AS550C3e EQUATEUR Páginas Eliminadas

Edition du :
Issue Dated : 26/07/2012
AS 550 C3e
SITUATION DES REVISIONS DU MANUEL DE VOL
FLIGHT MANUAL REVISIONS STATUS
Ce manuel doit contenir la révision normale This manual must contain the normal revision
(RN) et les révisions rapides (RR) référencées (RN) and rush revisions (RR) listed under the
dans l'édition (EDIT) considérée. relevant issue (EDIT).
PARTIE REGLEMENTAIRE PARTIE REGLEMENTAIRE

PRESCRIBED SECTION PRESCRIBED SECTION
Volume 1 Volume 1
SECT. . . SECT. . .
/ EDIT . / EDIT .
SUP. . DATE SUP. . DATE
0 => 5.1 RN0 JAN.12 SUP.55A RN0 JAN.12
SUP.0 RN0 JAN.12 SUP.56 RN0 JAN.12
SUP.4 RN0 JAN.12

PARTIE COMPLEMENTAIRE
SUP.6 RN0 JAN.12 COMPLEMENTARY SECTION
Volume 2
SUP.7 RN0 JAN.12
SECT. EDIT DATE
SUP.13 RN0 JAN.12 0, 5.2, 6, 7, 8, 9 RN0 JAN.12
SUP.16 RN0 JAN.12
SUP.17 RN0 JAN.12
SUP.18 RN0 JAN.12
SUP.19 RN0 JAN.12
SUP.20 RN0 JAN.12
SUP.22 RN0 JAN.12
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FLIGHT MANUAL
AS 550 C3e
REGISTRATION No. SERIAL No.
THE EFFECTIVITY OF THIS MANUAL AT THE LATEST REVISION IS SPECIFIED ON THE LIST OF
EFFECTIVE PAGES.
IT IS THE OPERATOR’S RESPONSIBILITY TO MAINTAIN THIS MANUAL IN A CURRENT STATUS
IN ACCORDANCE WITH THE LIST OF EFFECTIVE PAGES.
EUROCOPTER Direction Technique Support

Aéroport international Marseille-Provence 13725 Marignane Cedex – France
ORIGINAL ISSUE TITLE

FLIGHT MANUAL
AS 550 C3e
ORGANIZATION OF THE MANUAL
1 GENERAL
NOTE
The helicopter shall be used in accordance with this Flight Manual and the
applicable operational regulations.
The crew shall become familiar with the contents of this manual, special
certification requirements and any information specific to customized
configurations, and shall check all revisions and related requirements.
2 STRUCTURE OF THE MANUAL

This manual contains regulatory information, together with additional
manufacturer's information.
- The regulatory information is contained in PART 1:
. SECTIONS 1, 2, 3, 4, 5.1,
. Supplements,
. Appendices.
- The additional manufacturer's information is contained in PART 2:
. SECTIONS 5.2, 6, 7, 8 and 9,
. Appendices.
3 PAGE NUMBERING
The numbering of pages within each section, each supplement or each
appendix (SUP or APP) consists of the section number or designation, a dash
and the consecutive number of the page beginning with "1"; e.g. for
SECTION 3: 3-1, 3-2, etc. SUP17-1, APP1.0-2, etc. Figures are likewise
numbered consecutively by section, such as Fig. 3-1, Fig. 3-2, etc.
Exceptions:
- The numbering of the Table of Contents pages preceding each section in this
manual consists of the section number, a dash and the consecutive Roman
numeral (lower case) of the page, beginning with "i"; e.g. for SECTION 3: 3-i,
3-ii, etc.
ii ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
4 FLIGHT MANUAL SUPPLEMENTS

Information concerning optional equipment systems and procedures is
covered by supplements.
These are mini Flight Manuals covering any differences compared with the
Regulatory Flight Manual information, section by section.
The supplements are updated on an individual basis.
A List of Supplements is provided in SUP.0 as an index listing the current
supplements.
5 FLIGHT MANUAL APPENDIX

Information concerning certification requirements, customization or
complementary procedures may be covered by appendices.
These are mini Flight Manuals covering any differences compared with the
Flight Manual information, section by section.
The appendix is updated on an individual basis, with a specific distribution.
6 EFFECTIVITY STATEMENTS
6.1 DEFINITION OF EFFECTIVITY IDENTIFICATION
The content of this manual applies to all the AS550 C3e helicopter
model variants listed on the title page and defined in this Section.
However, certain portions of the manual may apply to only specific
model variants, serial numbered helicopters, etc.
Therefore, an effectivity identification system is used to indicate where
differences brought about by helicopter modifications, Service
Bulletins, customer options, variations of the basic model helicopter,
etc. occur within the manual.
ORIGINAL ISSUE iii

FLIGHT MANUAL
AS 550 C3e
6.2 INCORPORATING PAGES HAVING ENTIRE PAGE

EFFECTIVITY STATEMENTS
CAUTION
Compare the effectivity statements of those pages having identical page
numbers and determine which pages apply to your helicopter (front and
backpage, if necessary). Insert these pages in the FLM binder. Discard
the pages which do not apply.
Do not discard pages having a page effectivity statement "After SB......"
that at present may not apply to the helicopter unless however, it is
absolutely certain that the stated Service Bulletin will never be
incorporated.
7 REVISION SERVICE
This manual is updated through Normal Revisions or Temporary Revisions.
7.1 NORMAL REVISIONS

Each Normal Revision is accompanied by an instruction sheet
summarizing the main points affected by the change, and explaining how
to incorporate the revised pages in the Manual (the instruction sheet may
be filed separately from the Manual).
Part 1, Part 2, each supplement and each appendix are revised separately.
Normal Revisions fully or partially update the Manual. The revised
pages either replace or supplement the existing pages.
The Manual effectivity is specified by the new list of effective pages.
The Normal Revisions are identified in numerical order.
NOTE
A significant revision which includes a structural change in the
manual breakdown for example, may lead to a change in the ISSUE
of the Manual and to starting again with a Normal Revision 0.
iv ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.2 TEMPORARY REVISIONS

Several Temporary Revisions may be issued between two Normal Revisions.
The new information given on yellow pages must be inserted opposite the
existing pages to be modified or to be supplemented. The reader will have to
insert these pages according to the numbering of the pages. The revised pages
are indicated on a separate list.
Temporary Revisions are identified by the number of the next Normal
Revision together with a letter suffix in normal alphabetical order.
Temporary Revisions are cancelled by the next Normal Revision bearing the
same number, unless they are confirmed by a new Temporary Revision bearing
another identification code.
Temporary Revisions are delivered on yellow paper.
7.3 PROCEDURE FOR DOCUMENTARY CHANGES IN THE FLIGHT

MANUAL
In the event of minor errors / changes (e.g. typing error, misprints) and
changes on manufacturer's data pages, EUROCOPTER is authorized by EASA
to release a revision which needs not to be certified by the authorities. In this
case the procedures for a Normal Revision apply.
7.4 IDENTIFYING UPDATED INFORMATION

Changes are indicated by a revision mark.
ORIGINAL ISSUE v
FLIGHT MANUAL
AS 550 C3e
SECTION 1
GENERAL
Page
1.1 TERMINOLOGY ...........................................................................................1-1

1.2 MAIN AIRCRAFT DIMENSIONS ..............................................................1-2
1.3 DESCRIPTIVE DATA...................................................................................1-4
1.3.1 ENGINE ................................................................................................1-4
1.3.2 ROTOR..................................................................................................1-4
1.3.3 TAIL ROTOR.......................................................................................1-4
1.3.4 FUEL......................................................................................................1-4
1.3.5 OIL.........................................................................................................1-4
1.4 SYMBOLS AND ABBREVIATIONS ..........................................................1-5
1.5 CONVERSION FACTORS ...........................................................................1-8
1.5.1 METRIC UNITS TO OTHER UNITS...............................................1-8
1.5.2 OTHER UNITS TO METRIC UNITS...............................................1-8
LIST OF FIGURES
Page
FIGURE 1-1 : THREE-VIEW DRAWING .........................................................1-2
FIGURE 1-2: ACCESS DOORS AND COMPARTMENTS .............................1-3
ORIGINAL ISSUE 1-i

FLIGHT MANUAL
AS 550 C3e
1.1 TERMINOLOGY
 Unless otherwise specified in the text, altitudes are pressure-altitudes
(Hp), speeds are indicated airspeeds (IAS).
 Warnings, Cautions and Notes are used throughout this manual to
emphasize important and critical instructions and are used as follows:
WARNING
AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH, IF NOT

CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL
INJURY OR LOSS OF LIFE.
CAUTION
An operating procedure, practice, etc., which, if not strictly observed,

could result in damage to, or destruction of helicopter parts or
equipment.
NOTE
An operating procedure, condition, etc., which is essential to highlight.
USE OF PROCEDURAL WORDS

The concept of procedural word usage and intended meaning which has been
adhered to in preparing this manual is as follows:
 "Shall" has been used only when application of a procedure is mandatory.
 "Should" has been used only when application of a procedure is
recommended.
 "May" and "need not" have been used only when application of a
procedure is optional.
 "Will" has been used only to indicate future event or action, never to
indicate a mandatory procedure.
ORIGINAL ISSUE 1-1

FLIGHT MANUAL
AS 550 C3e
1.2 MAIN AIRCRAFT DIMENSIONS
(*) Reduce by 0.20 m (0.65 ft) when aircraft is fitted with low landing gear.
NOTE
The values which vary according to weight are given at the
maximum weight.
Figure 1-1: Three-view drawing
1-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
CABIN
LH HOLD Area 2.60 m2 (27.98 ft2) RH HOLD
Area 0.43 m2 (4.62 ft2) Volume 3.00 m3 (105.94 ft3) Area 0.35 m2 (3.76 ft2)
Volume 0.235 m3 (8.29 ft3) Volume 0.200 m3 (7.06 ft3)

REAR HOLD
Area 0.55 m2 (5.92 ft2)
Volume 0.565 m3 (19.94 ft3)
Figure 1-2: Access doors and compartments
ORIGINAL ISSUE 1-3

FLIGHT MANUAL
AS 550 C3e
1.3 DESCRIPTIVE DATA

1.3.1 ENGINE
- Number :1 - Available power: (uninstalled)
- Manufacturer : TURBOMECA (ISA, at sea level):
- Model : ARRIEL . Max. takeoff power rating
- Type : 2D (MTOP): 641 kW (860 SHP)
Max. continuous power rating
(MCP): 551 kW (739 SHP)
1.3.2 ROTOR
- Type : STARFLEX - Diameter : 10.69 m (35.07 ft)
- Number of blades : 3
- Nominal rotor
speed : 386 rpm
1.3.3 TAIL ROTOR

- Type : Flexible seesaw - Diameter : 1.86 m (6.10 ft)
- Number of blades : 2
- Nominal tail rotor
speed : 2044 rpm
1.3.4 FUEL
- Total capacity : 540 l (427 kg) - Usable fuel : 538.7l (426 kg)
: (142.7 US gal.) : (142.3 US gal.)
1.3.5 OIL
- MGB oil capacity - Engine oil capacity: 6.2 l
including filter : 6.5 l (1.64 US gal.)
(1.7 US gal.) - Servo control fluid
- TGB oil capacity : 0.33 l capacity : 3 l max
(0.08 US gal.) (0.79 US gal.)
1-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
1.4 SYMBOLS AND ABBREVIATIONS

DESIGNATION SYMBOL OR
ABBREVIATION
SPEEDS
Calibrated airspeed CAS
Indicated airspeed IAS
True airspeed TAS
Never exceed speed VNE
Best rate of climb speed Vy
Rate of climb R/C
Rate of descent R/D
METEOROLOGY
International Standard Atmosphere ISA
Outside Air Temperature OAT
Outside air pressure p
Relative air density 
Wind velocity Vw
ALTITUDE / HEIGHT
Geometric altitude H
Pressure altitude Hp
Density altitude H
Radio altimeter height HRA
Height h
POWER / ENGINE PARAMETERS

Maximum Continuous Power MCP
Maximum Takeoff Power MTOP
Power PWR
Engine Health Check EHC
Rotor speed NR
Engine generator speed N1
Engine generator deviation indication N1
Free turbine speed N2
Torque TRQ
Power turbine inlet temperature TOT
First Limitation Indicator FLI
ORIGINAL ISSUE 1-5

FLIGHT MANUAL
AS 550 C3e
ABBREVIATION
HOVER / TAKEOFF / LANDING
Hover In Ground Effect HIGE
Hover Out Of Ground Effect HOGE
WEIGHT AND BALANCE

Center of Gravity CG
Empty Weight EW
Equipped Empty Weight EEW
Operating Empty Weight OEW
Useful load UL
Payload P/L
All-Up Weight AUW
Maximum Take-Off Weight MTOW
MISCELLANEOUS
Actuator Electronic Control Unit AECU
Automatic Direction Finder ADF
Armament Master Switch AMS
Armament Selection Panel ASP
Automatic Flight Control System AFCS
Ancillary System Unit ASU
Battery Contactor BATC
Caution and Warning Panel CWP
Direct Current DC
Emergency Locator Transmitter ELT
Electrical Master Box EMB
Engine ENG
Engine Back-up Control Ancillary Unit EBCAU
Electronic Engine Control Unit EECU
Equivalent 
Essential contactor ESSC
External Power Line Contactor EPLC
External Power Unit EPU
Firing Safety Unit FSU
Full Authority Digital Engine Control FADEC
Generator Line Contactor GLC
Global Positioning System GPS
1-6 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
ABBREVIATION
MISCELLANEOUS (cont'd)
High Load Contactor HLC
Horizontal Situation Indicator HSI
Height-Velocity HV
Intercommunication system ICS
Left hand side LH
Main gear box MGB
Main bus voltage U bus
Minute min.
Right hand side RH
Radio magnetic indicator RMI
Second sec.
Shed bus contactor SBC
Starting contactor SC
To be defined TBD
To be confirmed TBC
Tail gear box TGB
Vehicle and engine management display VEMD
 Symbol used for switches or pushbuttons : [HORN]

(example)
 Symbol used for warning lights : GOV GOV
(example) Light ON Light OFF
 Symbol used for VEMD indications : P2 ) P2 )

indication indication
ON OFF
ORIGINAL ISSUE 1-7

FLIGHT MANUAL
AS 550 C3e
1.5 CONVERSION FACTORS

1.5.1 METRIC UNITS TO OTHER UNITS
1 cm = 0.3937 in
1m = 3.2808 ft
1 km = 0.5400 NM
1l = 0.2642 US gal
1l = 0.2200 UK gal
1 kg = 2.2046 lb
1 bar = 14.5040 psi
1 km/h = 0.540 kt
1.5.2 OTHER UNITS TO METRIC UNITS
1 in = 2.5400 cm
1 ft = 0.3048 m
1 NM = 1.8520 km
1 US gal = 3.7850 l
1 UK gal = 4.5460 l
1 lb = 0.4536 kg
1 psi = 0.0689 bar
1.013 Hpa = 29.92 in.hg
1 kt = 1.852 km/h
1-8 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
SECTION 2
LIMITATIONS
Page
2.1 GENERAL.................................................................................................. 2-1
2.1.1 TYPE OF OPERATIONS ............................................................ 2-1
2.1.2 OCCUPANTS ................................................................................ 2-1
2.1.3 INSTRUMENT MARKINGS ...................................................... 2-1
2.2 WEIGHT AND BALANCE LIMITATIONS ......................................... 2-2
2.2.1 WEIGHT LIMITATION.............................................................. 2-2
2.2.2 LONGITUDINAL CG .................................................................. 2-2
2.2.3 LATERAL CG............................................................................... 2-3
2.3 FLIGHT ENVELOPE LIMITATIONS .................................................. 2-4
2.3.1 AIRSPEED LIMITATIONS ........................................................ 2-4
2.3.2 ALTITUDE LIMITATION.......................................................... 2-7
2.3.3 TEMPERATURE LIMITATIONS ............................................. 2-7
2.3.4 LANDING AND ROTOR STOPPING LIMITATIONS
ON SLOPE ..................................................................................... 2-7
2.3.5 RUNNING LANDING LIMITATIONS ..................................... 2-7
2.3.6 MANEUVERING LIMITATIONS ............................................. 2-7
2.3.7 FLIGHT IN FALLING SNOW.................................................... 2-8
2.4 VEHICLE LIMITATIONS ...................................................................... 2-9
2.4.1 MAIN ROTOR LIMITATIONS.................................................. 2-9
2.4.2 TAKEOFF POWER...................................................................... 2-9
2.4.3 FIRST LIMITATION INDICATOR .......................................... 2-9
2.4.4 MAIN TRANSMISSION LIMITATIONS ............................... 2-10
2.4.5 ENGINE LIMITATIONS........................................................... 2-10
2.4.6 ELECTRICAL CIRCUIT LIMITATIONS.............................. 2-12
2.5 MISCELLANEOUS LIMITATIONS ................................................... 2-13
2.5.1 APPROVED FUELS ................................................................... 2-13
2.5.2 APPROVED LUBRICANTS AND FLUIDS ............................ 2-16
2.5.3 BAGGAGE COMPARTMENT LOAD LIMITATIONS........ 2-18
2.5.4 CABIN COMPARTMENT LOAD LIMITATIONS ............... 2-18
2.5.5 MANDATORY EQUIPMENT .................................................. 2-18
2.5.6 OPTIONAL EQUIPMENT ........................................................ 2-18
2.6 PLACARDS.............................................................................................. 2-19
ORIGINAL ISSUE 2-i

FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 2-1 : LONGITUDINAL CG CHART ................................................. 2-2
2 - ii ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
2.1 GENERAL
The helicopter shall be operated in compliance with the limitations of this
section.
2.1.1 TYPE OF OPERATIONS
The helicopter is approved to operate:
- by day and night in VFR.
NOTE
Additional equipment may be required by operational regulations
The following are forbidden:

- Aerobatic maneuvers.
- Flight in falling snow without sand filter installed.
- Flight in freezing rain or icing conditions.
(visible moisture and temperatures conducive to producing ice).
- In flight engine power reduction using twist grip control except for
engine failure training, emergency procedures referring to it or
maintenance check procedures.
- In flight intentional complete VEMD cut-off (lane 1 + 2).
2.1.2 OCCUPANTS
- Minimum flight crew........................ : One pilot in right seat.
- Maximum number of occupants
(including flight crew)...................... : Six.
2.1.3 INSTRUMENT MARKINGS
Limitations are marked on instruments with the following color code:
ORIGINAL ISSUE 2-1

FLIGHT MANUAL
AS 550 C3e
On the VEMD, related numerical values of parameters are underlined:

- in yellow when the parameter is in caution or takeoff power range,
- in red when at or above a safety limit or maximum takeoff power.
Moreover, to attract attention, red underlining flashes.
2.2 WEIGHT AND BALANCE LIMITATIONS

2.2.1 WEIGHT LIMITATION
- Maximum internal weight for flight,
take-off and landing with non-jettisonable load .....: 2250 kg (4961 lb).
- Minimum internal weight for flight,
take-off and landing ................................................: 1310 kg (2888 lb).
With the optional weapon support beams installed:
- Maximum permissible weight with jettisonable
external weapons.....................................................: 2450 kg (5401 lb).
. The weight of the load carried by one support
beam is limited to ...............................................: 210 kg (463 lb).
2.2.2 LONGITUDINAL CG
Figure 2-1: Longitudinal CG Chart
NOTE
When weight is above 2250kg: flight envelope corresponds to
aircraft with jettisonable external loads.
The datum is located 3.40 m (133.8 in) forward of the main rotor
head center line.
2-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
2.2.3 LATERAL CG
Maximum left CG......................................... : 0.18 m (7.08 in)
Maximum right CG ...................................... : 0.14 m (5.51 in)
NOTE
The datum is located in the plane of symmetry of the helicopter.
ORIGINAL ISSUE 2-3

FLIGHT MANUAL
AS 550 C3e
2.3 FLIGHT ENVELOPE LIMITATIONS

2.3.1 AIRSPEED LIMITATIONS
All airspeed limitations are Indicated Airspeeds.
2.3.1.1 With doors closed:
- When OAT < -30°C, calculated VNE power on must be reduced

by 10 kt (18.5 km/h),
- When OAT < -20°C, calculated VNE power off must be reduced
by 20 kt (37 km/h), with a minimum of 65 kt (120 km/h).
2.3.1.2 With doors open or removed:
NOTE
Flight with any configuration not shown is prohibited.
In all open doors configurations, loose objects shall not be in
the cabin, cushions of unoccupied seats shall be removed and
seat belts shall be stowed.
2-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
Caption code used for open doors limitations:
: door closed : door removed : sliding door closed
: sliding door maneuvering in flight : sliding door open-locked or removed
 Aircraft fitted with RH and LH sliding doors
RH doors
LH doors
Opening :60 kt
110 kt (204 km/h) 100 kt (185 km/h)
VNE (111 km/h) or
or VNE* or VNE*
VNE*
Opening :60 kt
135 kt (250 km/h) 110 kt (204 km/h) 110 kt (204 km/h)
(111 km/h) or
or VNE* or VNE* or VNE*
VNE*
100 kt (185 km/h) 110 kt (204 km/h) 110 kt (204 km/h)

or VNE* or VNE* or VNE*
Opening : 60 kt
(111 km/h) or
VNE*
Closing : 60 kt
(111 km/h) or
VNE*
ORIGINAL ISSUE 2-5

FLIGHT MANUAL
AS 550 C3e
PAGE INTENTIONALLY LEFT BLANK
2-6 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
2.3.2 ALTITUDE LIMITATION

- Maximum operating altitude in flight: Hp = 23000 ft (7010 m)
2.3.3 TEMPERATURE LIMITATIONS

- Minimum temperature ......................... : - 40°C
- Maximum temperature ........................ : ISA+35°C
limited to +50°C
For cold weather operations, refer to SUP.4.
2.3.4 LANDING AND ROTOR STOPPING LIMITATIONS ON SLOPE

- Nose up................................................. : 10°
- Nose down............................................ : 6°
- Sideways............................................... : 8°
2.3.5 RUNNING LANDING LIMITATIONS

Excluding emergencies and failures, maximum speed for performing:
- running landings................................... : 40 kt (74 km/h)
2.3.6 MANEUVERING LIMITATIONS

 Continued operation in servo transparency (where load feedback is
felt in the controls) is prohibited.
Maximum load factor is a combination of TAS, H and gross
weight. Avoid such combinations at high values associated with high
collective pitch.
Transparency may be reached during maneuvers, steep turns, hard
pull-up or when maneuvering near VNE. Self-correcting, the
phenomenon will induce an un-commanded right cyclic load and an
associated collective down reaction. However, even if the
transparency feedback loads are fully controllable, immediate action
is required to relieve the feed back loads: reduce the severity of the
maneuver, follow the aircraft's natural reaction, let the collective
pitch decrease naturally (avoid low pitch) and smoothly counteract
the right cyclic motion.
Transparency will disappear as soon as excessive loads are relieved.
ORIGINAL ISSUE 2-7

FLIGHT MANUAL
AS 550 C3e
 In maximum power configuration, decrease collective pitch slightly

before initiating a turn, as for this maneuver the power requirement is
increased.
 In hover, avoid rotation faster than 6 sec. per full rotation.
2.3.7 FLIGHT IN FALLING SNOW

 SAND FILTER INSTALLED:
- Heating, demisting OFF when P 2 ON.

- P2 OFF when visible moisture and OAT < 0°C,
- Flight in falling snow is permitted when P 2 OFF.
NOTE
Refer to supplement SUP.4 for checks before flight.
2-8 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
2.4 VEHICLE LIMITATIONS

2.4.1 MAIN ROTOR LIMITATIONS
1B
It is prohibited to use the rotor brake prior to engine shutdown.

Minimum time between two consecutive brake applications: 5 min.
NOTE
Low NR aural warning  360 rpm
High NR aural warning  410 rpm
2.4.2 TAKEOFF POWER
Takeoff power is limited to:
- Maximum airspeed 40 KIAS.
- If N1 and/or TOT is in Takeoff power (numerical value of related
parameter underlined in yellow):
• 5 min. continuous use (Pre-MOD OP-4309)*
• 30 min. continuous use (Post-MOD OP-4309)*
- If only TRQ is in Takeoff power a time limit has not to be applied.
Use of heating and demisting is authorized up to max. TOP.
2.4.3 FIRST LIMITATION INDICATOR
NOTE
The values (N1 = 100 %, TOT = 680 °C, TRQ =90%) are given as
examples.
(*) MOD OP-4309: Tail rotor drive shaft reinforced thermal protection.
ORIGINAL ISSUE 2-9

FLIGHT MANUAL
AS 550 C3e
2.4.4 MAIN TRANSMISSION LIMITATIONS

 TORQUE LIMITATIONS
NOTE
100 % torque corresponds to 535 kW at NR 386 rpm.
2.4.5 ENGINE LIMITATIONS

 N2 LIMITATIONS
NOTE
A rotor speed of NR 386 rpm corresponds to an N2 speed of 39158 rpm.
2 - 10 ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 N1 LIMITATIONS
NOTE
100 % N1 corresponds to 52110 rpm.
 TOT LIMITATIONS
Starting limitations:
Flight limitations:
ORIGINAL ISSUE 2 - 11
FLIGHT MANUAL
AS 550 C3e
 OIL TEMPERATURE LIMITATIONS
Minimum oil temperature before power application:

- 0°C (Oil 5 cSt).
- -10°C (Oil 3 to 3.9 cSt).
During the oil warm up period, the engine must be run with the collective
pitch control in its full down position. The twist grip can be in "IDLE" or
"FLIGHT" position.
 OIL PRESSURE LIMITATIONS
Oil pressure has variable limits that depend on N1.
2.4.6 ELECTRICAL CIRCUIT LIMITATIONS

Maximum voltage ........................: 31.5 V
(Rated voltage 26-29 V)
Maximum current ........................: 200 A Max. continuous.
FLIGHT MANUAL
AS 550 C3e
2.5 MISCELLANEOUS LIMITATIONS

2.5.1 APPROVED FUELS
NOTE 1
Commercial designations of authorized fuels are specified in the
TURBOMECA documentation.
 NORMAL FUELS
(Fuels approved to operate throughout the flight envelope with no
restrictions).
Specifications Anti-ice
Type of fuel NATO additive
code FRANCE USA UK
included
Kerosene - 50 DEF STAN
(AVTUR-FSII) (JP8) DCSEA 134 MIL-T-83133 91-87
F 34 Yes
AIR 3405 (JP8) D.ENG.RD
2453
Kerosene - 50 DEF STAN
(AVTUR) (JP1) DCSEA 134 ASTM-D-1655 91-91
F 35 No
AIR 3405 JET A1 D.ENG.RD
2494
Kerosene ASTM-D-1655
- - - No
JET A
High flash point DCSEA 144 MIL-T-5624 D.ENG.RD
F 43 No
(JP5) (AVCAT) AIR 3404 (JP5) 2498
High flash point DEF STAN
(JP5) (AVCAT FSII) DCSEA 144 MIL-T-5624 91-86
F 44 Yes
AIR 3404 (JP5) D.ENG.RD
2452
Chinese fuel
PRC National
- - - - No
Standard
No.3 Jet fuel
NOTE 2
The OAT range for using approved fuel is: - 40 °C to + 50 °C.
Below -20°C, anti-ice additive is mandatory for approved fuels
which do not contain it.
NOTE 3
All specifications are effective at latest issue or amendment.
FLIGHT MANUAL
AS 550 C3e
 REPLACEMENT FUELS
(Fuels allowing operations in a restricted flight envelope.)
- Fuels with restricted flight envelope of:

OAT  25 °C and Hp  5000 ft (1524 m)
Type of fuel NATO Specifications Anti-ice

code FRANCE additive
USA UK included
WIDE CUT (JP4) MIL-T-5624 D.ENG.RD
F 40 AIR 3407 Yes
(AVTAG FSII) (JP4) 2454
WIDE CUT (JET B) ASTM-D-1655
- - - No
(AVTAG) (JET B)
- Fuels with restricted flight envelope of:

OAT  40 °C and Hp  15000 ft (4572 m)
Type of fuel NATO Specifications Anti-ice

code additive
- RUSSIA - included
KEROSENE - - GOST 10227 - No
TS 1 (TC1)
KEROSENE - - GOST 10227 - No
RT (PT)
 REFUELING
Fuel temperature must be inside the above OAT limitations specified
for the fuel actually used for refuelling.
The engine is capable of operating satisfactorily when mixtures of
normal and replacement fuels are used. The limitations associated with
the mixture correspond to the most restrictive of all the fuels used for
the mixture. In order to overcome the limitation of the most restrictive
fuel, the helicopter fuel system shall be drained.
FLIGHT MANUAL
AS 550 C3e
 ADDITIVES
Anti-ice additive:
If the fuel does not contain a freezing inhibitor and if the OAT is
below -20 °C, the use of an anti-icing additive is mandatory.
Specification
NATO
Product CIS and
Symbol France US UK CHINA Concentration
RUSSIA
Air 3652/B DERD 2451 SH 0369
EGME S-748 MIL-I-27686E 0.10 to 0.15%
(S-748) (AL-31) (T 1301)
AIR 3652/B DEF STAN 68252

DI-EGME S-1745 MIL-I 85470 0.10 to 0.15%
(S-1745) DERD 2451 (AL-41)
FLUID GOST
0.10 to 0.30%
“I” 8313-88
FLUID TU6-10-1458-
0.10 to 0.30%
“I-M” 79
NOTE
Except for GOST 8313-88 and TU 6-1061458-79 additives, all the
authorized anti-ice additives can be mixed.
Fungicide additive:
BIOBOR JF.
KATHON FP 1.5
Jet fuel thermal stability improver for F34 and F35 fuels:
Concentration (mg/l)
PRODUCT
Minimum Maximum
Aéroshell performance
256 300
Additive 101 (APA 101)
Betz Dearborn
256 300
Spec Aid 8Q462
Turboline FS 100 (dilute) 533 625
Turboline FS 100 C
256 300
(concentrate)
FLIGHT MANUAL
AS 550 C3e
2.5.2 APPROVED LUBRICANTS AND FLUIDS

 ENGINE LUBRICANTS
NORMAL USE (forbidden for OAT < -30°C)
NATO Specification Class Approved oil trademarks
Oil type
Code FRANCE USA UK
MIL-PRF-
Recommended HTS
23699 DEF
use (High BP (EXXON) Turbo Oil 2197
0.156 - or STAN
Average synthetic thermal MOBIL Jet Oil 254
MIL-L- 91-101
5 cSt at 98.9° C stability)
23699
(Corrosion
CASTROL Aerojet 5
Normal use inhibiting)
MIL-PRF- CASTROL 5000
Average synthetic 0.156 - 23699 DEF Standard Aero SHELL Turbine Oil 500
or STAN MOBIL Jet Oil 2
5 cSt at 98.9° C MIL-L- 91-101 TURBO NYCOIL 600
23699 TOTAL Aero Turbine 535
ELF TURBO Jet II
TOTAL PRESLIA SE jet
OTHER OILS (forbidden for OAT > 30°C)
NATO Specification Class Approved oil trademarks
Oil type
Code FRANCE USA UK
CASTROL 325
MIL-L-7808 CASTROL 3C
Synthetic fluid 0.148 - MIL-PRF- - - BP (EXXON) Turbo Oil 2389
7808 MOBIL AVREX 256
3 to 3.5 cSt at TURBO NYCOIL 160
98.9° C TURBO NYCOIL 13B
0.150 AIR 3514 - - -
ELF Jet Synthetic Oil 15
DEF
Synthetic fluid
- - - STAN - Aero SHELL Turbine Oil 390
3.9 cSt at 98.9° C
91-94
NOTE 1
When the oil specification/grade/ trademark differs from the
approved one, TURBOMECA approval shall be obtained before
using this oil.
NOTE 2
In case of oil change with trademark/ NATO code/ category/ grade
or specification change, apply instructions as prescribed in the
TURBOMECA Maintenance Manual.
NOTE 3
FLIGHT MANUAL
AS 550 C3e
 MAIN AND TAIL GEARBOX LUBRICANTS

NORMAL USE
NATO Specification Approved operating
Oil type
Code temperatures
FRANCE USA UK
Mineral oil 0.155 AIR 3525 MIL-L-6086 DTD -20°C  OAT  +50°C
581
NOTE : The "SHELL" trademark is prohibited
USE IN COLD WEATHER

Oil type
Code temperatures
FRANCE USA UK
Synthetic oil 0.150 AIR 3514 - - -40°C  OAT  +0°C
Synthetic oil 0.148 - MIL-L-7808 - -40°C  OAT  +0°C
 TAIL GEARBOX LUBRICANTS

NORMAL USE
Oil type
Code temperatures
FRANCE USA UK
Synthetic oil 0.156 MIL-L-23699 DERD -20°C  OAT  +50°C
5 cSt 2499
 SERVO CONTROL FLUID
NORMAL USE
Oil type NATO
Specification
Code Notes
FRANCE USA UK
Synthetic oil - - MIL-H-83282 - Recommended
Mineral oil H 515 AIR 3520 MIL-H-5606 DTD 585
NOTE 1
NOTE 2
In case of fluid change with trademark/NATO code/category/grade or
specification change, apply instructions as prescribed in the Maintenance
Manual.
FLIGHT MANUAL
AS 550 C3e
2.5.3 BAGGAGE COMPARTMENT LOAD LIMITATIONS

RH cargo compartment...........................: 100 kg (220 lb)
LH cargo compartment ...........................: 120 kg (264 lb)
with a max. distributed load of 300 kg/m2 (62.5 lb/ft2)
Rear cargo compartment.........................: 80 kg (176 lb)

with a max. distributed load of 145 kg/m2 (30 lb/ft2)
2.5.4 CABIN COMPARTMENT LOAD LIMITATIONS

