit (EPU) plug on the right side.
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Figure 1: DC distribution description
130 T2 7.11
15-18 Page 1
1.2 DESCRIPTION AND DISTRIBUTION

The three power sources are connected to the electrical master box (EMB) which
ensures the following functions:
- Regulation of the starter generator,
- Connection of the power supplies to the electrical network by line contactors,
- Electrical network distribution and protection against failure of power supplies,
- Interface between the generating and distribution systems and the indicating,
control and monitoring system.
The DC distribution system includes:

- An electrical master box (EMB) (rear cargo bay),
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- A direct battery bus-bar (PP25),
- A primary bus-bar (PP12 in EMB) and secondary bus-bars (PP5, 6, 9, etc.),
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- A cockpit compartment breaker panel,
- A RH cargo compartment breaker panel,
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- Switches and pushbuttons on the cockpit console,
- An ancillary connector in the cabin (rear of cockpit console).
- Breaker panels
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The 30 essential function breaker panel and 16 direct battery breaker panel are
on the cockpit console.
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The 31/32 secondary function breaker panel is in the RH cargo compartment.
The 50 breaker panel is installed near the EMB in the tail boom.
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130 T2 7.11
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RC b
The paragraph 1.2 - DESCRIPTION AND DISTRIBUTION is modified as follows:

- Cockpit breaker panels
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Figure 2: 30 breaker panel
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(*) If installed
CAUTION
130 T2 7.11
15-18
*RC*
- Cockpit breaker panels
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(*) If installed
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130 T2 7.11
15-18 Page 3
- Cargo compartment breaker panel
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Figure 4: 31/32 breaker panel

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- Tail boom breaker panel

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(*) If installed
130 T2 7.11
15-18 Page 4
RC b
The paragraph 1.2 - DESCRIPTION AND DISTRIBUTION (Cont'd), is modified as follows:
- Cargo compartment breaker panel
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Figure 4: 31/32 breaker panel

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- Tail boom breaker panel

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(*) If installed
CAUTION
130 T2 7.11
15-18
*RC*
1.3 CONTROL AND MONITORING

- Controls
The following switches and pushbuttons control the DC power system; they are
located on the console:
[BATT]
[GENE]
- Monitoring
The following warning/caution lights are on the CWP:
BATT
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One red warning light:
TEMP
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Two amber lights: GENE and BATT .
The vehicle page on the VEMD displays the following parameters:
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DC bus voltage (U/BUS),
Generator current (I/GEN),
1.4 OPERATION
- External power system
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Starting current during engine start (I/START).
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The EPU is coupled to the primary distribution bus by means of its line contactor
when the following conditions are met:
28 VDC power is available at EPU receptacle,
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[BATT] is switched to ON position,
On the CWP: GENE and BATT .

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The battery and generator are isolated from the DC system until the EPU is
disconnected.
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130 T2 7.11
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- Battery power system

The battery is coupled to the primary distribution bus by means of its line contactor
when the following conditions are met:
28 VDC power is not available at EPU receptacle,
[BATT], is switched to ON position,
The battery may be isolated from the DC system either:

Automatically by connecting a 28 VDC EPU,
Manually by setting the [BATT] to OFF position,
In case of an electrical emergency, after setting the [BATT] switch to
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EMER SHED position, all DC power is switched off except some vital consumers
which are directly supplied by the battery:
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NR/N2 indicator,
Pilot and passenger reading lights,
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The FADEC engine start/stop switch (via a relay box),
Intercom system,
Transponder and alticoder,
Instrument lighting system circuit 2.

- Generator system
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GNS430 (VHF1 / NAV 1 / GPS) or GTN 750 (Post MOD 07-4480),
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The 150 A generator is coupled to the primary distribution bus by means of its line
contactor if:
Engine is running,
28 VDC power is not available at EPU receptacle,
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[BATT] is switched to OFF or ON position,

[GENE] is switched to ON position,
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Generator voltage exceeds battery voltage by at least 0.5 V.
The generator may be isolated from DC system:

Manually:
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- By setting [GENE] to OFF position,

- By setting [BATT] to EMER SHED position.
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Automatically:
- By connecting a 28 VDC EPU,
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- If a reverse current is detected from battery to generator,

- If the generator voltage exceeds 31.5 V.
When the generator is isolated from the DC system, the GENE light comes on.
130 T2 7.11
15-18 Page 6
1.5 SYSTEM CONTROL UNIT
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(*) If installed
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Figure 6: Console arrangement
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130 T2 7.11
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SECTION 7.12
AIR DATA SYSTEM
1 GENERAL
The air data system comprises the pitot tube, two static pressure ports, a bleed valve,
an altimeter, a vertical speed indicator, an airspeed indicator and an OAT probe
connected to the VEMD and FADEC.
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Figure 1: Pitot / static system

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2 OPERATION
The pitot tube picks up the total pressure (Pt) which is transmitted to the airspeed
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indicator. The tube incorporates a heating element. An amber PITOT caution light on
the caution and warning panel indicates that the heating system is inoperative.
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The two static pressure ports under the cabin pick up the static pressure (Ps) which is
transmitted to the conventional flying instruments (airspeed indicator, vertical speed
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indicator, altimeter) and to the VEMD for performance and N2 datum (N2*) computation.
A pitot heating control switch located in the cargo bay is used to switch off and to test
the pitot heating. In "AUTO" position, the pitot heating is automatically activated shortly
after engine starting.
130 T2 7.12
15-18 Page 1
SECTION 7.13
VENTILATION, HEATING AND DEMISTING
1 HEATING AND DEMISTING SYSTEM

Heating and demisting are achieved by mixing hot P2 air bled from the engine with
outside air drawn from under cabin floor.
The air mixture is led through two separate circuits to the heating outlets located under
the front seats and to the demisting ramps at the bottom of the front windscreen.
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Two manually operated valves mounted on the P2 lines and located on the cabin floor
are used to open and control warm air distribution.
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2 CABIN AND COCKPIT DYNAMIC VENTILATION
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Cabin and cockpit ventilation is achieved by a dynamic ventilation system composed by:
- Two air inlets (NACA type) on the RH and LH side of the upper front deck cowling for
the cabin ventilation,
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- One air inlet on the lower fairing for the cockpit ventilation,
- Two distribution boxes comprising an actuator and a flap controlled by a switch
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[VENT] located on the console, that open or close the ventilation,
- Air ducts that distribute outside air to the cabin ceiling and instrument panel outlets.
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130 T2 7.13
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3 ENVIRONMENTAL CONTROL SYSTEM (ECS)*