Rear cabin floor.......................................: 310 kg (682 lb)
Forward left cabin floor ..........................: 150 kg (330 lb)
with a max. distributed load of 300 kg/m2 (62.5 lb/ft2)
2.5.5 MANDATORY EQUIPMENT

A minimum of two adequate radio / audio headsets shall be on-board
the helicopter, one worn by the pilot at the controls to monitor the
audio warning delivered through the ICS system, and a spare one.
2.5.6 OPTIONAL EQUIPMENT

When optional equipments are installed, refer to supplements for
additional limitations, procedures and performance data.
FLIGHT MANUAL
AS 550 C3e
2.6 PLACARDS
Placard:
Location: Inside cabin, on center post.
Placard:
Location: Inside cabin, on overhead canopy bow.
FLIGHT MANUAL
AS 550 C3e
Placard:
- LH side - RH side.
Location: Inside cabin, at bottom of doors.
Placard:
Location: Console RH side.
FLIGHT MANUAL
AS 550 C3e
Placard:
Location: Inside cabin, on center post.
Placard:
Location: on console.
Placard:
Location: Cargo hold LH side Location: Cargo hold RH side
Placard:
Location: Rear cargo hold
FLIGHT MANUAL
AS 550 C3e
Placard:
Location: Near filler neck, LH side.
Placard:
Location: Near filler neck, LH side.
Placard:
Location: RH side, on ground power receptacle cover.
FLIGHT MANUAL
AS 550 C3e
SECTION 3
EMERGENCY PROCEDURES
Page
3.1 GENERAL.....................................................................................................3-1
3.1.1 AUDIO WARNINGS .........................................................................3-1
3.2 ENGINE FLAME-OUT ...............................................................................3-2
3.2.1 CRUISE FLIGHT ..............................................................................3-2
3.2.2 HOVER-IGE.......................................................................................3-4
3.2.3 HOVER-OGE .....................................................................................3-4
3.2.4 IN FLIGHT RELIGHTING..............................................................3-4
3.3 TAIL ROTOR FAILURES..........................................................................3-5
3.3.1 COMPLETE LOSS OF TAIL ROTOR THRUST .........................3-5
3.3.2 LOSS OF TAIL ROTOR CONTROL..............................................3-6
3.4 SMOKE IN THE COCKPIT/CARGO.......................................................3-7
3.4.1 SOURCE NOT IDENTIFIED ...........................................................3-7
3.4.2 SOURCE IDENTIFIED.....................................................................3-7
3.5 VEMD FAILURE .........................................................................................3-8
3.5.1 VEMD SCREEN FAILURE..............................................................3-8
3.5.2 CAUTION MESSAGES ON VEMD ................................................3-8
3.5.3 ABNORMAL NR/N2 INDICATION..............................................3-10
3.5.4 ABNORMAL ENGINE PARAMETER INDICATION...............3-11
3.6 CAUTION AND WARNING PANEL......................................................3-13
3.6.1 ENGINE EMERGENCY.................................................................3-13
3.6.2 TRANSMISSION EMERGENCY..................................................3-17
3.6.3 HYDRAULIC EMERGENCY ........................................................3-18
3.6.4 ELECTRICAL EMERGENCY ......................................................3-19
3.6.5 FUEL EMERGENCY ......................................................................3-21
3.6.6 MISCELLANEOUS .........................................................................3-23
ORIGINAL ISSUE 3-i

FLIGHT MANUAL
AS 550 C3e
Page
3.7 VARIOUS WARNINGS, FAILURES AND INCIDENTS

NOT INDICATED ON THE CWP................................................................ 3-25
3.7.1 ROTOR BRAKE INOPERATIVE ...................................................... 3-25
3.7.2 HYDRAULIC SYSTEM FAILURES .................................................. 3-25
3.7.3 BLEED VALVE FAILURE.................................................................. 3-26
3.7.4 ICS INOPERATIVE (GMA 340 H)..................................................... 3-27
3.7.5 SAND FILTER INDICATING SYSTEM ........................................... 3-27
FLIGHT MANUAL
AS 550 C3e
3.1 GENERAL
Emergency procedures describe the actions that the pilot must take relative to
the various possible failures that can occur.
Meanwhile, depending on the many variable external environments, such as
the type of terrain overflown, the pilot may have to adapt to the situation
according to his experience.
To help the pilot in his decision process, four recommendations are used:
 LAND IMMEDIATELY
Self explanatory.
 LAND AS SOON AS POSSIBLE
Emergency conditions are urgent and require landing at the nearest landing
site at which a safe landing can be made.
 LAND AS SOON AS PRACTICABLE
Emergency conditions are less urgent and in the pilot's judgment, he may
proceed to the nearest airfield where he can expect appropriate assistance.
 CONTINUE FLIGHT
Continue flight as planned. Repair at the destination according to the
maintenance manual.
NOTE
Immediate actions that the pilot shall take are written in bold characters.
3.1.1 AUDIO WARNINGS

On the console, a HORN] switch is used to activate the audio warning.
When HORN] switch is set to ON: HORN .
NOTE
The pilot at the controls shall wear an adequate radio / ICS
audio headset to monitor the audio warning through the
ICS system.
 GONG
A gong is generated each time a red warning appears on the
warning panel.
ORIGINAL ISSUE 3-1

FLIGHT MANUAL
AS 550 C3e
 CONTINUOUS TONE
Two continuous tones can be heard:
- a 310 Hz tone when NR is below 360 rpm.
- a 285 Hz tone when maximum takeoff rating is exceeded:
* After 1.5 sec. delay if power remains within transient range.
* Immediately when transient power limitations are exceeded.
* Immediately when max. transient rating is or will be exceeded
during fast power increase.
1. Collective pitch..................... REDUCE to maintain NR in green
arc or power within limitations.
2. Engine parameters............... CHECK.
 INTERMITTENT TONE
An intermittent tone (310 Hz) is heard when the NR is above
410 rpm.
Collective pitch......................... INCREASE
to maintain NR in green arc.
Apply procedure according to the situation.
3.2 ENGINE FLAME-OUT

3.2.1 CRUISE FLIGHT
AUTOROTATION PROCEDURE OVER LAND
1. Collective pitch .................. REDUCE

2. IAS....................................... Vy.
 If relighting impossible or after loss of tail rotor thrust
3. Twist grip............................. IDLE position.
4. Maneuver the aircraft into the wind on final approach.
 At height  70 ft (21 m)
5. Cyclic ................................... FLARE.
3-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
 At 20/25 ft (6/8 m) and at constant attitude
6. Collective pitch ....................GRADUALLY INCREASE

to reduce the rate of descent and
forward speed
7. Cyclic ...................................FORWARD to adopt a slightly
nose-up landing attitude (< 10°).
8. Pedal .....................................ADJUST
to cancel any sideslip tendency.
9. Collective pitch ....................INCREASE
to cushion touch-down.
 After touch-down
10. Cyclic, collective, pedal .......ADJUST to control ground run.
 Once the aircraft has stopped
11. Collective pitch ....................FULL DOWN
12. Rotor brake...........................APPLY below 170 rotor rpm.
AUTOROTATION PROCEDURE OVER WATER

Apply same procedure as over land, except items 10, 11 and 12, but
maneuver to head the aircraft equally between the wind and wave
direction on final approach. Ditch with minimum forward speed
(IAS < 30 kt (56 km/h)) and rate of descent. Then apply following
check list for items 10, 11, 12, 13.
10. Collective pitch ....................MAINTAIN
11. Forward doors emergency
handles .................................PULL-UP
12. Doors ....................................JETTISON or OPEN
13. Rotor brake...........................APPLY
Abandon aircraft once the rotor has stopped.
ORIGINAL ISSUE 3-3

FLIGHT MANUAL
AS 550 C3e
3.2.2 HOVER-IGE
1. Collective ...............................................MAINTAIN.
2. Pedals .....................................................CONTROL YAW.
3. Collective ...............................................INCREASE as needed to
cushion touch-down.
3.2.3 HOVER-OGE
WARNING
SAFE AUTOROTATIVE LANDING CAN NOT BE ASSURED IN
CASE OF A FAILURE IN HOGE BELOW THE TOP POINT OF
THE HV DIAGRAM (REFER TO SECTION 5) OR IN CONFINED
AREA.
1. Collective pitch................................FULL DOWN.
 When NR stops decreasing
2. Cyclic................................................FORWARD
to gain airspeed according to
available height.
3. Autorotation procedure.....................APPLY.
3.2.4 IN FLIGHT RELIGHTING

According to available height and cause of flame-out:
1. Engine starting selector..................OFF position.
2. GENE ..............................................OFF.
3. FUEL PUMP....................................ON.
4. Engine starting selector..................ON position.
The relighting sequence will therefore be automatically carried out as
soon as N1 < 10 %.
 After relighting procedure
5. GENE ..............................................ON.
6. FUEL PUMP....................................OFF.
At least 1000 ft (300 m) are necessary to complete relighting procedure

after flame-out.
3-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
3.3 TAIL ROTOR FAILURES

3.3.1 COMPLETE LOSS OF TAIL ROTOR THRUST
Symptom: the helicopter will yaw to the left with a rotational speed
depending on the amount of power and the forward speed
set at the time of the failure.
WARNING
SAFE AUTOROTATIVE LANDING CAN NOT BE ASSURED IN
CASE OF A FAILURE IN HOGE BELOW THE TOP POINT OF
THE HV DIAGRAM (REFER TO SECTION 5) OR IN
CONFINED AREA.
3.3.1.1 HOVER-IGE (or OGE in HV diagram)
LAND IMMEDIATELY
1. Twist Grip ...........................IDLE position.
2. Collective ............................INCREASE to cushion touch-down.
3.3.1.2 HOVER-OGE (Clear area, out of HV diagram)
Simultaneously,
1. Collective ............................REDUCE depending on available
height.
2. Cyclic ...................................FORWARD to gain speed.
3. Airspeed ...............................MAINTAIN Vy or higher.
4. Collective .............................ADJUST to obtain minimum
sideslip angle.
LAND AS SOON AS POSSIBLE
If a go-around has been performed, carry out an autorotative
landing on an area suitable for the autorotation procedure.
3.3.1.3 IN CRUISE FLIGHT
1. Airspeed ...............................MAINTAIN Vy or higher.
2. Collective .............................ADJUST to obtain minimum
sideslip angle.
ORIGINAL ISSUE 3-5

FLIGHT MANUAL
AS 550 C3e
APPROACH AND LANDING

On a suitable area for autorotative landing:
1. Twist grip ............................ IDLE position.
2. Carry out an autorotative landing according to the autorotation
procedure (Refer to paragraph 3.2.1).
3.3.2 LOSS OF TAIL ROTOR CONTROL

Symptom: jamming of pedals or loss of pedal effectiveness. These
conditions make it impossible to change tail rotor thrust
with the pedals.
WARNING
LANDING IS MADE EASIER WITH A RH WIND
COMPONENT.
WHEN AIRSPEED IS LESS THAN 20 KT (37 KM/H), GO-
AROUND IS IMPOSSIBLE DUE TO LOSS OF VERTICAL FIN
EFFICIENCY.
1. Cyclic and collective................ ADJUST to set IAS to 70 kt

(130 km/h) in level flight.
2. [ACCU TST] ............................. ON, to bring the tail rotor servo to

it's neutral position.
After 5 sec.
3. [ACCU TST] ............................. RESET to OFF position.

On a suitable area for a running landing procedure:
Make a shallow approach with a slight left sideslip. Perform a running
landing, the sideslip will be reduced progressively as airspeed is
reduced and collective is applied to cushion the landing.
3-6 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
3.4 SMOKE IN THE COCKPIT/CARGO

3.4.1 SOURCE NOT IDENTIFIED
Heating, Demisting .......................OFF
smoke clears
NO YES
1. [BATT].............................. EMER SHED.
2. [GENE] ............................. OFF. CONTINUE FLIGHT
3. [AVIONICS] ...................... OFF. depending on weather
4. Ventilate the cabin. conditions
When smoke clears:
5. All consumers .................. OFF.
6. [BATT].............................. ON, check DC Parameters
7. [GENE] ............................. ON, check DC Parameters
smoke clears
NO YES
If DC parameters correct:
If DC parameters not correct: 8. [AVIONICS] .................................... ON,
8. [GENE] ..............................OFF. 9. Minimum required consumers....... ON,
9. Unnecessary one by one, if return of smoke noticed,
equipment ........................OFF. switch off that particular system for
remainder of flight.
LAND AS SOON AS CONTINUE FLIGHT
PRACTICABLE depending on weather conditions
CAUTION
When [BATT] is set to "EMER SHED" position, the VEMD goes off. Apply the
procedure for failure of both screens (§ 3.5.1 VEMD SCREEN FAILURE Section 3).
3.4.2 SOURCE IDENTIFIED
1. Corresponding system..............OFF.
2. Ventilate the cabin.
CONTINUE FLIGHT
depending on system failed.
NOTE
After DC had been switched-off and on in flight, GOV light will remain on
until the next normal full engine and battery switch-off on the ground.
NR is constant at 394 rpm.
EASA APPROVED 3-7

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
3.5 VEMD FAILURE

3.5.1 VEMD SCREEN FAILURE
 Failure of one screen
[OFF1] or [OFF2] ....................... OFF.
Read all available information on the other screen.
Information is available using the [SCROLL] pushbutton either on the
VEMD or on the collective pitch lever.
If top screen fails, the 3-parameters engine page will be
automatically displayed on lower screen.
 Failure of both screens

Can be a single failure when [BATT] and [GENE] are in "OFF"
position (Smoke in the cockpit/cargo procedure).
In this case, to avoid any power overlimit, the maximum authorized
power will be the power needed to establish level flight with the
following law:
IAS kt = 100 kt at 0 Hp - (2 kt / 1000 ft).
IAS km/h = 185 km/h at 0 Hp - (4 km/h per 300 m).
LAND AS SOON AS PRACTICABLE
Landing procedure: carry out a no hover landing.
NR is constant at 394 rpm.
3.5.2 CAUTION MESSAGES ON VEMD
When a parameter is off line, the parameter value is not displayed on

the corresponding VEMD screen and the parameter scale symbology is
displayed in yellow.
Caution messages are self explanatory and the pilot shall comply with
the action requested. If no light is lit on the caution and warning panel,
no other action is required from the pilot.
3-8 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
LANE 1 (or 2) FAILED : Self explanatory

------> PRESS OFF 1 (or 2)
VEH PARAM OUT RANGE : Abnormal vehicle parameter
ENG PARAM OUT RANGE : Abnormal engine parameter
These messages appear when a parameter usually displayed on these

pages reaches a limitation, as the relevant (vehicle or engine) pages are
not displayed.
- [SCROLL] .................................... : PRESS to reach the relevant
page and check the parameter.
CROSSTALK FAILED : Self explanatory.
------> PRESS OFF 1 (or 2)
BRT CNTRL FAILED : Brightness control failed.
FLI FAILED : One power parameter (N1, TOT,

------> CHECK PARAM TRQ) not consistent.
- Parameter consistency .............. : CHECK
- Relevant procedures in paragraph ABNORMAL ENGINE
PARAMETER INDICATION (SECTION 3).…: APPLY.
: GPS system data are not available.