The ECS is designed to ensure a comfortable temperature inside the cabin by providing
functions such as heating, demisting, ventilation and cooling for crew and passengers.
The ECS replaces the basic installation described in paragraphs 1 and 2.
The ECS comprises:
- A compressor driven by the MGB,
- One condenser installed in the oil cooling air intake,
- One cabin evaporator mounted on the transmission deck,
- Air ducts to provide outside air to the system,
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- One cockpit evaporator installed under the cabin floor,
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- An air distribution box installed under the cabin floor to distribute the mixed air to the
cabin floor outlets, cabin ceiling outlets and instrument panel outlets,
- One temperature switch set to approx. 90°C, linked to P2 OVHT on the CWP,
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- A bleed air backup shut off valve located on the cabin floor near the pilot seat,
- A Heating Modulating Valve (HMV) under the cabin floor to manage the bleed air,
- A control unit located on the console. tru
(*) If installed
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130 T2 7.13
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3.1 SYSTEM DISTRIBUTION

The air distribution is managed as follows when "AUTO" mode is selected on the
ECS control unit.
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Figure 1: Cabin - cockpit air distribution system

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According to the selected functions on the ECS control unit, heating, demisting and
cooling of the air are managed in the following modes.
- Heating mode
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Figure 2: Heating mode

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130 T2 7.13
15-18 Page 3
- Demisting mode
Figure 3: Demisting mode
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- Cooling mode
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Figure 4: Cooling mode
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3.3 CONTROL UNIT
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Figure 5: ECS control unit
130 T2 7.13
15-18 Page 4
3.4 FUNCTIONAL DESCRIPTION

Function Description
OFF mode ECS system off.

When selecting the CKPT zone, only the settings
of the CKPT zone can be adjusted.
The previous settings stored are displayed when
CKPT mode the system is turned on.
The setting of the temperature is common with the
CAB zone.
When selecting the CAB zone, only the settings of
the CAB zone can be adjusted.
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The previous settings stored are displayed when
CAB mode the system is turned on.
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The setting of the temperature is common with the
CKPT zone.
Pressing this key selects the automatic mode:
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- The ventilation power is automatically managed,
AUTO mode - Air recirculation is automatically managed,
- Air distribution is automatically managed,
MANUAL mode
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- A set point temperature can be selected.
The manual mode is automatically activated when
the user overrides the AUTO mode by changing
the ventilation power or the recirculation/outside air
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position for instance.
This mode can be activated in CKPT or CAB

position. This mode activates:
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- Maximum CKPT and CAB zone ventilation,

DEMIST mode - Maximum air conditioning power in CKPT zone,
- CKPT zone outside air,
- CAB zone recirculation air,
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- Maximum heating power.

When the function is active the system circulates
Recirculation air the air in the cabin without taking outside air.
mode
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This message appears for 15 sec. when the

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Initializing mode system is turned on, or when [W/LT TST] on the

or light test overhead panel is pressed.
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130 T2 7.13
15-18 Page 5
The rotary knob is used to set the cabin temperature
from 10°C to 30°C.
The set point is common to the CKPT and CAB zone.
The temperature unit of the ECS is obtained from the
(IS/Imperial) configuration page of the VEMD.
Based on the selected temperature, the system
activates air conditioning or heating functions
depending on IAT and OAT.
IAT control For heating, the P2 flow control valve is opened and
the P2 indication on VEMD comes on.
NOTE
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In hot weather, for a temperature set point close
to the cabin temperature, in certain cases the
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heating function ( P2 on the VEMD comes on)
may be activated to compensate for the excess
cooling supplied by the air conditioning.
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When the rotary knob is turned to the right by one
notch whilst 30°C (86°F) is already displayed, the
system changes to HI mode the system will provide
HI mode tru
maximum heating power after about 1 min.
- Maximum CKPT and CAB zone ventilation,
- Air conditioning off,
- CKPT zone recirculation air,
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- Maximum P2 bleed.
When the rotary knob is turned to the left by one notch
whilst 10°C (50°F) is already displayed, the system
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changes to LO mode the system will provide

maximum air cooling:
LO mode - Maximum CKPT and CAB zone ventilation,
- Maximum cooling power in both zones,
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- CKPT zone recirculation air,

- P2 bleed off.
When the rotary knob is pressed then only the
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ventilation function of the selected zone is activated.

No P2 bleed No power draw from the MGB as the
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air conditioning compressor is cut-off.

Ventilation If demisting is pressed then the user exits the
mode ventilation mode and demisting is activated
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irrespective of the selected zone.

The user can press this button again or the AUTO
button to exit the ventilation mode and reactivate the
air conditioning.
130 T2 7.13
15-18 Page 6
Area switch-off When the rotary knob is pressed the ventilation of the
mode selected zone is completely shut off (compressor cut
off, P2 bleed off).
3.5 SYSTEM FAILURES

- In case of P2 OVHT on the CWP, the temperature in the heating ducts is > 90°C:
refer to Section 3 of the basic flight manual.
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- In case of failure of the ECS, the system is automatically set in fail safe position
and the control unit displays a two digit failure message.
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Message Failure Description
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This message appears when a failure is preventing all
functions from being used.
System failure
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This message cannot be inhibited except by setting
the ECS to off position.
This message appears when the CKPT fan has failed.
The CKPT outside air mode is automatically selected
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to ensure a minimum air flow to the windscreen and
thereby prevents misting (at sufficient aircraft forward
speed).
CKPT fan fail
The CAB zone automatically switches to ventilation.
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If necessary it is possible to activate RECIRC function

if demisting is not necessary or if the cabin
temperature becomes too cold.
This message cannot be inhibited.
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This message appears when the CAB fan has failed.

The CKPT zone is not affected and remains
operational with all ECS functions.
CAB fan fail This message cannot be inhibited in the CAB zone.
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The user can acknowledge this message by pressing

the TEMP rotary knob (The message is then cleared
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for CAB zone).

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130 T2 7.13
15-18 Page 7

This message appears when heating function is faulty.
Only the air conditioning and ventilation functions for
Heating fail the zones are operational.
This message can be inhibited in the CAB and CKPT
zone.
on the TEMP rotary knob (The message is then
cleared for both zones).
This message appears when the cooling function is
CKPT & CAB faulty.
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cooling fail Only the heating and ventilation functions for CKPT
zone are operational.
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The CAB zone changes automatically to ventilation
mode.
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zone.
on the TEMP rotary knob (The message is then cleared
for both zones).
CAB cooling
fail
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This message appears when cooling function of the
CAB zone is faulty.
mode.
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The CKPT zone is not affected and remains
operational with all ECS functions.
zone.
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on the TEMP rotary knob (The message is then cleared
for both zones).
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The air conditioning function is reduced.