GPS NOT AVAILABLE
(no absolute time reference)
- GPS navigation system..............: CHECK ON.
: Engine or vehicle overlimit

OVERLIMIT DETECTED
recorded.
This message appears as soon as a parameter overlimit is recorded in the
VEMD. It will be displayed on the FLI or engine page until 40 % N1
during the next engine start.
After the flight, check the recorded overlimit data and perform the
associated maintenance actions.
For all of these messages, unless otherwise required by accompanying

caution/warning lights or procedures:
CONTINUE FLIGHT
ORIGINAL ISSUE 3-9

FLIGHT MANUAL
AS 550 C3e
3.5.3 ABNORMAL NR/N2 INDICATION

 NR indication Failure
Collective .............................. : MAINTAIN TRQ > 10 %.
NR reading is given by N2 pointer.
 N2 indication Failure
NR indication ....................... : CHECK in green range with TRQ > 0.
CONTINUE FLIGHT
NOTE 1
The N2 value can be read on the VEMD screen. Press [SELECT],
then [+] as many times as required to display the parameter in the
rectangular window at the bottom of the FLI or 3-data screen.
NOTE 2
In case of N2 indication failure, the EBCAU may not be available.
FLIGHT MANUAL
AS 550 C3e
3.5.4 ABNORMAL ENGINE PARAMETER INDICATION

 Engine Oil Temperature over limit
Airspeed ....................................SET to 80 KIAS (148 km/h)

Temperature decreases,
YES NO
LAND AS SOON AS PRACTICABLE LAND AS SOON AS POSSIBLE

Check cooler fan operation
 Low Engine Oil Pressure
- CWP ............................................... CHECK ENG P
NO YES
CWP light test...................... COMPLETED
ENG P ENG P
LAND IMMEDIATELY
- Autorotation procedure ....APPLY.
LAND AS SOON AS - Shutdown engine time permitting.
PRACTICABLE
FLIGHT MANUAL
AS 550 C3e
 Loss of N1, TRQ or TOT parameters

When a parameter is off line, the parameter value is not displayed on
the VEMD upper screen and the parameter scale symbology is
displayed in yellow.
The First Limitation Indicator (FLI) is replaced by the 3 data
symbology (N1/N1, TOT and TRQ) and a failure message is
displayed.
- N1/N1 Indicator Failure:
Comply with the maximum TRQ value and TOT limit of 842°C.
NOTE
In this case, the TOT limitations displayed are the starting
limitations.
- Torquemeter Failure:
Comply with the N1 given in the following table:
23
N1= - 4
12
95 96
10
Hp (ft x 1000)
93 94 96 97
8
91 93 94 96 97
6
90 91 93 94 96 97
4
88 90 91 93 94 96 97
2
0
87 89 90 92 93 95 96 97
-40 -30 -20 -10 0 10 20 30 40 50
OAT (°C)
- N1 and Torquemeter indications failure:

GOV warning can also induce loss of N1 and TRQ indications.
The VEMD switches to 3-data symbology with only TOT and numeric
N1 as valid parameter. Comply with N1 limitations in the above table,
and respect a TOT limit of 842°C.
- TOT Indicator Failure:
Comply with N1 and TRQ limitations.
Switch off heating and demisting system.
On ground: do not try to start the engine.
For all these failures:
FLIGHT MANUAL
AS 550 C3e
3.6 CAUTION AND WARNING PANEL

3.6.1 ENGINE EMERGENCY
WARNING
PANEL CORRECTIVE ACTIONS
 At start-up :
ENG
FIRE 1. Engine starting selector ..................... OFF position.
2. Emergency fuel
shut-off handle.................................... AFT.
Fire in engine bay.
3. [FUEL PUMP]........................................ OFF.
4. CRANK ............................................... PRESS (10 sec.).
5. [BATT] .................................................. OFF.
6. Rotor brake ........................................... APPLY ( 170 rpm).
7. Evacuate aircraft and fight fire from outside.
 Hover, Takeoff, Final:

LAND IMMEDIATELY
Carry out a no hover powered landing. Once on ground, apply
same procedure as above.
 In Flight:
LAND IMMEDIATELY
1. Collective pitch ................................... LOWER.
2. IAS ....................................................... Vy.
3. Autorotation procedure ..................... APPLY.
4. Emergency fuel shut-off handle........ AFT.
5. [FUEL PUMP]........................................ CHECK OFF.
6. Engine starting selector ..................... OFF position.
 After landing:
7. [BATT] .................................................. OFF.
8. Rotor brake ........................................... APPLY ( 170 rpm).
9. Evacuate aircraft and fight fire from outside.
FLIGHT MANUAL
AS 550 C3e
WARNING
 IN FLIGHT:
GOV
1. Flight parameters........... CHECK
Emergency mode (EBCAU) automatically engages.
GOV illuminates.
2. Collective pitch............... AVOID abrupt changes

Maintain N1 > 80% Hp < 20000 ft (6096 m)
Major governor
failure Maintain N1 > 85% Hp  20000 ft (6096 m)
Emergency mode
(EBCAU) Approach and Landing:
engaged . Make a powered approach.
. Avoid steep angle.
After touch down:

Collective pitch.................. SLOWLY down to low pitch.
Engine starting selector ..... OFF.
NOTE
On VEHICLE page: FF and END .
This failure can also result in loss of N1 and torque
parameters on the VEMD.
 DURING ENGINE STARTING:

Engine starting selector ....... OFF position immediately.
FLIGHT MANUAL
AS 550 C3e
WARNING
 Permanently lighted:
GOV
Governing function degraded.
Minor FADEC 1. Collective......................AVOID abrupt power changes.
failure 2. IAS................................MAINTAIN below VNE
power off.
On ground: do not start engine.
 Flashing at idle or during starting or shut down:

Governor redundancy failure, no impact on governing
function.
. Start-up procedure: abort, report to Maintenance Manual.
. Autorotation training: cancel training, return to base.
Oil pressure........................CHECK gauge.

ENG
P
LOW OR NIL NORMAL
Engine oil LAND IMMEDIATELY LAND AS SOON AS

pressure PRACTICABLE
below limit.
. Autorotation procedure … APPLY.
. Shutdown engine time permitting.
TWT Twist grip ...........................TURN to FLIGHT position.

GRIP
CONTINUE FLIGHT
Twist grip out of
FLIGHT position
FLIGHT MANUAL
AS 550 C3e
WARNING
ENG Collective pitch................... REDUCE power

CHIP
Metal particles in Low power approach and landing

engine oil circuit. Be prepared in case of a loss of engine power.
NOTE
Takeoff is prohibited until checks specified in
TURBOMECA Maintenance Manual have been
completed.
FLIGHT MANUAL
AS 550 C3e
3.6.2 TRANSMISSION EMERGENCY
WARNING
CORRECTIVE ACTIONS
PANEL
MGB Collective ............................ REDUCE power
P
Main Gear Box If a safe landing is not possible, continue flight to
low oil pressure the nearest appropriate landing site, reduce power
< 1 bar (14.5 psi) to fly at minimum power speed (Vy).
NOTE
At low power (Vy) a maximum of 55 min. of
simulated flight time has been demonstrated during
bench tests
MGB IAS ....................................... SET TO Vy

TEMP CWP..................................... MONITOR
Main Gear Box
MGB MGB
oil overheating TEMP TEMP
(> 115°C)
LAND AS SOON AS LAND AS SOON AS

PRACTICABLE POSSIBLE
MGB Collective ............................. REDUCE power

CHIP
MGB MGB
and ..................
TEMP
MONITOR
P
Metal particles in
MGB oil circuit.
TGB
CHIP Avoid prolonged hovering
Metal particles in
CONTINUE FLIGHT
TGB oil circuit.
FLIGHT MANUAL
AS 550 C3e
3.6.3 HYDRAULIC EMERGENCY
WARNING
CORRECTIVE ACTIONS
PANEL
Keep aircraft at a more or less level attitude.
HYDR Avoid abrupt maneuvers.
CAUTION
Pedal control loads increase notably, in particular at high
Loss of hydraulic pedal deflections.
pressure Do not attempt to carry out hover flight or any low speed
maneuver.
or The intensity and direction of the control feedback force
will change rapidly. This will result in poor aircraft control
pressure and possible loss of control.
< 30 bar (435 psi). As control loads increase, be careful not to inadvertently
move twist grip out of FLIGHT position (TWT GRIP light
off).
NOTE
The pressure in the accumulators allows enough time to
secure flight and to reach the hydraulic failure safety speed.
 In hover:
1. Land normally
2. Twist grip ......................... Set to IDLE position.
3. Collective ......................... LOCK.
4. Engine starting selector.... OFF.
FLIGHT MANUAL
AS 550 C3e
3.6.3 HYDRAULIC EMERGENCY
WARNING
CORRECTIVE ACTIONS
PANEL
 In flight: Smoothly,
HYDR
1. Collective/Cyclic .............. SET IAS to between 40 and 60
kt (74 and 111 Km/h).
(Cont'd) (hydraulic failure safety speed).
2. Collective HYD switch ..... OFF.
Pilot has to apply loads: - on collective increase or
Loss of hydraulic decrease around no force
pressure feedback point,
- on forward and left cyclic.
or
pressure
< 30 bar (435 psi).
NOTE 1
Speed may be increased as necessary but control loads will
increase with speed.
NOTE 2
If control loads at safety speed are found to be too heavy
the pilot may reduce the aircraft weight to less than 2250 kg
(4960 lb) by jettisoning weapons (aircraft equipped with
weapon support beams).
 Approach and landing: over a clear and flat area,

- perform a flat approach into wind,
- make a no-hover slow running landing around
10 kt (19 km/h),
- Do not hover or taxi without hydraulic pressure.
 After landing:
- Collective ............................ LOCK.
- Shutdown procedure ........... Apply.
FLIGHT MANUAL
AS 550 C3e
3.6.4 ELECTRICAL EMERGENCY
WARNING
CORRECTIVE ACTIONS
PANEL
BATT 1 [BATT].................................................................... OFF.
TEMP 2.U bus voltage ......................................................... CHECK.
NORMAL ABOVE Umax

1. [BATT]........................ ON.
2. [GENE] ....................... OFF.
Battery 3. Unnecessary
temperature equipment................... OFF.
above maximum.
LAND AS SOON AS
PRACTICABLE
[BATT] ......................................................... CHECK ON.

BATT
YES NO
Battery off line.
[BATT].................... ON.
CHECK voltage on VEMD.

BATT
LAND AS SOON AS
PRACTICABLE CONTINUE FLIGHT
NOTE
BATT comes on if the DC system is supplied with external
power.
FLIGHT MANUAL
AS550 C3e
WARNING
CORRECTIVE ACTIONS
PANEL
1. U bus on VEMD ............. CHECK.
GENE 2. [GENE].............................. CHECK ON.
YES NO
DC generator [GENE]...........................ON.
off line. "GENE RESET" circuit
breaker............................Check not popped
out (30 panel).
[GENE]............................RST,
[GENE]............................ON,
GENE GENE
Unnecessary equipment .....OFF CONTINUE FLIGHT
LAND AS SOON AS
PRACTICABLE
CAUTION
If the battery fails, the VEMD will go out and
only the analogue NR indication will remain.
Maximum flight time on battery:
. day : 50 min. (1 VHF, 1 VOR).
. night : 20 min. (same as day plus
instrument lighting and
external lights).
NOTE
GENE comes on if the DC system is supplied with
external power.
* Inverter* AC system:
INV [INV]............................................................ CHECK ON
AC power supply YES NO

failure
Loss of all AC consumers [INV].......................ON
NOTE
AFCS* disengages automatically INV
Controls ..............HANDS ON.
CONTINUE FLIGHT CONTINUE FLIGHT
(*) If installed
FLIGHT MANUAL
AS 550 C3e
3.6.5 FUEL EMERGENCY
WARNING
CORRECTIVE ACTIONS
PANEL

FUEL
NOTE
15 min. of flight time remains at MCP
Fuel quantity
 48 kg (106 lb)
WARNING
AVOID LARGE ATTITUDE CHANGES AS THIS
COULD LEAD TO AN ENGINE FLAME-OUT.
 IN FLIGHT:
FUEL 1. Collective pitch ..................... REDUCE POWER
P
2. [FUEL PUMP] ......................... ON
Low fuel pressure LAND AS SOON AS POSSIBLE
• Low power approach and landing
WARNING
BE PREPARED IN CASE OF AN ENGINE
FLAME-OUT.
FLIGHT MANUAL
AS 550 C3e
WARNING
CORRECTIVE ACTIONS
PANEL
 Continuously on:
FUEL Fuel filter pre-clogging level 2 reached.
FILT
Fuel filter WARNING

pre-clogged
FUEL FILTER BY-PASS OPENING LEADS TO
CONTAMINATION OF THE FUEL LINES AND
THE GOVERNOR, WHICH MAY INDUCE N1
OSCILLATIONS, LIMITED POWER OR
EVENTUALLY FLAME-OUT.
VEMD ................ MONITOR N1

If N1 oscillations occur:
LAND IMMEDIATELY
 Flashing at idle or during starting or shut down:

Fuel filter pre-clogging level 1 reached.
- One flight of 3 hours maximum flight time can be

performed before maintenance action.
FLIGHT MANUAL
AS 550 C3e
3.6.6 MISCELLANEOUS
WARNING
CORRECTIVE ACTIONS
PANEL
PITOT
[PITOT]........................ CHECK ON.
YES NO
Pitot heating not Monitor airspeed indicator. [PITOT]............... ON.

operative.
CONTINUE FLIGHT
[HORN] ........................ CHECK ON.

HORN
YES NO
Aural warning
not operative. Aural warning failure. [HORN] .............. ON.
CONTINUE FLIGHT
INST
CONTINUE FLIGHT
LIGHT
NOTE
One or both The forward reading lights can be used as an additional
instrument instrument panel lighting.
lighting circuits
not operative.
FLIGHT MANUAL
AS 550 C3e
3.7 VARIOUS WARNINGS, FAILURES AND INCIDENTS

NOT INDICATED ON THE CWP
3.7.1 ROTOR BRAKE INOPERATIVE
WARNING
WAIT UNTIL ROTOR COMES TO A STANDSTILL BEFORE
LEAVING THE AIRCRAFT.
Rotor stopping with wind blowing:
1. Aircraft...................................................... INTO WIND.
2. Cyclic stick ............................................... slightly INTO WIND.
3.7.2 HYDRAULIC SYSTEM FAILURES

Yaw servo-control slide-valve seizure:
 In hover
. If no movement about yaw axis:
LAND normally.
. If yaw axis rotation:
[HYD] switch (collective grip).............. OFF.
 In cruise flight
1. Airspeed.......................................... REDUCE to between 40 and

60 kt (74 and 111 km/h) in
level flight, enter sideslip if
necessary.
2. [HYD] switch (collective grip)........ OFF, apply HYDR Procedure.
FLIGHT MANUAL
AS 550 C3e
Main servo-control slide-valve seizure:
1. [HYD] switch (collective grip).......... OFF.

Control loads are immediately felt:
- on collective increase,
- on forward and left cyclic,
- on pedals.
The aerodynamic loads to be counteracted may be heavy at high
speed:
- collective pitch: up to 20 daN (45 lbf) to pull,
- cyclic: 7 to 12 daN (16 to 27 lbf) to push left,
- cyclic: 2 to 4 daN (4.5 to 9 lbf) to push forward.
2. Airspeed ........................................... REDUCE to between 40 and

60 kt (74 and 111 km/h) in
level flight.
Apply HYDR procedure.
3.7.3 BLEED VALVE FAILURE:

When the bleed valve opens, a flag appears on the FLI or
3-data page.
The flag disappears when the bleed valve closes.
The bleed valve is normally open when then the engine is shut down,
during starting and at low power settings.
• If the flag does not disappear at high power settings (i.e. near
MCP or above), the maximum available engine power is reduced,
specifically in cold weather.
• If the flag does not reappear at low power settings, the engine may
surge. Avoid abrupt changes in power settings.
• Bleed valve failure results in GOV .
FLIGHT MANUAL
AS 550 C3e
3.7.4 ICS INOPERATIVE (GMA 340 H)*:
1. ICS..............................................OFF.
2. COM 1 ........................................Check ON, adjust volume.
NOTE 1
VHF communications will remain available for the RH pilot only
via COM 1 transceiver. Audio warnings will be transmitted via the
COM 1 audio system.
NOTE 2
Abort or cancel hoisting operations in case of ICS failure.
3.7.5 SAND FILTER INDICATING SYSTEM
VEMD CORRECTIVE ACTIONS

SAND FILTER ON:
P 2 Remains off
Avoid flying the helicopter in sandy atmosphere.

The "P2" air valve
fails to open.
SAND FILTER OFF:

CONTINUE FLIGHT
P 2 Remains on
CAUTION
The "P2" air valve
Observe the limitations given in SECTION 2 of this
fails to close.
supplement concerning the use of P2.
(*) If installed
FLIGHT MANUAL
AS 550 C3e
SECTION 4
NORMAL PROCEDURES
Page
4.1 GENERAL.....................................................................................................4-1
4.1.1 OPERATING LIMITATIONS .......................................................4-1
4.1.2 FLIGHT PLANNING ......................................................................4-1
4.1.3 TAKEOFF AND LANDING DATA...............................................4-1
4.1.4 WEIGHT AND BALANCE DATA ................................................4-1
4.2 PREFLIGHT CHECK .................................................................................4-2
4.2.1 EXTERIOR CHECK .......................................................................4-2
4.2.2 INTERIOR CHECK ........................................................................4-5
4.2.3 TURNAROUND CHECK ................................................................4-5
4.3 START UP.....................................................................................................4-6
4.3.1 ENGINE PRESTART CHECK ......................................................4-6
4.3.2 ENGINE STARTING ......................................................................4-8
4.3.3 RUN-UP CHECK .............................................................................4-9
4.3.4 CRANKING....................................................................................4-11
4.4 TAKEOFF ...................................................................................................4-11
4.4.1 BEFORE TAKEOFF CHECK......................................................4-11
4.4.2 TAKEOFF CHECK AND PROCEDURE ...................................4-12
4.5 CLIMB.........................................................................................................4-12
4.6 CRUISE .......................................................................................................4-12
4.7 APPROACH AND LANDING ..................................................................4-13
4.7.1 APPROACH ...................................................................................4-13
4.7.2 LANDING .......................................................................................4-13
4.8 ENGINE AND ROTOR SHUTDOWN ....................................................4-13
4.9 MISCELLANEOUS PROCEDURES AND DATA ................................4-15
4.9.1 TANK CAPACITY ........................................................................4-15
4.10 EXTREME WEATHER OPERATIONS.................................................4-16
4.10.1 HIGH WIND OPERATION (WIND ABOVE 30 KT) ...............4-16
4.10.2 COLD WEATHER OPERATION ...............................................4-16
4.10.3 FLIGHT IN SAND-LADEN ATMOSPHERE ............................4-16
ORIGINAL ISSUE 4-i

FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 4 - 1: SEQUENCE OF CHECKS .........................................................4-2

FIGURE 4 - 2: TAKEOFF PROCEDURE........................................................4-12
FLIGHT MANUAL
AS 550 C3e
4.1 GENERAL
This section contains instructions and procedures for operating the helicopter
from the planning stage, through actual flight conditions, to securing the
helicopter after landing.
Normal and standard conditions are assumed in these procedures. Pertinent
data in other sections is referenced when applicable.
The instructions and procedures contained herein are written for the purpose
of standardization and are not applicable to all situations.
4.1.1 OPERATING LIMITATIONS

For minimum and maximum limits, refer to SECTION 2.
Each time an operating limitation is exceeded, an appropriate entry
shall be made in the logbook (helicopter, engine, etc.). The entry shall
state which limit was exceeded, the duration, the extreme value
attained, and any additional information essential in determining the
maintenance action required.
4.1.2 FLIGHT PLANNING

Each flight should be planned adequately to ensure safe operations and
to provide the pilot with the data to be used during flight.
Flight planning must comply with helicopter limitations and
performance (Refer to SECTIONS 2, 5, 6 and supplements).
4.1.3 TAKEOFF AND LANDING DATA

Refer to SECTION 2 - LIMITATIONS and
SECTION 5 - REGULATORY & COMPLEMENTARY
PERFORMANCE.
4.1.4 WEIGHT AND BALANCE DATA

Ascertain proper weight and balance of the helicopter as follows:
- Consult SECTION 6 - WEIGHT AND BALANCE.
- Ascertain weight of fuel, oil, payload, etc.
- Compute takeoff and anticipated landing gross weights.
- Check helicopter center of gravity (CG) locations.
- Check that the weight and CG limitations in SECTION 2 are not
exceeded.
ORIGINAL ISSUE 4-1

FLIGHT MANUAL
AS 550 C3e
4.2 PREFLIGHT CHECK

- Make sure that all flightworthiness-required corrective maintenance
operations have been performed.
- These preflight checks can be done without opening any cowlings unless
the helicopter had been parked for more than 2 days or in case of any
visible leak or doubt.
- Check that the aircraft area is clean and unobstructed.
- Remove all picketing items if applicable
- Carry out the following checks:
4.2.1 EXTERIOR CHECK
Figure 4-1: Sequence of checks
Station 1
- Transparent panels ..............................Condition - Cleanliness.
- Windshield wiper (if installed) ...........Condition - Cleanliness.
- MGB – Engine oil cooler air inlet ......Check no obstruction nor
debris.
- Side slip indicator ...............................Condition.
- Pitot tube .............................................Cover removed - Condition.
- Landing lights .....................................Condition.
4-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
Station 2
- Front door ........................................... Condition, jettison system
check.
- Sliding door ........................................ Condition, closed or open
locked.
- Left cargo door ................................... Open.
- Loads and objects carried ................... Secured.
- Left cargo door ................................... Closed, locked.
- Fuel tank Filler plug ........................... Closed, locked.
- Fuel tank ............................................. Drained (before the first flight,
if OAT ≥ 0°C), absence of
leaks (at the level of the drain).
- MGB cowl .......................................... MGB oil level - Cowl locked.
- All lower fairing panels...................... Locked.
- Landing gear and foot step ................. Secure - Visual check.
- Static ports.......................................... Clear, covers removed.
- OAT sensors, antennas ....................... Condition.
- Main rotor head and blades ................ Visual inspection , no impact.
- Engine air intake screen ..................... Clear (no water, snow, foreign
objects).
- Engine cowl........................................ Open.
- Air intake and filter ............................ Check no ice, snow or water.
- Engine cowl........................................ Closed, locked.
- Exhaust cover ..................................... Removed.
- Rear cargo door .................................. Open.
- Loads and objects carried ................... Secured.
- ELT..................................................... Check ARMED.
- Rear cargo door .................................. Closed, locked.
- Oil drain.............................................. No oil under scupper.
- Weapon support beam (if installed) ... Condition, attachment.
- Weapon release unit
(if armament installed) ........................Condition, jettison safety pin
inserted.
ORIGINAL ISSUE 4-3

FLIGHT MANUAL
AS 550 C3e
Station 3
- Heat shield on tail rotor drive .............Condition, attachment.
- Tail boom, antennas............................Condition - Fairing fasteners
locked.
- Stabilizer, fin, external lights..............General condition.
- Tail rotor guard (if fitted) ...................Condition, attachment.
- TGB fairing.........................................Secured, fasteners locked.
- TGB oil level ......................................Checked.
- Tail skid ..............................................Condition, attachment.
Station 4
- Tail rotor head.....................................Condition, laminated bearing.
Checked for separation, cracks, etc.
- Tail rotor blades ..................................Visual inspection , no impact.
- Stabiliser, fin, external lights ..............General condition.
- Tail boom, antennas............................Condition - Fairing fasteners
locked.
- Heat shield on tail rotor drive .............Condition, attachment.
Station 5
- Oil drain ..............................................No oil under scupper.
- EPU door.............................................Closed or EPU connected.
- Engine cowl ........................................Locked.
- Right cargo door .................................Open.
- Loads and objects carried ...................Secured.
- Right cargo door .................................Locked.
- Main rotor head and blades.................Visual inspection, no impact.
- MGB cowl...........................................No foreign objects on
transmission deck.
Cowl locked.
- Weapon support beam (if installed)....Condition, attachment.
- Weapon release unit
(if armament installed) ....................... Condition, jettison safety pin
inserted.
- Hydraulic oil level ..............................Check reservoir level.
- Engine oil level ...................................Check reservoir level.
4-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
- Landing gear and foot step ................. Secure – Visual check.

- All lower fairing panels...................... Locked.
- Sliding door ........................................ Condition, closed or open
locked.
- Front door ........................................... Condition, jettison system
check.
- External mirror (if installed) .............. Set to avoid dazzling (night
flight).
4.2.2 INTERIOR CHECK

- Cabin .................................................. Clean.
- Fire extinguisher................................. Secured - Checked.
- Fuses or breakers ................................ All set.
- Loads and objects carried ................... Stowed and secured.
- Front door jettison systems ................ Check - Plastic guard
condition.
4.2.3 TURNAROUND CHECK

- Overall aspect .................................... Condition, cleanliness.
- Engine / MGB / TGB ......................... Oil level.
- Hydraulic system ............................... Fluid level.
- Main and tail rotor blades .................. Visual inspection, no impact.
- Loads ................................................. Secured.
- All cowlings ....................................... Locked.
- Doors .................................................. Closed or sliding door open-
locked.
- Weapon release units
(if armament installed) ....................... Safety pins inserted.
NOTE
If the aircraft is to be parked for some time between flights,
temporary picketing is recommended by fitting blanks, covers, and
blade socks in winds above 40 kt (74 km/h).
In this case, perform a complete pre-flight check.
ORIGINAL ISSUE 4-5

FLIGHT MANUAL
AS 550 C3e
4.3 START UP
4.3.1 ENGINE PRESTART CHECK
- Seats and control pedals..........................ADJUST and SECURE.
- Seat belts .................................................FASTEN.
NOTE
Copilot seat belts shall be fastened in all cases.
1. Rotor brake...........................................RELEASE, fully forward.
2. Fuel shut-off lever ................................FORWARD, plastic guard
condition.
3. Twist grip .............................................IDLE position.
4. Hydraulic pressure switch....................ON.
5. Engine starting selector........................OFF.
6. [BATT] ..................................................ON.
7. Instrument lighting system...................OFF/DAY/NIGHT
(as required, if night INST
LIGHT
flight intended).
8. ICS........................................................ON.
9. GPS nav. system ..................................ON.
10. Electric mirror (if installed) .................SET to avoid dazzling (night
flight).
11. [W/L TST] .............................................PERFORM, all warning,
caution lights on.
Check TRQ indicates 100 % for 2 sec., then 0.
12. FIRE TST ............................................PERFORM, CHECK:
ENG
FIRE .
13. [ACCU TST]..........................................CHECK OFF position.
14. SAND FLT .........................................ON.
( P 2 appears on VEMD)
15. SAND FLT .........................................OFF.
( P 2 goes out on VEMD)
4-6 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
16. CWP lights .......................................CHECK:

• With battery power...........:
• With battery power...........: Same lights as above + BATT
17. VEMD ..............................................CHECK:

. 3-data page: no message,
. Vehicle page: no message,
. Battery voltage >22 V,
. (Bleed valve open).
18. Control pedals...................................Free travel, then left pedal
..........................................................2 cm (0.8 in) forward.
19. Cyclic pitch.......................................CENTER, friction adjusted.
20. Collective pitch.................................LOCK, friction adjusted.
21. Heating, demisting,
air conditioning (if installed) ...........OFF.
22. Weapon system:
• [AMS] ............................................OFF, safety pin set in.
• [FIRE SAFE] ..................................OFF, guarded.
• Sight control unit...........................OFF.
• Sight mirror ...................................Remove cover, set mirror in
rearward operating position.
• Cyclic grip .....................................Trigger folded in SAFE position.
• Collective grip ...............................[JETT] switch guarded.
• Circuit breaker panel .....................All set.
ORIGINAL ISSUE 4-7

FLIGHT MANUAL
AS 550 C3e
4.3.2 ENGINE STARTING

1. CWP..................................................CHECK GOV .
2. FUEL PUMP ....................................ON.
3. A/COL .............................................ON.
4. Engine starting selector.....................ON position.
5. Engine parameters.............................CHECK:
. N1 increases,
. TOT remains below its limits,
. Rotor is turning before N1 = 25%,
. Engine oil pressure increases.
 When N1  67 %
6. GENE ..............................................ON.
7. CWP..................................................CHECK:
ENG P MGB P HYDR .
8. FUEL PUMP ....................................OFF, CHECK: FUEL P
9. PITOT..............................................ON, PITOT
10. Engine starting selector guard .........SET.
11. AVIONICS ......................................ON.
12. All necessary systems ......................ON - TESTED.
(Avionics, lights..)
NOTE 1
In strong wind apply a little cyclic into wind.
NOTE 2
In case of failed engine start, return the engine starting selector to OFF,
wait 30 sec., perform an engine crank before next engine start attempt.
NOTE 3
At N1 > 60 % the VEMD upper screen automatically switches to FLI
display.
13. EPU (if connected) ........................ DISCONNECT, Make sure EPU

door is closed and locked.
14. CWP............................................... CHECK: GENE BATT .
4-8 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
4.3.3 RUN-UP CHECK
1. Hydraulic checks ................................. :
CAUTION
If not locked, the collective pitch lever will move up when
the accumulators are depleted or when the hydraulic cut-
off switch on the collective is set to OFF.
 Accumulator checks:
- Collective pitch ............................... CHECK correctly locked.

- [ACCU TST] ...................................... ON.
- CWP ................................................. CHECK HYDR flashes.
- Collective / cyclic controls............... HANDS on.
- Move the cyclic control 2 or 3 times on each axis
(+/- 10% of travel) and check for accumulator hydraulic
assistance on pitch and roll (no control loads).
- [ACCU TST] ...................................... RESET to OFF position.
- CWP ................................................. CHECK HYDR .
ORIGINAL ISSUE 4-9

FLIGHT MANUAL
AS 550 C3e
 Hydraulic pressure isolation check:
- Collective pitch.......................... CHECK correctly locked.

- Hydraulic cutoff switch ............. SET to OFF.
- CWP........................................... CHECK HYDR .
- Check that loads are felt immediately and that cyclic can be
moved in pitch and roll with normal feedback loads. Yaw pedal
loads increase.
- Hydraulic cutoff switch ............. SET to ON.
- CWP........................................... CHECK HYDR after 3 to 4 sec.
Maintenance action must be
performed prior to flight if this
time is reduced to 1 sec. (at least
one of the accumulators is
faulty).
 When minimum engine oil temperature is reached (Refer to

SECTION 2 §2.4.5):
2. Twist grip..........................................FLIGHT position.
 When NR  340 rpm:
3. HORN........................................... ON, HORN .

CHECK audio warning:
. ON for NR  360 rpm.
. OFF for NR > 360 rpm.
4. NR indication ................................ CHECK in lower green range.
5. [FIRE TST]...................................... PERFORM, CHECK:
ENG + Gong sounds.
FIRE
6. Parameter checks ........................... No warning light illuminated,
Electrical system voltage and
current, Engine oil pressure.
FLIGHT MANUAL
AS 550 C3e
4.3.4 CRANKING
The cranking procedure shall be performed after a failed or aborted start
and can be used for check or maintenance purposes.
Proceed as follows:
1. Start selector .................................. OFF.
2. Emergency fuel
shut-off lever .................................. FORWARD.
3. N1 ................................................... CHECK ≤ 10 %.
4. [CRANK] ......................................... PRESS for 20 sec. max.
CAUTION
Do not crank the engine with the emergency fuel shutoff valve
closed as this could damage the engine high pressure fuel pump.
4.4 TAKEOFF
4.4.1 BEFORE TAKEOFF CHECK
1. Doors .................................................. CLOSED or sliding doors
OPEN LOCKED.
2. Cyclic and collective frictions............ AS REQUIRED.
3. Landing light ...................................... AS REQUIRED.
4. Temperatures and pressures ............... NORMAL RANGE.
5. CWP ................................................... All lights OFF.
• When minimum engine oil temperature is reached (Refer to
SECTION 2 §2.4.5):
6. Collective pitch................................... UNLOCK.
NOTE
Adjust collective and cyclic frictions so that friction loads are felt
by the pilot when moving the flight controls.
7. Weapon check (if fitted):
• [AMS]............................................ON, safety pin removed,
check R/L light ON.
• Hoist/Weapon selector .................SELECT as required.
• [SCB] ............................................ON as required, tested,
brightness adjusted.
• Weapon Systems test.....................COMPLETE.
• Firing mode ...................................SELECT as required.
• Jettison safety pins (if installed) ...CHECK REMOVED by
ground crew.
FLIGHT MANUAL
AS 550 C3e
4.4.2 TAKEOFF CHECK AND PROCEDURE
CAUTION
Heating and demisting system can be used during takeoff but this
degrades the aircraft hover and climb performance shown in
SECTION 5 when operating at engine limits (N1, TOT).
- Gradually increase collective pitch to hover at 5 ft (1.5 m). Check

engine and mechanical control instruments, no warning/caution light.
- Increase airspeed with HIGE power until IAS = 40 kt (74 km/h), then
begin to climb so as to clear 40 ft (12 m) at IAS = 50 kt (93 km/h).
Figure 4-2: Takeoff Procedure
CAUTION
For safe operation, takeoff path should avoid HV diagram (Refer to
SECTION 5).
4.5 CLIMB
Above 100 ft (30 m), for maximum climb performance, select Maximum
Continuous Power and optimum climbing speed (Vy):
IAS kt = 65 kt at 0 Hp - (1 kt / 1000 ft).
IAS km/h = 120 km/h at 0 Hp - (2 km/h per 300 m).
4.6 CRUISE
Fast cruise is obtained by the first limitation reached corresponding to the
beginning of the FLI amber area:
Corresponding mechanical or engine limits (TRQ, N1, TOT) are indicated by
an underlined numerical value.
Reduce indicated airspeed in turbulence.
FLIGHT MANUAL
AS 550 C3e
4.7 APPROACH AND LANDING

4.7.1 APPROACH
- Begin approach at Vy.
- At approximately 100 ft (30 m), reduce airspeed down to HIGE at
5 ft (1.5 m).
 Approach check:
1. Landing light .............................. AS REQUIRED.
2. All parameters ............................ CHECK.
3. [FIRE SAFE] ............................... CHECK SAFE.
4.7.2 LANDING
- In hover, gradually reduce collective pitch until touchdown, then
fully reduce collective pitch.
4.8 ENGINE AND ROTOR SHUTDOWN

1. Cyclic stick ................................................. NEUTRAL.
2. Collective pitch........................................... LOCK.
3. Twist grip.................................................... IDLE position.
4. Engine oil cooling period ........................... WAIT for 30 sec.
5. Weapon system check:
• AMS...................................................... OFF, safety pin inserted.
• Weapon release unit (if installed) .......... Safety pins inserted, as
required.
• Weapon systems..................................... OFF.
• AMS...................................................... OFF, mirror cover set on then
mirror stowed.
6. PITOT, HORN, landing light .................. OFF.
7. Non-required systems, [AVIONICS].............OFF.
8. Engine starting selector .............................. OFF position.
9. [GENE]........................................................ OFF.
At NR  170 rpm (for high wind conditions) or
NR  140 rpm (normal conditions).
10. Rotor brake ................................................. APPLY.
FLIGHT MANUAL
AS 550 C3e
 When rotor is stopped:
11. GPS navigation system ........................ OFF.
12. A/COL ................................................ OFF.
 BEFORE LEAVING HELICOPTER

13. VEMD.................................................. CHECK of Flight Report page data:
 Operating time (counted from N1 > 60 % until N1 < 50 %).
 Usage
 N1 and N2 cycles ............................ CHECK (Indicated in white characters
and above 0).
 Advisory messages: FAILURE DETECTED or OVERLIMIT DETECTED .
14. [BATT].................................................. OFF.