ECS degraded This message can be inhibited in the CAB and CKPT
zone.
on the TEMP rotary knob (The message is then
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cleared for both zones).

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130 T2 7.13
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This message appears when the system operates with
Power saving reduced electrical power (if the generator is off) and
automatically cuts off CKPT and CAB zones.
Only the CKPT zone can be activated by switching
back to off and then to CKPT.
This message appears when the system operates with
No IAT control the IAT sensor faulty.
Only the heating and ventilation functions for CKPT
zone remain operational.
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mode.
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the TEMP rotary knob (The message is then cleared for
both zones).
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SECTION 7.14
APPAREO VISION 1000*
1 GENERAL
The APPAREO Vision 1000 installation is a cockpit imaging device.
The system captures:
- Aircraft position by GPS data,
- Flight attitudes,
- Cockpit imagery (instrument panel, console (partly), cyclic stick and partial exterior
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view),
- Ambient audio.
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The flight data and imagery are stored on a crash-hardened memory module as well as
on a removable SD card. The flight data can easily be transferred from the SD card to
the Appareo's management and visualization software packages.
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2 DESCRIPTION
The installation is composed of:
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- A camera (4) located on the cabin ceiling equipped with:
A 28VDC Power port (1) connected to the 31/32 breaker panel,
An Ethernet port (2),
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A GPS connection (3) linked to the GPS antenna (5),
A SD memory card (6),
A status indicator LED (7),
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- A GPS antenna (5) located on a support attached to the front structure of the
instrument panel.
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Figure 1: Appareo vision 1000 system

(*) If installed
130 T2 7.14
15-18 Page 1
3 OPERATION
The APPAREO vision 1000 installation does not require any flight crew attention during
aircraft operation.
For correct operation a SD memory card (6) must be inserted in the camera (4).
NOTE
During low light operations, quality of images may be reduced.
- Status indicator (LED)
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LED status Description
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Red Fault detected.
Blue Boot sequence.
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Green Normal operation.
SD card not inserted, or
Yellow
No LED illuminated
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SD card not formatted, or
GPS position not received.
Equipment not functioning.
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SECTION 7.15
ACTIVE VIBRATION CONTROL SYSTEM (AVCS)
1 GENERAL
The active vibration control system (AVCS) attenuates helicopter 3/rev vibrations by
applying a counteracting force.
2 SYSTEM DESCRIPTION
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The AVCS system consists of the following components:
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- A centralized Active Vibration Control Computer & Power Amplifier (AVCCPA) which
generates and outputs a control signal to counter vibrations,
- Four active vibration control inertial force linear actuators (AVCA),
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- Five feedback accelerometers (ACC),
- One Rotor Synchronous Signal (RSS),
- A control pushbutton tru

located on the console to switch off the system,
- An AVCS download plug and a Signal Standing Up Identification switch (SSUI)

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located in the maintenance zone of the RH cargo compartment used during
maintenance operations.
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Figure 1: AVCS components location
130 T2 7.15
15-18 Page 1
3 NORMAL OPERATION
The AVCS is operative as soon as the helicopter power systems are energized when
[AVCS] is not set to OFF position.
The AVCCPA processes the Rotor Synchronous Signal (RSS), the identification matrix,
the acceleration data from the accelerometers, and outputs control signals to the
actuators for damping the helicopter vibrations.
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Figure 2: AVCS block diagram

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130 T2 7.15
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4 SYSTEM IDENTIFICATION
The identification phase is performed after a maintenance operation on the AVCS
system. It is initiated by the switch (SSUI) located in the cargo compartment.
When the switch (SSUI) is pressed (> 1sec.), the AVCCPA outputs a signal to the other
AVCS components to harmonize the system according to the structure response.
The AVCCPA then computes the "identification matrix" which will be used as a system
reference.
In order to obtain correct results, the helicopter must be on its skids with all cabin and
cargo doors closed during the procedure which takes about 2 min. to complete.
It is recommended to perform the procedure with external power or with a well charged
battery.
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The helicopter vibrates slightly during system identification.
The vibrations stop at the end of the test.
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5 SYSTEM FAILURES
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- Degraded mode
In case of degraded mode, the system may still operate but with a reduced efficiency.
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On ground, the pilot is notified for 30 sec. when NR is below 235 rpm by flashing of
the FAIL indicator light of the [AVCS] pushbutton.
- Failure mode
In case of failures leading to an inoperative system, the pilot is notified by the
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illumination of the FAIL indicator light of the [AVCS] pushbutton, the system is
automatically switched off.
In case of an abnormal vibration level, the pilot can switch off the system by setting
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[AVCS] to OFF position .
The system then continues to operate in passive mode, the AVCA actuators behave
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as passive absorbers.
It is possible to re-engage the system on ground or in flight with the [AVCS]
pushbutton.
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SECTION 8
SERVICING
CONTENTS
PAGE
8.1 HANDLING
1 EQUIPMENT REQUIRED ............................................................................ 1
2 HANDLING .................................................................................................. 1
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8.2 SERVICING INSTRUCTIONS
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1 FUELS ......................................................................................................... 1
2 FUEL ADDITIVES ........................................................................................ 1
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3 LUBRICANTS .............................................................................................. 1
4 HYDRAULIC FLUIDS .................................................................................. 2
8.3 TEST SHEETS

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5 REFUELING ................................................................................................ 2
1 GENERAL .................................................................................................... 1
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2 LIST OF TEST SHEETS .............................................................................. 1
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SECTION 8.1
HANDLING
1 EQUIPMENT REQUIRED
- For moving the aircraft by hand:
Twin handling wheels.
- For towing the aircraft with a tractor:
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The above-mentioned equipment, plus:
A towing bar installation.
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2 HANDLING
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2.1 MOVING THE HELICOPTER BY HAND
balance,
- Install ground handling wheels.
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- Position the ground handling wheels on the mounting studs according to aircraft
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- Check that the wheels are correctly locked.
- Lift the aircraft with the hydraulic towing and manual positioning device (Fig. 1)
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130 T2 8.1
15-18 Page 1
2.2 TOWING THE HELICOPTER WITH A TRACTOR

Prepare the aircraft as above and attach the towing bar.
NOTE
The fenestron handle should always be used to guide the aircraft when towed.
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Figure 1: Towing and manual positioning device

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130 T2 8.1
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SECTION 8.2
SERVICING INSTRUCTIONS
1 FUELS
The authorized fuels are given in SECTION 2 of the basic flight manual.
- Capacity (specific gravity: 0.79):
US UK
Liters kg lb
gal gal
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TOTAL FUEL TANK CAPACITY 540 143 119 427 940
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NON-CONSUMABLE FUEL 2 0.53 0.44 1.58 3.48
CONSUMABLE FUEL REMAINING
60 15.8 13.1 47.4 104
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WHEN FUEL COMES ON
2 FUEL ADDITIVES
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The authorized anti-ice, fungicide and thermal stability fuel additives are given in
section 2.5 §1 "APPROVED FUELS" of the basic flight manual.
If there is any doubt as to the concentration of additive in the contents of a fuel tank, the
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fuel has to be drained from the tank and replaced by fuel containing a known proportion
of additive that is within the defined limits unless it is possible to measure the
concentration using a differential refractometer.
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3 LUBRICANTS
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- Engine Oil System

Lubricants and Commercial Descriptions:
Authorized lubricants .............................Refer to SECTION 2 of the basic flight
manual,
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Commercial descriptions ........................Refer to the TURBOMECA publications.