15. Pitot, static ports, air intake and exhaust covers, blade socks as required.
FLIGHT MANUAL
AS 550 C3e
4.9 MISCELLANEOUS PROCEDURES AND DATA

4.9.1. TANK CAPACITIES
 Maximum capacity
540 liters (142.7 US gal) (427 kg) (941 lb).
 Fuel gauge
10 = 538.7 liters (425.6 kg) (142.3 US gal)

(938 lb) usable fuel quantity.
: 15 min. of flight time remains at MCP at

the beginning of this range.
NOTE 1
The unusable fuel quantity is reached when zero is indicated on
the fuel gauge.
NOTE 2
Fuel quantity indication in kg and fuel flow indication in kg/h is
based on a fuel density of 0.79 kg/l.
FLIGHT MANUAL
AS 550 C3e
4.10 EXTREME WEATHER OPERATIONS

4.10.1 HIGH WIND OPERATION (WIND ABOVE 30 KT- 56 KM/H)
 Parking
- Park the helicopter head into the wind. Maintain rotor brake
applied with one blade at 12 o’clock. Keep blade socks until
start up.
- For wind above 40 kt (74 km/h) the helicopter must be tied
down.
 Start up
- When the rotor begins to turn, apply a small cyclic stick input
into the wind.
- As soon as N1 > 67 %:
Twist grip..................................FLIGHT position.
 Run up check
- Perform the hydraulic checks with the twist grip in FLIGHT
position and NR at nominal speed.
 Engine and rotor shutdown

- Allow engine oil to cool with twist grip in FLIGHT position.
NOTE
Start up and shutdown have been demonstrated up to 40 kt
(74 km/h) of wind from any direction and for 50 kt (93 km/h)
headwind.
4.10.2 COLD WEATHER OPERATION

Refer to SUP.4 "Instructions for use in cold weather".
4.10.3 FLIGHT IN SAND-LADEN ATMOSPHERE
- Heating, Demisting ...........................OFF.

- [SAND FLT].......................................ON.
( P 2 appears on VEMD)
FLIGHT MANUAL
AS 550 C3e
SECTION 5.1
REGULATORY PERFORMANCE
Page
5.1 INTRODUCTION ........................................................................................5-1
5.2 DEMONSTRATED WIND ENVELOPES ................................................5-1
5.3 ENGINE HEALTH CHECK.......................................................................5-1
5.3.1 BEFORE TAKEOFF .........................................................................5-1
5.3.2 ENGINE HEALTH CHECK PROCEDURE ..................................5-1
5.4 AIR DATA SYSTEM CALIBRATION .....................................................5-7
5.5 HEIGHT - VELOCITY DIAGRAM ..........................................................5-8
5.6 HOVER IN GROUND EFFECT...............................................................5-10
5.7 HOVER OUT OF GROUND EFFECT....................................................5-11
5.8 CORRECTED WEIGHT...........................................................................5-12
5.9 RATE OF CLIMB ......................................................................................5-13
5.10 GLIDE DISTANCE IN AUTOROTATION............................................5-14
5.11 NOISE LEVEL ...........................................................................................5-14
ORIGINAL ISSUE 5-i

FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 5 - 1 : ENGINE HEALTH CHECK (TRQ MARGIN ISO N1) ........ 5-5
FIGURE 5 - 2 : ENGINE HEALTH CHECK (TRQ MARGIN ISO TOT)..... 5-6
FIGURE 5 - 3 : AIR DATA SYSTEM CALIBRATION ................................... 5-7
FIGURE 5 - 4 : HEIGHT / VELOCITY ENVELOPE....................................... 5-9
FIGURE 5 - 5 : IGE HOVERING FLIGHT PERFORMANCE..................... 5-10
FIGURE 5 - 6 : OGE HOVERING FLIGHT PERFORMANCE ................... 5-11
FIGURE 5 - 7 : DETERMINATION OF CORRECTED WEIGHT.............. 5-12
FIGURE 5 - 8 : RATE OF CLIMB .................................................................... 5-13
FLIGHT MANUAL
AS 550 C3e
5.1 INTRODUCTION
The following performance curves apply to the basic version of the aircraft.
Refer to supplement when optional equipment is fitted.
5.2 DEMONSTRATED WIND ENVELOPES

5.2.1 STARTING AND STOPPING ROTOR WIND ENVELOPE
Starting and stopping the rotor has been demonstrated for winds of
40 kt (74 km/h) from any direction and 50 kt (93 km/h) with a
headwind (forward center axis +/- 30°).
5.2.2 WIND ENVELOPE IN HOVER

Hovering with winds from any direction up to 17 kt (31 km/h) has been
demonstrated over the entire flight envelope although it is not to be
taken as a limit.
For example hover at sea level at maximum gross weight and for all c.g.
locations has been substantiated at 30 kt (55 km/h).
5.3 ENGINE HEALTH CHECK

5.3.1 BEFORE TAKEOFF
In HIGE at 5ft (1.5 m) and before initiating forward flight, pull the
collective pitch lever slightly to ensure that the N1 can increase by at
least 1%, without exceeding the max. transient rating.
5.3.2 ENGINE HEALTH CHECK PROCEDURE
- FADEC engine health check
 [SAND-FILT] ..................................... OFF.
NOTE
The FADEC automatically takes into account the presence of
the sand filter.
- Manual procedure
 [SAND-FILT] ..................................... OFF.
Refer to engine health check charts Figure 1 and 2.
The engine health check consists in checking the power margin
(TRQ MARGIN ISO N1) and (TRQ MARGIN ISO TOT).
Checking can be performed using the VEMD data (Refer to paragraph
5.3.2.1) or manually recorded parameters (Refer to paragraph 5.3.2.2).
ORIGINAL ISSUE 5-1

FLIGHT MANUAL
AS 550 C3e
5.3.2.1 FADEC engine health check

 The engine health check is performed in level flight MCP,
heating and demisting system and sand filter OFF.
 Prefer an altitude where the engine is operating close to the
N1 MCP limit.
 Stabilize level flight MCP for at least 2 min. before
initiating the engine health check.
 Read the results displayed on VEMD after the end of the
procedure.
 The engine health check is satisfactory if:
- TRQ MARGIN / TOT is ≥ 0%, “GOOD” displayed,
and
- TRQ MARGIN / N1 is ≥ 0%,“GOOD” displayed.
5.3.2.2 Manual procedure
 The engine health check is performed in level flight MCP,
heating, demisting system and sand filter OFF.
 Prefer an altitude where the engine is operating close to the
N1 MCP limit.
 Stabilize level flight MCP for at least 2 min. before
recording the following parameters: TRQ, N1, NR, Hp,
OAT and TOT.
NOTE
The altimeter must be set to 1013.2 hPa to display Hp.
Refer to the ENGINE HEALTH CHECK charts (Fig. 5-1

and Fig. 5-2). Use the charts in the direction shown by the
arrows in examples.
Torque Margin ISO N1 Calculation (Fig 5-1)

- Plot point P on the chart according to the recorded N1 and
OAT parameters.
- Plot point P’ according to Hp, then note the normalized
TRQ value.
- Plot point P’' according to the recorded NR parameter then
note the TRQ correction value.
The result is calculated as follows:
- TRQ min = normalized TRQ + TRQ correction.
- TRQ MARGIN ISO N1 = TRQ flight – TRQ min.
5-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
Torque Margin ISO TOT Calculation (Fig. 5-2)

- Plot point T on the chart according to the recorded TOT
and Hp.
- Plot point T’ according to OAT parameters.
- Plot point T'' according to Hp, then note the
NORMALIZED TRQ value.
- Plot point T''' according to the recorded NR parameter,
then note the TRQ CORRECTION value.
The result is calculated as follows:

- TRQ min = normalized TRQ + TRQ correction.
- TRQ MARGIN ISO TOT = TRQ flight – TRQ min.
The engine health check is satisfactory if:

- “TRQ MARGIN ISO N1” value is positive.
and
- “TRQ MARGIN ISO TOT” value is positive.
NOTE
The manual procedure may lead to different results
compared to the FADEC procedure because it is less
sophisticated. Preference shall be given to the use of
FADEC procedure and the manual one should only be
used if the FADEC procedure gives obviously doubtful or
incorrect results.
ORIGINAL ISSUE 5-3

FLIGHT MANUAL
AS 550 C3e
5-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
Figure 5 - 1
ORIGINAL ISSUE 5-5

FLIGHT MANUAL
AS 550 C3e
Figure 5 - 2
5-6 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
5.4 AIR DATA SYSTEM CALIBRATION

No condition
AIR DATA SYSTEM
CALIBRATION
Figure 5 - 3
ORIGINAL ISSUE 5-7

FLIGHT MANUAL
AS 550 C3e
5.5 HEIGHT - VELOCITY DIAGRAM

The avoidance zone is defined by four points: A, B, C, D (refer to
figure 5-4).
- Point A : low hover point
Point A is at 8 ft (2.5 m) skid height at zero airspeed.
- Point B :
Point B is defined by:

 a constant height of 25 ft (8 m),
 a constant airspeed of 40 kt (74 km/h).
- Point C :
Point C is defined by:

 a constant height of 100 ft (30 m),
 a variable airspeed depending on the density altitude and on the
aircraft weight as determined by line (C).
- Point D :
Point D is defined by:

 a variable height depending on the density altitude and on the
aircraft weight as determined by line (D),
 a constant zero airspeed.
5-8 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
Figure 5 - 4
ORIGINAL ISSUE 5-9

FLIGHT MANUAL
AS 550 C3e
5.6 HOVER IN GROUND EFFECT
Figure 5 - 5
FLIGHT MANUAL
AS 550 C3e
5.7 HOVER OUT OF GROUND EFFECT
Figure 5 - 6
FLIGHT MANUAL
AS 550 C3e
5.8 CORRECTED WEIGHT
Figure 5 - 7
FLIGHT MANUAL
AS 550 C3e
5.9 RATE OF CLIMB
Figure 5 - 8
FLIGHT MANUAL
AS 550 C3e
5.10 GLIDE DISTANCE IN AUTOROTATION

The distance flown in autorotation is:
0.54 NM per 1000 ft at IAS kt = 65 kt and NR  410 rpm
1000 m (distance) per 300 m (height) at IAS km/h = 120 km/h and NR  410 rpm
5.11 NOISE LEVEL

Noise characteristics as defined by the conditions of Chapter 11 of ICAO Annex 16
and Appendix J of FAR Part 36 are as follows:
Noise Level as per
ICAO / FAR
ICAO Annex 16 and
Flight Phase limits
FAR Part 36
(dB SEL)
(dB SEL)
Flyover at 0.9VH *
84.4 86.5
With VH =135 kt (250 km/h) TAS
(*) VH = Maximum speed in level flight at power not exceeding maximum

continuous power, for sea level pressure and 25°C ambient conditions at
MTOW.
FLIGHT MANUAL
AS 550 C3e
SECTION 5.2
COMPLEMENTARY PERFORMANCE DATA
Page
5.21 DETERMINATION OF CORRECTED WEIGHT...........................5-22

5.22 TAS/CAS IN FAST CRUISE ...............................................................5-23
5.23 DETERMINATION OF CORRECTED WEIGHT...........................5-24
5.24 FUEL CONSUMPTION AND RANGE IN FAST CRUISE .............5-25
5.25 EFFECT OF EQUIPMENT ITEMS ON PERFORMANCE
DATA ......................................................................................................5-26
LIST OF FIGURES
Page
Figure 5 - 21: DETERMINATION OF CORRECTED WEIGHT ............5-22

Figure 5 - 22: TAS/CAS IN FAST CRUISE .................................................5-23
Figure 5 - 23: DETERMINATION OF CORRECTED WEIGHT ............5-24
Figure 5 - 24: FUEL CONSUMPTION AND RANGE IN FAST
CRUISE....................................................................................5-25
MANUFACTURER’S DATA 5 - iii

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
MANUFACTURER’S DATA 5 - 21
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 5 - 21
5 - 22 MANUFACTURER'S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
5.22 TAS/CAS IN FAST CRUISE
Figure 5 - 22
MANUFACTURER'S DATA 5 - 23
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 5 - 23
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
5.24 FUEL CONSUMPTION-RANGE IN FAST CRUISE
Figure 5 - 24
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
5.25 EFFECT OF EQUIPMENT ITEMS ON

PERFORMANCE DATA
Fast cruise
Equipment installed Airspeed Hourly fuel
km/h kt consumption Range
Heating and -8 -4 + 4% - 4%
demisting
systems ON*
High landing gear -4 -2 - - 1.5%
Skis -2 -1 - - 1%
Hoist -6 -3 - - 2%
Emergency -4 -2 - - 1.5%
floatation gear
Long footsteps -4 -2 - - 1.5%
Hailers - 4% - - 4%
(OP 1810 and 1811)
Weapon support -7 % - -7%
beams
(*) The airspeed reduction is to be applied only if MCP is limited by TOT.
5 - 26 MANUFACTURER’S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
LIST OF SUPPLEMENTS,
INCOMPATIBILITY OF USE,
EFFECT ON PERFORMANCE DATA.
IMPORTANT NOTE
THE INFORMATION CONTAINED HEREIN SUPPLEMENTS OR SUPERSEDES THE INFORMATION

GIVEN IN THE BASIC FLIGHT MANUAL AND/OR THE SUPPLEMENTS LISTED IN SECTION SUP.0.
THE EFFECTIVITY OF THE SUPPLEMENT AT THE LATEST REVISION IS SPECIFIED ON THE LIST
OF EFFECTIVE PAGES.

ORIGINAL ISSUE SUP.0-TITLE

FLIGHT MANUAL
AS 550 C3e
LIST OF SUPPLEMENTS
Some supplements covering installations or procedures not used on this
helicopter may be withdrawn from this manual. The complete list of
supplements appears on this page.
No. DESCRIPTION
0 List of supplements, incompatibility of use, effect on performance data
1 Reserved
2 Reserved
3 Reserved
4 Instructions for operations in cold weather
5 Reserved
6 Autorotation landing training procedure
7 Hydraulic failure training procedure
8 Reserved
9 Reserved
10 Reserved
11 Reserved
12 Reserved
13 External Load Transport : Cargo Swing 1400 kg (3086 lb) with
“ON-BOARD” release unit.
14 Reserved
15 Reserved
16 SFIM 85 T 31 (3-axis) Automatic Flight Control System
17 Emergency Floatation Gear AERAZUR
18 "Breeze" or "AIR EQUIPMENT" Electric Hoist 136 kg (300 lb)
19 "Breeze" Electric Hoist 204 kg (450 lb), grip with support bracket
ORIGINAL ISSUE SUP.0- i

FLIGHT MANUAL
AS 550 C3e
LIST OF SUPPLEMENTS (cont'd)
No DESCRIPTION
20 Hydraulic Pump Drive on MGB
21 Reserved
22 Long and Short Footsteps
23 Dual Hydraulic System
24 Reserved
25 Reserved
26 SPECTROLAB Searchlight
27 Reserved
28 Reserved
29 Reserved
30 Reserved
31 HMP 400 gun installation
32 Reserved
33 FZ 220 rocket launcher
34
to Reserved
49
50 Ferry Flight Fuel Tank
51 Reserved
52 "BAMBI BUCKET" Model 2732S
53 Reserved
54 Reserved
55 “GARMIN GNS 430/430W” GPS
55A GPS TNL 2101 APPROACH PLUS I/O
56 Abseiling installation
SUP.0-ii MINISTERIO DE DEFENSA NATIONAL ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
LIST OF SUPPLEMENTS (cont'd)
No DESCRIPTION
20 Hydraulic Pump Drive on MGB
21 Reserved
22 Long and Short Footsteps
23 Dual Hydraulic System
24 Reserved
25 Reserved
26 SPECTROLAB Searchlight
27 Reserved
28 Reserved
29 Reserved
30
to Reserved
49
50 Ferry Flight Fuel Tank
51 Reserved
52 "BAMBI BUCKET" Model 2732S
53 Reserved
54 Reserved
55 “GARMIN GNS 430/430W” GPS
55A GPS TNL 2101 APPROACH PLUS I/O
56 Abseiling installation
SUP.0-ii ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
1 INCOMPATIBILITY OF USE BETWEEN OPTIONAL