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Capacity:
Engine oil system capacity .........................6.2 liters (1.64 US gal, 1.36 UK gal).
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130 T2 8.2
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- Transmission Components
Lubricants:
Authorized lubricants .............................Refer to SECTION 2 of the basic flight
manual,
Capacity:
Main gearbox (system included) ............6.5 liters (1.7 US gal, 1.4 UK gal),
Tail gearbox (system included) ..............0.5 liter (0.13 US gal, 0.11 UK gal).
4 HYDRAULIC FLUIDS
- Hydraulic Fluids:
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Authorized hydraulic fluids .....................Refer to SECTION 2 of the basic flight
manual,
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- System:
Total capacity of the system...................1.1 liters (0.29 US gal, 0.24 UK gal).
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Operating pressure ...............................35 bars (500 psi).
5 REFUELING tru
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1- Electrostatic connector 2- Filler plug
Figure 1: Filler plug and electrostatic connector location
130 T2 8.2
15-18 Page 2
5.1 NORMAL REFUELING

- Place the helicopter on a level surface,
- Connect the bowser earth cable to the electrostatic balance connector (1) on the
helicopter,
- Check the quantity of fuel remaining in the tank on the VEMD fuel indicator,
- Observe the following safety precautions:
Ensure that the aircraft electrical power supply is switched off,
Place a fire extinguisher near the work area,
Strictly prohibit smoking in the security area,
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Prohibit the use of any means of lighting not conforming to the safety rules,
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Ensure during refueling (or defueling), that the bowser (or the defueling unit) is
connected to the aircraft by the electrostatic balance connector (1),
Strictly prohibit draining of fuel tanks, whether partial or total, inside a hangar or
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shop.
- Fill the tank, monitoring the quantity of fuel delivered on the bowser flowmeter,
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- Position and lock the filler plug (2),
- Disconnect the bowser earth connector from the aircraft electrostatic balance
connector,
- Check that the difference in the aircraft fuel gauge readings corresponds to the
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quantity of fuel delivered and determine the corresponding weight.
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130 T2 8.2
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5.2 REFUELING WITH ROTORS SPINNING

WARNING
REFUELING WITH ROTORS SPINNING IS PERMITTED ONLY AFTER PRIOR

APPROVAL IS GIVEN BY THE AUTHORITY CONCERNED AND IN COMPLIANCE
WITH OPERATIONAL REGULATIONS.
Observe the normal refueling safety precautions and strictly comply with the
additional instructions defined below:
- Set the aircraft on a firm surface,
- Head aircraft into forward wind sector ± 45° if wind above 15 kt (28 km/h),
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- Lock the collective pitch lever in full low pitch position,
- Pilot must remain at the flight controls during all refueling operations with rotors
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turning,
- No radio transmission or operating of electrical switches,
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- Limit refueling to 95% in order to prevent any fuel spillage,
- The pilot must always have someone in view who can signal to the mechanic to
stop refueling,
-
-
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No one approaches the aircraft rotor disc unless acknowledged by the pilot,
Make sure that the filler cap is closed and secured, report it to the pilot.
NOTE
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For refueling with rotors spinning, it is preferable to set the twist grip to
FLIGHT position. IDLE position may also be selected if required by local
operational conditions.
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Refueling operations with rotors set to IDLE should be conducted with wind
velocity 15 kt (28 km/h) with a gust spread 5 kt (9 km/h) and should never be
conducted on an elevated helipad or other structure where a vertical
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component of wind may be present.

Refueling with rotors spinning represents a potential hazard to the safety of the
helicopter, its occupants and third-parties.
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130 T2 8.2
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SECTION 8.3
TEST SHEETS
1 GENERAL
The test sheets are intended to sum up the checks to be carried out in flight or on the
ground with engine running after replacement of main components, after maintenance
action or further to periodic inspections.
The test sheets provided in this section are used to verify the basic helicopter functions.
The contents of the flight checks may be reduced or adapted according to the
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maintenance action performed or to adapt to actual meteorological conditions that may
make it impossible to perform the checks as specified.
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The test sheets are in the form of reproducible sheets which can be filled in directly by
the crew.
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CAUTION
Since these checks do not form part of normal helicopter operation, they shall be
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carried out only by qualified personnel under the operator's responsibility.
2 LIST OF TEST SHEETS

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No. 0 FLIGHT REPORT
No. 1 VEMD
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No. 2 GROUND RUN

No. 3 HOVER FLIGHT
No. 4 MAXIMUM CONTINUOUS POWER CLIMB
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No. 5 MAXIMUM TAKEOFF POWER CHECK

No. 6 MAXIMUM CONTINUOUS POWER LEVEL FLIGHT
No. 7 AUTOROTATION - 65 kt (120 km/h)
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TEST SHEETS TO BE COMPLETED ACCORDING TO THE MAINTENANCE ACTION

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OR COMPONENT REPLACED:
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130 T2 8.3
15-18 Page 1
The test items in the following table are a general proposal. Their extent may be adapted
by the operator depending on the maintenance action performed.
TEST SHEETS No. 0 1 2 3 4 5 6 7
MAINTENANCE ACTION OR
A B A B C D A B A B
COMPONENTS REPLACED
ENGINE, FADEC OR MODULE / / / / / /
EBCAU / / / / / / / / / / /
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MGB OR MODULE / / / / / /
MAIN ROTOR HUB OR BLADE
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CHANGE
/ / / / / / / /
TAIL ROTOR TAIL ROTOR