EQUIPMENT ITEMS
The following list is non-exhaustive and covers only those equipment items
which are incompatible with one or several other items.
NOTE
Incompatibility of installation between items is stated in the
Master Servicing Recommendations.
Operation of the following Makes operation with the

installations: following equipment items
impossible:
Items Flight Manual supplement Items
15 Emergency floatation gear (SUP.17) 32* - 66 - AA - BB
21 Ferry flight fuel tank (SUP.50) 22 - 23 - 32
23 External load carrying installation "Cargo 21 - 25 - 32 - 44 - 66
swing" (SUP.13)
25 Air ambulance installation 22 - 23 - 32
32 Electric hoist (SUP.18 / SUP.19) 15* - 21 - 23 - 25 - 66 -
100 - AA - BB
66 Abseiling installation (SUP.56) 15 - 23 - 32 - AA - BB
100 Weapon support arms 32
AA HMP 400 gun installation (SUP.31) 15 - 32 - 66
BB FZ 220 rocket launcher (SUP.33) 15 - 32 - 66
(*) Hoisting remains possible when the floats are folded.
ORIGINAL ISSUE MINISTERIO DE DEFENSA NATIONAL SUP.0-1

FLIGHT MANUAL
AS 550 C3e
1 INCOMPATIBILITY OF USE BETWEEN OPTIONAL

EQUIPMENT ITEMS
The following list is non-exhaustive and covers only those equipment items
which are incompatible with one or several other items.
NOTE
Incompatibility of installation between items is stated in the
Master Servicing Recommendations.
Operation of the following Makes operation with the

installations: following equipment items
impossible:
Items Flight Manual supplement Items
15 Emergency floatation gear (SUP.17) 32* - 66
21 Ferry flight fuel tank (SUP.50) 22 - 23 - 32
23 External load carrying installation "Cargo 21 - 25 - 32 - 44 - 66
swing" (SUP.13)
25 Air ambulance installation 22 - 23 - 32
32 Electric hoist (SUP.18 / SUP.19) 15* - 21 - 23 - 25
44 - 66 - 100
66 Abseiling installation (SUP.56) 15 - 23 - 32
100 Weapon support arms 32
(*) Hoisting remains possible when the floats are folded.
ORIGINAL ISSUE SUP.0-1

FLIGHT MANUAL
AS 550 C3e
2 INFLUENCE OF OPTIONAL EQUIPMENT ITEMS

ON PERFORMANCE DATA
When several optional equipment items are used simultaneously, the basic
performance data must be reduced by the value corresponding to the influence
of each optional item.
2.1 Approved performance data

- Takeoff weights:
When the installation of an optional equipment item modifies the
takeoff weights specified in the basic Flight Manual SECTION 5.1,
the relevant Supplement either provides the new takeoff weights by
new charts or by a penalty relative to the basic flight performance.
- Rates of climb:
When the rates of climb in the basic Flight Manual SECTION 5.1 are
modified, the relevant Supplement either provides a new chart or
specifies a reduction with respect to the basic flight performance.
2.2 Complementary performance data

The influences of the optional equipment items are specified
in SECTION 5.2 "Complementary performance data".
SUP.0-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
INSTRUCTIONS FOR OPERATIONS

IN COLD WEATHER
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
This supplement details the procedures to be followed when the aircraft is
operated in cold weather or snowy climatic conditions.
Aircraft servicing does not require any special tools or routine replacement.
NOTE
Use of 3 to 3.9 cSt synthetic oil is recommended for low temperature
operation.
2 LIMITATIONS
The limitations specified in the basic flight manual and in the flight manual
supplements remain applicable.
3 EMERGENCY PROCEDURES
The emergency procedures specified in the basic flight manual and in the flight
manual supplements remain applicable.
NOTE
Following an engine failure at light weight, the stabilized NR speed may be
below the audio warning threshold, the pilot can switch off the horn using
the switch [HORN].
4 NORMAL PROCEDURES
The normal procedures specified in the basic flight manual and in the flight
manual supplements remain applicable and are completed or modified by the
following:
4.1 GENERAL RECOMMENDATIONS
For rational operation of the aircraft in cold weather and snow, it is
recommended to carry out the following basic operations.
- Remove ice or snow deposits from the whole of the aircraft,
particularly at hinges and dynamic and control components (main rotor,
rotor mast, tail rotor drive and tail rotor, flight controls, engine
controls).
- When the aircraft has been subject to very low temperatures, it is
recommended:
 either to perform regular ground runs every two hours for
temperatures of around - 20C or every hour for lower temperatures.

FLIGHT MANUAL
AS 550 C3e
• or to preheat the engine, transmission assemblies and cabin before

takeoff (although it is possible to start the engine and spin the rotor
at temperatures down to – 40°C).
4.2 USE OF BATTERIES FOR STARTING

During long periods on the ground it is recommended to store the
battery in a warm area.
If a ground power unit is not available, startup may be carried out using
the aircraft battery or two aircraft batteries connected in parallel.
The starting envelope is related to the temperature and is indicated in
the following chart.

FLIGHT MANUAL
AS 550 C3e
4.3 PREFLIGHT CHECK

In addition to the inspections specified in the basic flight Manual,
perform the following operations and inspections:
- Main rotor blades................: Remove snow and ice. If necessary,
remove ice from rotor blades using a
hot air flow at a temperature not
exceeding 80°C.
- Main rotor hub and mast ....: Absence of ice on the swashplates, the
scissors, the servo controls and the
rotor head spring antivibrator.
- Power plant.........................:
• Remove the air intake cover and the
exhaust nozzle blank after removing
snow from the aircraft surface.
• Remove snow and ice accretion in
the vicinity of the air intake and on
either side of the screen.
NOTE • Open the engine cowling, check.
It is mandatory to clear the For snow, ice or water inside the
air intake. air intake, particularly under the
sand filter up to engine first stage
compressor. Remove if any then
close and lock engine cowling.
• Visually check for snow and ice
inside the air intake duct.
• Inspect drains, un-blanked
scuppers; check for snow and ice
on vents and static ports.
- Tail rotor.............................:
• No ice on the TRH assembly
(blades, pitch change rods, ...).
• Manually rotate the tail rotor so
that the main rotor performs one
turn at least then check:
- swashplate rotation (rotor brake
not stuck),
- TRH rotation,
- freewheel operation.

FLIGHT MANUAL
AS 550 C3e
- Structure............................. :
• Remove the cabin cover once the
inspection is over, to prevent icing.
• Make sure that the windshield
wiper is not stuck on the canopy.
- Flight and Engine controls. :

• Before operating the controls, it is
recommended to heat-up the inside
NOTE of the cabin.
It is not recommended to • Operate the cyclic and tail rotor
operate the cyclic and tail rotor controls progressively, then operate
controls over their complete the rotor brake control, twist grip
travel range. and collective pitch control over
their complete travel.
4.4 RUN-UP CHECK
When the outside air temperature is below –20°C, the run-up check is
modified as follows:
- Hydraulic checks................ :
• Proceed as for normal procedure
and evaluate the loads when
hydraulic switch is set to off.
Complete the checks.
• If operating loads were evaluated higher than at normal temperatures,
move the cyclic stick 3-4 cm forward
(nose-down) for 2 minutes to warm up
the spherical thrust bearings.
- Yaw pedals ........................ : Move the pedals over approximately

50% of their travel range on either side
of the mid-position.
SUP.4- 4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
4.5 AFTER LAST FLIGHT OF THE DAY
The normal procedures described in the basic flight manual are to be

completed by the following:
- When the rotor stops turning, position the cyclic pitch stick close to
the neutral position and the collective pitch lever locked at full low
pitch, with tail rotor blades in the horizontal position.
- Care must be taken not to leave doors open.
- Install the air intake cover and exhaust nozzle blank.
- When the aircraft is parked in an unsheltered area, it is recommended
to apply anti-icing products and to carry out aircraft blanking and
mooring.
5 PERFORMANCE
The performance data specified in the basic flight manual and in the flight

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
AUTOROTATION LANDING
TRAINING PROCEDURE
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
This procedure is used for training for autorotation landing with full touchdown
or power recovery, with a simulated engine failure or loss of engine power.
In case of engine failure or sudden loss of power, the helicopter will yaw to the
right, some red warnings may come on associated with the Gong audio
warning, the NR will decay and the low NR audio warning will sound if NR
goes below 360 rpm.
The procedure enables engine failure or loss of engine power to be simulated
with the same symptoms by setting the twist grip to the IDLE position. Engine
is thus set to idle.
Twist grip
2 LIMITATIONS
NOTE
Autorotation training shall be conducted within gliding distance of a
suitable running landing area.
NOTE
If necessary, it is possible to quickly turn the twist grip back to the
FLIGHT position at any time and for any NR value.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
NOTE
No significant N2 transient is expected when switching from IDLE to
FLIGHT position in autorotation configuration (TRQ ~ 0%) as no power
is required from the engine.
4.1 FAILURE SIMULATION

1. Collective pitch .....................................REDUCE power.
2. Twist grip ..............................................IDLE position:
. TWT GRIP
. Gong sounds,
. Engine is set to idle,
. N1 ≅ 68%.
then:
4.2 FULL TOUCHDOWN AUTOROTATION TRAINING PROCEDURE

1. Autorotation procedure ..........................APPLY actions 1 to 10 of the
procedure described in
SECTION 3 paragraph 3.2.1 of
the basic flight manual.
then:
After full stop landing:

2. Collective pitch .....................................REDUCE to full low pitch.
3. Twist grip ..............................................FLIGHT position:
. TWT GRIP
. Rotor speed increases to its
normal governed value.

FLIGHT MANUAL
AS 550 C3e
4.3 POWER RECOVERY AUTOROTATION TRAINING

PROCEDURE
1. Collective pitch .........................APPLY actions 1 to 4 of the
procedure described in SECTION 3
paragraph 3.2.1 of the basic flight
manual.
then:
• At height ≅ 70 ft (21 m)
2. NR..............................................CHECK in green arc.
3. Twist grip...................................FLIGHT position:
. TWT GRP
. N2 increases to its governed value.
4. Collective pitch .........................CONTROL to maintain NR
in green range.
5. Cyclic.........................................FLARE.
• At 20 - 25 ft (6/8 m) and at constant attitude

6. Collective pitch..........................GRADUALLY INCREASE
forward speed.
7. Cyclic.........................................FORWARD slightly
to adopt a landing attitude.
8. Pedal ..........................................ADJUST
to cancel any side-slip tendency.
9. Collective pitch..........................INCREASE as necessary.
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
HYDRAULIC FAILURE
TRAINING PROCEDURE
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
This procedure allows hydraulic failure training for an AS550 equipped with
a single hydraulic system.
In case of loss of hydraulic pressure: HYDR comes on and "Gong" sounds,
the hydraulic pressure accumulators allow sufficient time to reach the
recommended safety speed of 60 kt (111 km/h), then the pilot must switch
OFF the hydraulic cut-off switch on the collective grip and apply the
emergency procedure.
2 LIMITATIONS
The emergency procedures specified in the basic flight manual and in the
flight manual supplements remain applicable.
4 NORMAL PROCEDURES
following:

FLIGHT MANUAL
AS 550 C3e
4.1 FAILURE SIMULATION

NOTE
If necessary during the training exercise, hydraulic assistance can be
recovered immediately by setting [ACCU TST] pushbutton in OFF
position or by setting the hydraulic cut-off switch to ON.
CAUTION
If the [ACCU TST] pushbutton on the console is not reset, no hydraulic
assistance can be restored.
As control loads increase, be careful not to inadvertently move the twist
grip out of FLIGHT position.
Do not hover or taxi without hydraulic assistance.
In steady cruise flight, depressing the [ACCU TST] pushbutton (1) on the
console produces the same effects as an actual failure:
• The hydraulic pump pressure is by-passed,
• The main rotor accumulators give hydraulic assistance for a limited time,
• Pedal control loads increase immediately.
ACCU TST
Hydraulic
cut-off switch 2
Figure 1: Hydraulic system controls

FLIGHT MANUAL
AS 550 C3e
4.2 TRAINING PROCEDURE
• In steady flight conditions:
1. Instructor .............................. [ACCU TST] ON position:

- HYDR flashes + Gong sounds.
2. Trainee..................................Reduce collective pitch, set airspeed to

between 40 and 60 KIAS (74 and 111
km/h), safety speed.
• Once safety speed reached:
3. Instructor .............................. [ACCU TST] Reset to OFF position:

- HYDR .
4. Trainee..................................Switch OFF the hydraulic cut-off switch

on the collective grip:
- HYDR + Gong sounds.
- control loads are increased.
5. Trainee..................................Apply the appropriate emergency

procedure ( HYDR ) SECTION 3.6.3 of
the basic flight manual.
Make a low speed running landing,
without hovering, into wind.
• After landing:
6. Trainee..................................Reset hydraulic cut-off switch to ON to

restore hydraulic assistance before
subsequent takeoff or hovering flight.
Check HYDR within 3 sec.

FLIGHT MANUAL
AS 550 C3e
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
EXTERNAL LOAD TRANSPORT

“CARGO SWING”
1400 kg (3086 lb)
with “ON-BOARD” release unit
(P/N 528-023-51)
IMPORTANT NOTE

THE EFFECTIVITY OF THE SUPPLEMENT AT THE LATEST REVISION IS SPECIFIED ON THE

LIST OF EFFECTIVE PAGES.
THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE EQUIPMENT
MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The “CARGO SWING” external load installation (figure 1) is composed of:
- A suspended pyramid frame (6) held by two elastic straps (7) equipped
with a bumper ring (P/N: 232-155-00) (5) and an “ON-BOARD” release
unit (P/N 528-023-51) (4) allowing:
. electrical cargo hook opening,
. mechanical cargo hook opening.
- A load indicator, on the RH door pillar, with an indicator test pushbutton

(1), a zero setting control (2) and a display window (3).
3
7
6
5
1 2
4
Figure 1: Cargo swing components
- A control system for the pilot (figure 2), including:

. a [SLING] pushbutton (4) located on the console (1), for powering-on
the installation,
. a release control (3) on the cyclic stick (electrical mode),
. a release handle (2) located under the collective lever (mechanical
mode).
ORIGINAL ISSUE SUP13-1

FLIGHT MANUAL
AS 550 C3e
Figure 2: Cargo swing controls
2 LIMITATIONS
supplements remain applicable and are completed or modified by the
following:
2.1 WEIGHT LIMITATION
- Maximum authorized swing load weight:................1400 kg (3086 lb).
- Maximum all up weight with an external load: .......2800 kg (6173 lb) or
maximum authorized all up weight allowing hovering flight out of
ground effect (the lowest of the two values).
CAUTION
The minimum and maximum weight without external load remains

limited to the minimum and maximum weight specified in the
limitations section of the basic flight manual.

FLIGHT MANUAL
AS 550 C3e
2.2 LONGITUDINAL CG
With an external load, the longitudinal limits are defined according to the
weight as per the graph below.
2.3 AIRSPEED LIMITATION

- Absolute maximum permissible
indicated airspeed with external load ................. 80 kt (148 km/h).
NOTE
The pilot is responsible for determining the limit speed according to the
load and sling length. Particular care must be exercised when bulky
loads are carried on the sling.

FLIGHT MANUAL
AS 550 C3e
2.4 OPERATING LIMITATION

Class of approved aircraft/load combination: B, "Single point suspension
external load airborne". This means carriage of external loads, which are
jettisonable and lifted free of land or water during rotorcraft operations.
Flying with an unballasted sling cable or empty net is prohibited.
The external loads are limited to non-human loads only.
An instruction placard in the cockpit indicates:
CARRYING OF EXTERNAL LOADS
CLASS OF APPROVED AIRCRAFT/LOAD COMBINATION: B.

WHEN EXTERNAL LOADS ARE CARRIED, NO PERSON MAY BE
CARRIED UNLESS:
- HE IS A FLIGHT CREW MEMBER;
- HE IS A FLIGHT CREW MEMBER TRAINEE; OR
- HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION
WITH THE EXTERNAL-LOAD OPERATION.
OR
EMPORT DE CHARGES EXTERNES
CLASSE DE COMBINAISONS GIRAVION-CHARGE APPROUVEE : B

AUCUNE PERSONNE NE PEUT ETRE TRANSPORTEE A MOINS DE :
- ETRE UN DES MEMBRES DE L'EQUIPAGE
- SUIVRE UN COURS DE FORMATION EN TANT QUE MEMBRE
D'EQUIPAGE OU
- REMPLIR UNE FONCTION ESSENTIELLE AYANT TRAIT A
L'UTILISATION DU GIRAVION AVEC CHARGE EXTERIEURE.
Two placards visible to the ground operator and located on the lower fairing
near to the hook indicate:
- The maximum sling load,
- The cargo hook rigging.