DRIVE SHAFT
VEMD
/ /
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/ /
/ /
/ /
/
/
/
/
/
/
/
/
/
/
/
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( ) Depends on the maintenance action performed. Further information can be found in
the column "Test phases and requirements" of the test sheet.
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
15-18 Page 9
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130 T2 8.3
15-18 Page 10
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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130 T2 8.3
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SECTION 9
OPERATIONAL INFORMATION
CONTENTS
PAGE
9.1 RECOMMENDATIONS FOR CARGO SLING OPERATIONS
1 PERSONNEL TRAINING ............................................................................. 1
2 MANDATORY PRE-OPERATIONAL CHECKS ........................................... 1
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3 AIRBORNE LOADS ..................................................................................... 2
4 IN-FLIGHT PRECAUTIONS......................................................................... 3
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5 CARGO RING SIZE RULE .......................................................................... 4
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9.2 Not used
9.3 EMERGENCY LOCATOR TRANSMITTER (KANNAD INTEGRA AP-H)tru

1 GENERAL .................................................................................................... 1
2 DESCRIPTION AND OPERATION .............................................................. 1
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3 OPERATING PROCEDURE ........................................................................ 2
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9.4 to 9.11 Not used
9.12 ADDITIONAL LANDING LIGHT, CONTROLLABLE IN ELEVATION

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AND AZIMUTH
1 GENERAL.................................................................................................. 1
2 DESCRIPTION .......................................................................................... 1
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3 OPERATION .............................................................................................. 2
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4 PROTECTION OF THE CIRCUITS ........................................................... 2

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9.13 to 9.17 Not used
130 T2 9.0.P6
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PAGE
9.18 NOISE REDUCTION
1 GENERAL.................................................................................................. 1
2 OPERATING IN SENSITIVE AREAS ........................................................ 1
9.19 Not used
9.20 RADIO ALTIMETER (AHV 16)

1 GENERAL.................................................................................................. 1
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2 DESCRIPTION .......................................................................................... 1
3 OPERATION.............................................................................................. 3
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4 TEST PROCEDURE .................................................................................. 4
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9.21 INTERCOM SYSTEM (GMA 340)
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1 GENERAL..................................................................................................
2 INSTALLATION AND OPERATION DESCRIPTION .................................
1
1
9.22 RADIO-COMMUNICATION SYSTEM (GARMIN LINE)

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1 SYSTEM ARCHITECTURE ....................................................................... 1
2 GARMIN GTN 750 H (COM1 / NAV1) ....................................................... 2
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3 GARMIN GNC 255 A (COM2 / NAV2) ....................................................... 2

4 GARMIN GMA 35 ...................................................................................... 2
5 COM1 / NAV1 SWITCH ............................................................................. 4
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6 LIGHTING .................................................................................................. 4
7 FUEL QUANTITY INDICATION ................................................................. 4
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SECTION 9.1
RECOMMENDATIONS FOR CARGO SLING OPERATIONS
1 PERSONNEL TRAINING
Cargo sling operations may only be conducted by pilots who already have considerable
experience with this type of aircraft.
No pilot should perform solo external load flights without first having accomplished such
operations with a qualified instructor.
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Mechanics on ground duty must be fully informed by the pilot before each new
operation, in particular as regards:
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- Their position on the ground considering the proposed flight path,
- The direction in which to move away,
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- The hook-up operation,
- Hand signals to be used or radio instructions,
-
-
-
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Protective equipment: helmets, gloves, goggles, glasses (if applicable),
The number of round trips between replenishments,
The manner of retrieving slings and nets.
- Static discharge risks.
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2 MANDATORY PRE-OPERATIONAL CHECKS
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- Helicopter Condition:
In addition to the normal pre-flight checks of the helicopter, the release unit must be
carefully inspected and the mechanism checked for correct release operation.
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- Condition of sling equipment:

The nets, straps and slings must be examined thoroughly. Any worn or frayed
components are to be discarded.
The cables, strops and shackles must be capable of carrying three times the
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maximum anticipated load.

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NOTE
Equipment used for carrying external loads (such as long line with additional
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hooks) shall be qualified for this purpose.
130 T2 9.1
15-18 Page 1
- Preparation of loads:
Make sure that all participants are well aware of the weight of the loads.
Ensure that the method of suspension is understood.
- Condition of loading and unloading areas:
Remove or tie down all that might be displaced by the rotor downwash.
- Total weight of helicopter with load:
Define maximum acceptable load compatible with terrain configuration and
atmospheric conditions. The maximum all up weight of the aircraft is that at which
OGE hover can be held over the higher of the take-off or landing platforms.
3 AIRBORNE LOADS
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Heavy loads, such as bags of cement or drums of kerosene, which are carried in a net,
present no particular problem.
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Special precautions must be taken in the case of bulky loads, which have a tendency to
oscillate and even to "float" during transport on the sling.
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Permeability to air can have a stabilizing effect on a bulky load: for example, a cable-car
should be carried with its doors open.
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Never carry an airfoil alone: There is a great risk of the airfoil flying up into the tail rotor.
If several cables are used to sling the load, they must be long enough to form an angle
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of less than 45° between cables at the point of suspension under the helicopter;
experience shows that oscillation of the load is thus less likely to occur.
On the other hand, if the load is slung on a single sling cable, it is preferable that a fairly
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short cable be used as there is then less risk of the load swinging, and it is easier to
judge the height of the load during approach.
For the retrieval of crashed helicopters, it is generally possible to use a lifting ring on the
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rotor mast.
Airplanes are carried using straps passing under the fuselage or under the wings. The
cables must be attached in such a way that the airplane is in a slight nose-down
attitude when the helicopter is in hover.
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130 T2 9.1
15-18 Page 2
4 IN-FLIGHT PRECAUTIONS
After hooking on the load, the ground mechanic is to check the position of the sling
cables then move away. The pilot must then make sure that the mechanic has moved
clear and then be advised by signs that he may lift off the load.
Power must be applied slowly enough to allow the helicopter to center itself above the
load.
A vertical take-off must be made, avoiding dragging the load along the ground or
striking any obstacle.
If the load starts to swing, slowly reduce speed or make a gentle left turn.
Approach must be made head into the wind with gradual reduction in airspeed, and
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transition into hover high enough above the ground to eliminate the risk of dragging the
load.
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Set the load down, then reduce collective pitch sufficiently to slacken the cables before
opening the release unit hook; this also allows the pilot to ensure that the load is
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deposited. If the cables are long enough, move sideways a little before opening the
hook, to prevent the ring and tackle from falling onto the freight.
Even after the mechanic has signaled that the load is released, move away as if it were
tru
not; this is an advisable precaution against possible misinterpretation of signals.
Never fly away with an empty net or an unballasted sling.
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130 T2 9.1
15-18 Page 3
5 CARGO RING SIZE RULE

- Care must be taken when hooking a load on the cargo hook.
- It is the responsibility of the operator to ensure that the cargo hook will operate
properly with each ring.
- A placard located on both sides of the A/C illustrates the following:
Cables, straps, ropes, etc. must not be used directly on the cargo hook,
Only one primary ring linked to a unique secondary ring shall be attached to the
cargo hook.
- Cargo hook ring size shall obey the following rules:
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Cargo Cargo
Hook hook A B C E
manufacturer reference
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Indraero SIREN S 1609 50mm-80mm 12mm-28mm > 50mm < 80mm

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Onboard Not
528-023-51 > 50mm < 26mm > 55mm
Systems specified
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Onboard Not
528-028-56 > 50mm < 26mm > 55mm
Systems specified
Figure 1: Cargo ring
130 T2 9.1
15-18 Page 4
SECTION 9.3
EMERGENCY LOCATOR TRANSMITTER
(KANNAD INTEGRA AP-H)
1 GENERAL
The KANNAD INTEGRA AP-H radio beacon is an emergency transmitter with built-in
GPS which is used to locate the helicopter in case of an emergency.
It transmits simultaneously on the international frequencies of 121.5 MHz and
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406.025 MHz.
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To avoid power consumption, the GPS receiver is not power supplied in "ARM" mode.
After a crash (automatic activation) or manual activation, the GPS will try to acquire a
position in continuous mode during one hour and by different sequences up to 24 hours
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of transmission. If the GPS receiver acquires a valid position, then the message will
contain the true position in the next 406.025 MHz burst. If the GPS receiver does not
acquire a valid position, then the message will contain the default value (GPS position
not valid).
tru
The transmitter starts operating automatically in case of impact. It may be switched on
manually via the switch located on the lower face of the transmitter or via the remote
control switch located on the instrument panel.
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2 DESCRIPTION AND OPERATION
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- Components and location:

A transmitter (1), with an [ARM-OFF-ON] switch, attached to the structure inside the
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rear cargo hold,

An auxiliary antenna attached to the transmitter,
An [ON-ARMED-RESET TEST] control switch located on the instrument panel (2),
An external antenna on the left side (3),
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130 T2 9.3
15-18 Page 1
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Figure 1: Remote control switch and emergency locator
KANNAD INTEGRA AP-H
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3 OPERATING PROCEDURE
- Pre-flight check: tru
On the transmitter, check that the switch is set to "ARM",
On the instrument panel, check that the remote control switch is set to "ARMED".
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- Functional test:
NOTE
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Test procedure is to be conducted only once per month.

The self test mode is a temporary mode.
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This mode is selected either:

By switching the switch on the ELT from "OFF" to "ARM",
By selecting "RESET TEST" on the remote control panel (provided that the switch
on the ELT is in the "ARM" position).
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The buzzer operates during the self test procedure.

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NOTE
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It is strictly prohibited to test the ELT by transmitting.
130 T2 9.3
15-18 Page 2
- Post-flight check:
After landing, set the VHF receiver to 121.5 MHz to ensure that the emergency
locator transmitter has not accidentally been switched on.
Check the remote control indicator light. The red light of the remote control must be
off.
NOTE
If the aircraft is to be grounded for a long time, set the switch on the ELT to the
"OFF" position.
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- Automatic operation:
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The transmitter is activated automatically in the event of an impact, providing the
switches are set to "ARMED".
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NOTE
The "RESET TEST" position stops locator transmitting and resets the impact
detector.
- Manual operation:
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The unit may be activated manually by setting the control switch to "ON".
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- Autonomous operation:
The transmitter may be used for self-contained operation on the ground as following:
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Remove the transmitter from its mounting bracket,

Disconnect the coax from the aircraft antenna,
Choose an unobstructed area,
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Connect the auxiliary antenna,

Place the unit upright with the antenna upward,
Switch on the transmitter by setting the [ARM-OFF-ON] switch to "ON".
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130 T2 9.3
15-18 Page 3
SECTION 9.12
ADDITIONAL LANDING LIGHT,
CONTROLLABLE IN ELEVATION AND AZIMUTH
1 GENERAL
The additional landing light (3), controllable in elevation and azimuth, is an optional
equipment designed for improving safety during approach and taxiing maneuvers.
This optional equipment is mounted on the underside of the lower structure, in the LH
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side of the central fairing in front of the forward cross-tube of the landing gear in place of
the taxi light.
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Its power is 450 W.
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Figure 1: Additional landing light, controllable in elevation and azimuth

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2 DESCRIPTION
The installation comprises:
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- A retractable and controllable light (3),

- A three-way switch (1) on each collective pitch lever. This switch is used to switch the
light on and retract it automatically,
- A four-way switch (2) on each collective pitch lever. This switch is used to control the
light in elevation and azimuth,
- A LIGHT indicator (4) on the left side of the instrument panel, which indicates that a
taxi or landing light is switched on.
130 T2 9.12
15-18 Page 1
3 OPERATION
The landing light is turned ON or OFF by means of the three-way switch
[ON-OFF-RETRACT] on the collective pitch lever:
- When the switch is in the "ON" position, the landing light is switched on and the
LIGHT indicator is on.
- When the switch is in the center "OFF" position, the landing light is switched off and
the LIGHT indicator is off.
- The spring-loaded "RETRACT" position of the switch is used to switch off and retract
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the landing light automatically.
In this way, the landing light will always be switched off in the retracted
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position.
The extension and orientation of the landing light are controlled by means of the four-
way switch.
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4 PROTECTION OF THE CIRCUITS
The circuits are protected by means of:
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- A 3 A breaker for the control circuits (located on the 30 circuit breaker panel),
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- A 7.5 A breaker and 20 A breaker for the lighting circuit (located on the 31/32
breaker panel).
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130 T2 9.12
15-18 Page 2
SECTION 9.18
NOISE REDUCTION
1 GENERAL
- Choose a flight path as far as possible from sensitive areas; otherwise, fly alongside
the noisiest land routes (highways, railways),
- Fly at least at 1000 ft AGL,
- Fly if possible on the downwind side of sensitive areas,
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- Maintain as much as possible steady flight, avoiding large pedal movements or over-
control,
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- Leave sensitive areas by turning to the right.
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2 OPERATING IN SENSITIVE AREAS
- Fly-over:
tru
Select IAS = 110 kt (204 km/h) for OAT = + 25°C,
Increase IAS slightly if OAT is higher, and inversely,
If possible, increase height to reduce the noise.
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- Take-off and climbing from a helipad in a sensitive area:
After the shortest possible acceleration phase, once Vy is reached, set to MCP
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while maintaining Vy.
- Approach and landing on a helipad in a sensitive area:

Select IAS = 60 kt (111 km/h), with a rate of descent close to 1000 ft/min
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(305 m/min.).
- Take-off from and landing on a helipad in a non sensitive area but adjacent to
neighboring sensitive areas (seaside areas for example):
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If possible choose a take-off path opposite to the sensitive area.

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Accelerate until Vy is reached, then start climbing at this speed with MCP,
If possible for landing, choose a path facing the sensitive area.
Approach at Vy with a rate of descent close to 500 ft/min (2.5 m/sec.).
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- Maneuvers near the ground (around hovering) in a sensitive area:

Avoid unnecessary hovering,
Avoid quick and repetitive pedal movements,
Prefer right spot turns.
130 T2 9.18
15-18 Page 1
SECTION 9.20
RADIO ALTIMETER (AHV 16)
1 GENERAL
The radio altimeter:
- Provides an accurate measurement of the aircraft height relative to the ground,
regardless of the atmospheric conditions,
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- Informs the crew when the aircraft descends below a decision height or below 100 ft*.
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2 DESCRIPTION
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2.1 COMPOSITION
The radio altimeter installation consists of:
- A transceiver,
tru
- An indicator located on the instrument panel,
- An alarm unit,
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- A transmission antenna,
- A reception antenna,
- A 3 A circuit-breaker located on the 31/32 circuit breaker panel.
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2.2 POWER SUPPLY

The system is powered by the aircraft 28 VDC power system.
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The location of the circuit breaker that protects this system is given in section 7.
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(*) If installed
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130 T2 9.20
15-18 Page 1
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Figure 1: Radio altimeter indicator
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Item Description
1 "DH" selector: Decision height setting.
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2 Scale 0 - 500 ft.
3 Height digital display (0 to 8000 ft).
4 "ON/OFF/TEST" selector.
5
height is reached.
Flag: The flag appears if:
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"DH" indicator: The indicator flashes when the decision
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6 - The system is faulty,
- In test mode,
- Above 8000 ft.
7 Decision height display.
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2.3 CONTROL ON THE CONSOLE*

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1 2
Push-button (1) ....................................... DISENGAGED:
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- Indicator light (2) remains off, ("100 ft" audio alert is audible).
Push-button (1) ....................................... ENGAGED:
- Indicator light (2) comes on, ("100 ft" audio alert is muted).
(*) If installed
130 T2 9.20
15-18 Page 2
3 OPERATION
3.1 GENERAL
The radio altimeter is switched on using the ON/OFF/TEST selector (4) on the
indicator.
The DH knob (1) is used to set the decision height.
A specific audio alert (800 Hz modulation chopped at 5 Hz) is produced when the
helicopter descends through the decision height.
NOTE
The DH audio alert is (re-)armed after the helicopter climbs at least 20 ft
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above DH.
When hovering low or when landing with the radio-altimeter antenna(s) above
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grass or plant cover, the radio-height may become invalid (flag appears). Such
invalidities are more likely to occur in the presence of wind.
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3.2 "100FT" AUDIO ALERT (IF INSTALLED)
helicopter descends through 100 ft.tru

A specific audio alert (800 Hz modulation chopped at 15 Hz) is produced when the
For operations around 100ft where the recurrence of the "100 ft" alert may hamper
aircrew performance, the "100 ft mute" function may be used.
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"100 ft Mute" activation
[100ft Mute] ............... ENGAGED, CHECK the lights come on.
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"100 ft Mute" de-activation

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[100ft Mute] ............... DISENGAGED, CHECK the lights go out.

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NOTE
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The "100 ft" audio alert is (re-)armed after the helicopter climbs above 120 ft.
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130 T2 9.20
15-18 Page 3
4 TEST PROCEDURE
- Run-up checks:
Check the radio altimeter installation:
1. "ON/OFF/TEST" selector (4) .......................... ON,
2. "DH" selector (1) ............................................ CHECK, 0 <DH< 100 ft,
3. [100ft Mute]* .................................................. DISENGAGED, Lights off
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4. "ON/OFF/TEST" selector (4) .......................... TEST, and CHECK:
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- Display of all front face segments,
(Test height, Flag, DH value),
- "100 ft"* audio alert,
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- "DH" audio alert.
(*) If installed tru

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130 T2 9.20
15-18 Page 4
SECTION 9.21
INTERCOM SYSTEM (GMA 340)
1 GENERAL
The Garmin GMA 340 intercom system audio panel ensures the following main
functions:
- Intercommunications between pilot, copilot and passengers,
- Radio-communication microphone and audio selection,
- Radio-navigation audio selection,
n
- Links with other audio inputs (sound system, public address, etc.).
The GMA 340 features a failsafe mode in case the power supply is lost or the unit is
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inadvertently turned off.
2 INSTALLATION AND OPERATION DESCRIPTION
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2.1 COMPONENTS AND LOCATION
tru
- A panel located on the upper part of the center console with all necessary
switches for available modes and audio sources selection,
- A 3 A circuit-breaker located on the 50 circuit breaker panel, in the rear
compartment.
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130 T2 9.21
15-18 Page 1
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MKR ICS COM/NAV Other functions
1. MKR beacon lights 5. Copilot/Passengers volume 13. COM receiver selectors 17. Annunciator lights
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(pull out to adjust passenger test pushbutton
volume)
2. MKR audio/ mute 6. Copilot ICS squelch level 14. COM transmitter selectors 18. Locking screw
selector (VOX) access
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3. MKR sensitivity 7. Pilot volume 15. Split COM selector 19. Photocell (automatic
indicator dimming)
4. MKR sensitivity selector 8. Pilot ICS squelch level 16. NAV systems audio
(VOX) selectors
9. Crew isolation mode
10. Pilot isolation mode
11. "Public Address" mode
12. "Speaker" mode
tru
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Figure 1: GMA 340 audio panel
2.2 OPERATING PROCEDURES

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- Preflight check:
Check the following:
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GMA 340 unit .................ON (copilot volume control turned clockwise past the
click), pushbutton lights ON,
ICS volume .....................SET for pilot, copilot and passengers,
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Radio channel .................SET as required,

Radio volume ..................SET by selected COM volume control.
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130 T2 9.21
15-18 Page 2
NOTE
The RH inner knob (5) is used for two functions:

- IN position: Copilot ICS volume setting,
- OUT position: Passenger ICS volume setting.
GMA 340 failure or ICS power supply failure:

- Turn off GMA 340 (Turn pilot ICS volume control to full counter-clockwise
detent),
- Intercom function is lost,
- A failsafe circuit connects the pilots headset and microphone directly to
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COM1.
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NOTE
In case of ICS failure:
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- COM1 is the only radio-communication system available,
- The pilot only has access to COM1,
- Audio warnings are still available through the pilot's headset only.
- Normal operating procedures:

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The detailed operating procedures are described in the GMA 340 Pilots guide.
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130 T2 9.21
15-18 Page 3
SECTION 9.22
RADIO-COMMUNICATION SYSTEM
(GARMIN LINE)
1 SYSTEM ARCHITECTURE
The GARMIN Radio line is connected as follows:
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Figure 1: Radio-communication block diagram
130 T2 9.22
15-18 Page 1
2 GARMIN GTN 750 H (COM1 / NAV1)

This equipment is an all-in-one gathering the following functions:
- GPS receiver,
- Transmitter / receiver radio-com VHF/AM,
- ICS control,
- Radio-navigation receiver VOR/LOC and Glideslope,
- Transponder TDR.
This equipment is powered by a dual electrical circuit (direct battery and secondary
bus).
It is protected by 4 circuit breakers located on 16 and 50 breaker panels (refer to
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SECTION 7.11 §1.2).
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3 GARMIN GNC 255 A (COM2 / NAV 2)
This equipment is an all-in-one gathering the following functions:
ct
- Transmitter / receiver radio-com VHF/AM,
- Radio-navigation receiver VOR/LOC and Glideslope.
tru
This equipment is powered by a single electrical circuit (secondary bus).
It is protected by 2 circuit breakers located on 30 breaker panel (refer to
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SECTION 7.11 § 1.2)
4 GARMIN GMA 35
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The Garmin GMA 35 connected to GTN 750H ensures the following main functions:
- Intercommunications between pilot, copilot and passengers (ICS),
- Radio-communication microphone and audio selection,
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- Radio-navigation audio selection,

- Links with other audio inputs (music, public address, etc.),
- Audio alarm.
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A control head (GTN 750H) is connected to the intercom system (GMA 35).
nl
Two 3A circuit-breakers located on 30 and 50 circuit breaker panels protect the

installation (refer to SECTION 7.11 § 1.2).
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130 T2 9.22
15-18 Page 2
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Figure 2: GTN 750H audio panel and intercom setup
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Operational procedures
- Preflight checks on GTN 750H:
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ICS volume .............................................. SET for pilot, copilot and passengers,

Radio channel .......................................... SET as required,
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Radio volume ........................................... SET by selected COM volume control.
NOTE
The ICS has several operation modes displayed on the GTN 750H screen (refer
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to audio panel operation display and intercom setup display).

nl
In the interphone setup, the volume and squelch may be set separately for the
pilot, copilot and passengers.
- GMA 35 failure:
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Intercom function is lost,

The pilots headset and microphone are connected directly to the COM2 (GNC
255A) when the [COM1/NAV1] switch is OFF,
Audio warnings remain available only for the pilot.
130 T2 9.22
15-18 Page 3
- Normal operating procedures:

The detailed operating procedures are described in the GTN 750H Pilots guide.
5 COM1 / NAV1 SWITCH

A [COM1/NAV1] switch (1) is provided on the console to power ON or OFF the GTN
750H, the GMA 35H and the TDR.
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- Push button (1).......................... DISENGAGED.
Indicator light (2) OFF :
The GTN 750H is not powered. VHF communication capability is only maintained for
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the pilot through the GNC 255A.
- Push button (1).......................... ENGAGED.
Indicator light (2) OFF :
The GTN 750H is powered.
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6 LIGHTING
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For each control unit, a photosensitive cell automatically adjusts the brightness of the
screen and keys, according to the ambient light level.
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NOTE
The pilot can manually adjust brightness via the menu System / Backlight.
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7 FUEL QUANTITY INDICATION

The GTN 750H allows indication of remaining fuel quantity.
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NOTE
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In case of discrepancy or doubt between fuel gauge on VEMD and the fuel
quantity indication on the GTN 750H, the reference indicator is the fuel gauge on
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VEMD.
130 T2 9.22
15-18 Page 4

Flight Manual Additional Performance Data

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COMPLEMENTARY FLIGHT MANUAL

1 EFFECT OF EQUIPMENT ITEMS ON PERFORMANCE DATA ............... 1

WITH STANDARD AIR INTAKE:

WITH SAND FILTER:

1 EFFECT OF EQUIPMENT ITEMS ON PERFORMANCE DATA

2 DETERMINATION OF CORRECTED WEIGHT

3 TAS/IAS IN FAST CRUISE

4 DETERMINATION OF CORRECTED WEIGHT

5 FUEL CONSUMPTION AND RANGE IN FAST CRUISE

6 DETERMINATION OF CORRECTED WEIGHT

7 TAS/IAS IN FAST CRUISE

8 DETERMINATION OF CORRECTED WEIGHT

9 FUEL CONSUMPTION AND RANGE IN FAST CRUISE

6.3 LATERAL CG LOCATION tru

1 PRELIMINARY ACTIONS ............................................................................ 1

2 WEIGHT AND BALANCE

Weight of the specific operational or mission equipment.

- Zero fuel weight (ZFW)

- All-up Weight (AUW)

This is the sum of:

2.2 CENTER OF GRAVITY CONVENTIONAL TERMS

Figure 1: Basic datum planes

CG location limits must not be exceeded. Refer to SECTION 2 Limitations.

fuel weight reduction or loading variation and therefore exceed acceptable

- Longitudinal CG must be monitored more closely.

weights and moments.

EEW 1325 4730.15 2921 410559

Longitudinal CG is within the permissible limits.

6) Calculate the CG location based on ZFW.

The paragraph 2 - LOADING DATA , is modified as follows:

- Crew and passengers

120 186 290 187 170 192

200 310 483 312 284 320

280 434 676

320 496 773

380 589 918

80 123 194 125 117 131

160 246 387 250 234 262

240 370 581

280 431 678

340 524 823

Figure 2: Longitudinal location of loads

The paragraph 2 - LOADING DATA (Table "OTHER UNITS"), is modified as follows:

300 18306 26574 37794

450 27459 39861

650 39663 57577

750 45765 66435

893 54491 79102

140 177.24 486.5 300 379.80 1042.5

lb US gal UK gal in.lb lb US gal UK gal in.lb

150 22.75 18.95 20522 650 98.60 82.11 88927

250 37.92 31.58 34203 750 113.77 94.73 102608

400 60.68 50.52 54724 900 136.53 113.68 123129

- TOTAL WEIGHT : 2377 kg (5240 lb) : 8

The longitudinal CG is within the permissible limits.

by the Supplements corresponding to the optional items fitted.

Figure 4: Center of gravity for 7-seat configuration

Figure 5: Center of gravity for 7-seat configuration (cont'd)

1 DETERMINATION OF LATERAL CG LOCATION

TOTAL 2255 100.1 4971 8687

Lateral CG is within the permissible limits.

60 36 -36 1.2 44.1 -44.1 14.7 -14.7 36 -36