FLIGHT MANUAL
AS 550 C3e
Figure 3: Cargo hook rigging placard
flight manual supplements remain applicable and are completed or
modified by the following:
3.1 ENGINE FAILURE WITH EXTERNAL LOAD
- IN CRUISE FLIGHT
1. Autorotation procedure ................... APPLY.
2. External load ................................... RELEASE as soon as possible.
- IN HOVER
1. Collective pitch. .............................. REDUCE according to the height.
2. External load ................................... RELEASE as soon as possible.
3. Pedals .............................................. CONTROL yaw.
4. Cyclic .............................................. FORWARD to gain forward
.......................................................... speed according to the height.
5. Collective pitch ............................... INCREASE as needed to
cushion touch-down.
NOTE
In case of a failure during the hooking phase, the pilot shall
move the aircraft away to the right. Ground personnel are to be
forewarned that in the event of an engine failure they have to
move away to the left of the helicopter.
3.2 ELECTRICAL LOAD JETTISONING FAILURE
Collective pitch mechanical release ...... ACTUATE

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
manual supplements remain applicable and are completed or modified by
the following:
- Carrying heavy loads is a delicate operation due to the possible effects of
a swinging load on the flight behavior of the helicopter. Consequently,
pilots are advised to train with gradually increasing sling loads before
undertaking heavy or bulky load carrying operations.
- The length of the sling cable must be determined in accordance with the
type of mission. To carry a compact load, it is recommended to use the
shortest possible cable.
CAUTION
Flying with an unballasted sling cable or empty net is prohibited.
- For permissible load attachment ring size refer to the "Operational Tips"
section of this Flight Manual.
WARNING
THE USE OF A LOAD ATTACHMENT RING WITH
INCORRECT DIMENSIONS MAY LEAD TO LOSS OR
JAMMING OF THE LOAD.
WARNING
IN WET WEATHER, THE OPERATORS HANDLING THE HOOK

AND LOADS SHOULD WEAR THICK RUBBER GLOVES.
DISCHARGE STATIC ELECTRICITY BY PLACING AN
ELECTRICAL CONDUCTOR CABLE OR TUBE BETWEEN THE
GROUND AND THE CARGO RELEASE UNIT (HOOK).

FLIGHT MANUAL
AS 550 C3e
4.1 CHECK OF THE INSTALLATION

- [SLING] ............................................. ON.
On the load indicator:
- [ZERO] .............................................. PRESS, 0 is displayed.
- [TEST]............................................... PRESS.
The test sequence is started; each display lasts for about 3 sec.,
followed by no display for approx. 3 sec.
. display of
. display of the "calibration" value. This value should be the same as
the one engraved on the transmitter fitted between the helicopter
and the hook.
. display of ZERO offset (this value is the total offset which has been
previously tared out by use of [ZERO]).
. display of two values separated by a dash: the first value, between 0
and 3, shows the filter selected and the second value shows the
logic programmed in the computer.
Cargo swing check:

- Correct opening of the hook (both
in electrical and mechanical
control modes) .................................. CHECK.
4.2 TAKEOFF CHECK AND PROCEDURE WITH

EXTERNAL LOAD
1. External load .................................. HOOK AND SECURE.
2. Collective ....................................... INCREASE very smoothly
while maintaining the aircraft
vertically above the load.
3. Cables tightened............................. Dwell briefly before raising
the load.
4. Lift the load.................................... Vertically.
5. Load indication .............................. CHECK.
6. Take-off path.................................. ADJUST to adopt an immediate
forward climb attitude.
7. All parameters ................................ CHECK.

FLIGHT MANUAL
AS 550 C3e
4.3 MANEUVERS
All control movements should be made very gently, with very gradual
acceleration and deceleration, and only slightly banked turns.
4.4 APPROACH AND LANDING WITH EXTERNAL LOAD
- Perform approach at minimum rate of descent.

- Establish zero translational ground speed sufficiently high to ensure
that the load is not dragged along the ground.
- Then descend vertically until the load is on the ground.
- Load...................................................RELEASE.
- Effective load release ........................CHECK.
- All parameters ...................................CHECK.
NOTE
If the load is not released, actuate the mechanical release handle.
5 PERFORMANCE
When no external load is carried on the hook, the performance data
specified in the basic flight manual and in the flight manual supplements
remain applicable.
- Hover out of ground effect performance is shown in Figure 5-6 of the
basic flight manual.
- Hover and climb performance may be affected when carrying bulky
loads.

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
SFIM 85 T 31 3-axis
AUTOMATIC FLIGHT CONTROL SYSTEM
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The SFIM 85 T 31 three-axis Automatic Flight Control System (AFCS) is
intended to hold the attitudes (pitch, roll, yaw) and heading set by the pilot.
Additional modes:
- A/S : holds present airspeed.
- ALT : holds present pressure altitude.
- HDG : acquires and holds the heading selected on the HSI.
- T/C : automatic yaw/roll co-ordination during turns.
1.1 DESCRIPTION OF INSTALLATION

The AFCS or autopilot (AP) system includes the following items:
- An AFCS computer linked to following sensors:
. Vertical gyro
. Horizontal Situation Indicator (HSI)
. Directional gyro and flux valve
. Air data unit
. Yaw pedal displacement detector
. Lateral accelerometer (sideslip detector)
Figure 1: AFCS system components.

FLIGHT MANUAL
AS 550 C3e
- A yaw pedal friction adjustment system (in front of RH pilot's yaw

pedals).
- Three serial actuators (one per channel) associated to one
galvanometer for yaw channel only:
Figure 2: Serial actuator galvanometer (on instrument panel).

- Two parallel trim actuators (on pitch and roll channels) associated to
the artificial load release system (trim release function):
Figure 3: Trim control pushbuttons (on console and cyclic grip).

- An AFCS warning and monitoring panel:
Figure 4: AFCS warning and monitoring panel (on instrument panel).

FLIGHT MANUAL
AS 550 C3e
- A failure monitoring unit:

This module monitors the operation of the pitch and roll channels at
different levels by comparison of the output data from the vertical
gyro and the instrument panel gyro horizon:
• attitude sensors
• control input generating system
• control actuators
In case of discrepancy or abnormal operation, this unit warns the
pilot and disengages the faulty channel. The monitoring unit is
automatically switched on as soon as one pitch or roll channel is
engaged.
- A control panel:
[P] ............. : pitch channel engage pushbutton

[R] ............. : roll channel engage pushbutton
[Y] ............. : yaw channel engage pushbutton
[ALT]......... : altitude hold engage pushbutton
[A/S].......... : airspeed hold engage pushbutton
[HDG]........ : selected heading engage pushbutton
[T/C].......... : coordinated turn engage pushbutton
[MONIT] .... : failure monitoring unit and AP disengage pushbutton
(When channel is engaged, a green ON appears on the pushbutton)
Figure 5: AFCS control panel
- A static inverter (115 and 26 VAC, 400 Hz) for AC power supply.

FLIGHT MANUAL
AS 550 C3e
2 LIMITATIONS
following:
2.1 AFCS ENGAGEMENT
- When the aircraft is on ground, the AFCS must be disengaged except
if checks are to be performed.
- Do not engage the AFCS before takeoff if trim test is not
satisfactory.
2.2 HEIGHT LIMITATION
- Minimum height for AFCS hands-off operation: 400 ft (120 m).
flight manual supplements remain applicable and are completed or modified
by the following:
3.1 UNCOMMANDED AFCS INPUTS
If jerks or sudden movements independent of air turbulence are felt
during the flight with the AFCS engaged:
- AFCS ....................................... Disengage
Anomaly disappears:
YES NO
- AFCS .Re-engage channels one at a time.
Faulty channel identified AFCS not faulty
- AFCS .Disengage faulty channel Re-engage AFCS if required.

re-engage other channels
as required.
CONTINUE FLIGHT

FLIGHT MANUAL
AS 550 C3e
3.2 HYDRAULIC SYSTEM FAILURE

- Apply hydraulic failure procedure (refer to SECTION 3).
- Disengage AFCS.
3.3 VERTICAL GYRO, GYRO HORIZON OR MONITORING UNIT

FAILURE
WARNING CORRECTIVE ACTIONS
 Automatic disengagement of:

Flashing for 10 sec. . pitch channel,
+ . roll channel,
. monitoring unit.
or/and Cyclic and collective controls.............HANDS ON.

flag on gyro horizon.
+ - HDG, ALT and A/S modes are inoperative.
[ P ], [ R ], [ MONIT ] - Yaw channel remains operative.
pushbutton lights go out
or
CONTINUE FLIGHT
Monitoring unit failure.
3.4 HARDOVER
Controls................................................HANDS ON.
Flashing for 10 sec. NOTE
+ Power reduction may be required to comply
Automatic disengagement with the limitations.
of faulty channel.
Hardover to the faulty
channel. CONTINUE FLIGHT

FLIGHT MANUAL
AS 550 C3e
3.5. GYRO-COMPASS FAILURE:

• Automatic disengagement of:
. yaw channel,
Flashing for 10 sec. . selected HDG function.
+
HDG flag on HSI Pedals ...............................FEET ON.
+ - Yaw control by the pilot.
[ Y ] and [ T/C ] pushbutton - HDG mode and yaw channel are inoperative.
lights go off - Pitch and roll channel remain operative.
+
light comes on
Y
+ CONTINUE FLIGHT
[HDG] pushbutton +
lights go off (if HDG
engaged).
3.6. TRIM FAILURE:
Controls ..........................HANDS ON.
Trim release (on cyclic)...Press momentarily while:
Comes on for 10 sec.
Depending on trim failure:
+
Automatic disengagement - [PITCH TRIM] ................
of faulty trim. PRESS/OFF, to
deactivate the faulty
trim channel.
Before auto disengagement,
- [ROLL TRIM] ................
cyclic tends to move in
direction of the failure. AFCS ...............................Re-engage.
NOTE
The AFCS continues to operate without the faulty
channel being trimmed.
Faulty channel
galvanometer ....................Re-trim with cyclic trim
release button.
CONTINUE FLIGHT

FLIGHT MANUAL
AS 550 C3e
3.7. ARTIFICIAL LOAD SYSTEM SEIZURE:
Cyclic trim release.................... PRESS/ON.

Cyclic stick seizure. Seizure disappears.
NO YES
One parallel trim actuator
is seized.
[TRIM REL] ....... PRESS/ON.
On corresponding cyclic channel…….Apply a load of

10 kg (22 lb) to break the trim mechanical shear
device.
CONTINUE FLIGHT
3.8. ELECTRICAL POWER SUPPLY FAILURE:

3.8.1. AC power supply failure

• Automatic disengagement of AFCS.
Controls..................................... HANDS ON.
Flashing for 10 sec.
[INV] ........................................... Check ON.
+
INV
YES NO
AC power failure. [INV] .................... ON.
CONTINUE FLIGHT
3.8.2. Complete electrical power supply failure

In the event of total power supply failure, AFCS disengages
automatically and cannot be re-engaged.

FLIGHT MANUAL
AS 550 C3e
4. NORMAL PROCEDURES
following:
4.1. RUN-UP CHECK:

ADD:
1. [PITCH TRIM], [ROLL TRIM] ......CHECK in ON position (button not

pressed).
2. [TRIM REL] .................................CHECK in OFF position (button
not pressed).
3. Cyclic friction .............................Un-tightened.
4. Yaw pedal friction ......................Tightened.
5. [INV] ............................................ON INV .
6. HSI ..............................................No HDG flag.
7. Gyro horizon(s)...........................No flag.
4.1.1. AFCS test:
1. Test selector switch
set to "0" .......................All AFCS lights OFF.
2. [W/L TST]......................PRESS, check:
 Warning and monitoring panel
lights ON.
 AFCS control panel lights ON.
3. Pitch, roll, yaw channels Engage:
 [ P ], [ R ], [ Y ] and [MONIT]
Check: ON .
 galvanometer light OFF.
4. Cyclic beep trim............Check operation in the 4 directions
and that relevant galvanometer
pointer direction changes.
5. AFCS ............................Switch OFF via pilot's cyclic.
flashes for 10 sec., then .
6. Repeat (3.) to (5.) for copilot's cyclic (if installed).

FLIGHT MANUAL
AS 550 C3e
4.1.2. Monitoring unit failure test:

 Pitch channel test:
1. Pitch channel ..............Engage:
[ P ], [MONIT], check ON .
2. Cyclic beep trim ........Actuate in pitch:
 cyclic moves in relevant direction.
3. Test selector switch ....Set to "MONIT":
(Fig. 4)  light on,
 flashes for 10 sec., then
 ,
 cyclic stops moving,
 [MONIT] ON light flashes then
goes off.
 [ P ] pushbutton check ON .
4. Test selector switch ....Set to "0", check .
 Roll channel test:
Same procedure as pitch channel.
4.1.3. Trim test:
CAUTION
Do not operate the AFCS if trim light does not
come on or remains on during trim tests.
 Pitch channel test:
1. Pitch channel ..............Engage:
[ P ], [MONIT] check ON .
2. Test selector switch ....Set to "TRIM":
(Fig. 4)
 light on.
 lights up after 2 sec. delay

then,
 cyclic moves backward
alternately with light flashing.
3. Test selector switch ....Set to "0", check .

4. Pitch channel ..............Disengage:
 [ P ] pushbutton, check ON .

FLIGHT MANUAL
AS 550 C3e
 Roll channel test:

Same procedure as pitch channel with left cyclic movements
during test.
4.2. BEFORE TAKEOFF CHECK:

ADD:
CAUTION
Do not keep the AFCS on with helicopter on the ground as trim

may unwind, thus causing the cyclic stick to move up to the stops.
- Pitch, roll, yaw channels ......... Engage:

 [ P ], [ R ], [ Y ] and [MONIT]
check ON .
 galvanometer light OFF.
- Test selector switch.................. Check set to "0".
4.3. IN FLIGHT AFCS OPERATION:
4.3.1. Basic modes:

Pitch, roll, yaw and turn coordination: [ P ], [ R ], [ Y ], [T/C]
engaged.
4.3.1.1. Pitch and roll channel flying modes:
- "Hands Off " ...................... AFCS holds attitudes.
- Cyclic stick trim released .. AFCS operates as a damper.
- Through artificial loads ..... Trim actuators are inhibited,
series actuators counteract
within limits of their authority.
- Through cyclic beep trim... Attitude reference is changed.

FLIGHT MANUAL
AS 550 C3e
4.3.1.2 Yaw channel flying modes:

- "Feet Off " ............................AFCS holds present heading
within its authority.
- Operating yaw pedals...........Heading reference is altered.
- Heading change ....................Pilot must bring the helicopter
to the desired heading, when
rate of turn is < 1.5 °/sec.,
present heading is captured.
Then the pilot may fly "feet
off" so that yaw channel can
hold new heading.
4.3.1.3 Coordinated turns, T/C mode:
MODE OPERATING ENVELOPE

T/C
- Airspeed greater than 50 KIAS (92 km/h – 57 MPH)
Yaw channel
- Angle of bank > 7°.
coordinates the turn.

FLIGHT MANUAL
AS 550 C3e
4.3.2 Additional modes
MODE OPERATING ENVELOPE

HDG
HSI selected heading
- Airspeed greater than 50 KIAS (92 km/h - 57 MPH).
capture and hold via roll
channel
ALT
- Airspeed greater than 60 KIAS (111 km/h – 69 MPH).
Altitude hold via pitch
- Engagement with ROC < 1000 ft/min.
channel
A/S
Airspeed hold via pitch - Airspeed greater than 50 KIAS (92 km/h - 57 MPH).
channel
4.4 AFTER LANDING

Disengage AFCS via the cyclic stick AFCS OFF pushbutton.
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
EMERGENCY FLOATATION GEAR

AERAZUR
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The emergency floatation gear is approved for emergency use (not for ditching
according to JAR / FAR 27) i. e. to aid in keeping the rotorcraft sufficiently
upright and in adequate trim to permit safe and orderly evacuation in case of
emergency alighting on water.
The emergency floatation gear consists of a landing gear assembly fitted with:
- two floatation units mounted parallel along each skid of the aircraft (1).
- a system for inflating the floats from 2 cylinders (one for each float) (2). The
cylinders are fitted with a pressure indicator.
- an electrical control system with a [FLOAT ARM] pushbutton (4) on the
console to arm the system.
- a [FLOAT FIRE] pushbutton under guard (3) on the collective grip.
1 2
4 3
Figure 1: Emergency floatation gear

FLIGHT MANUAL
AS 550 C3e
2 LIMITATIONS
following:
- Minimum weight with OAT < 0°C: 1480 kg (3263 lb) to comply with the
minimum rotor rpm in case of engine failure.
- Emergency floatation gear stowed - system armed or floats inflated:
• maximum indicated airspeed, power on: 135 kt (250 km/h)
• maximum indicated airspeed, with Torque < 40 %: 100 kt (185 km/h)
- Maximum altitude for float inflation: 6600 ft (2000 m).
- When flying at less than 400 ft (122 m) above water, the emergency
floatation gear must always be armed.
- The limit values for the pressure in the inflation cylinder, provided by the
following tables, are applicable if the flight requires the emergency
floatation gear to be armed.
NOTE
The placard located adjacent to the cylinder provides the limit values.

FLIGHT MANUAL
AS 550 C3e
3. EMERGENCY PROCEDURES
by the following:
• With [FLOAT ARM] set to arm:
CORRECTIVE ACTIONS
• Float inflation not possible.
CONTINUE FLIGHT
Flight path should remain within gliding distance
from the land.
Floatation system NOTE
failure The float inflation is not possible when
[BATT] is set to EMER SHED.
• Float inflation remains possible for both

floatation units:
or CONTINUE FLIGHT
• INFLATION PROCEDURE
In the event of engine failure or other urgent requirement to alight on water,
check the rotor speed then apply the following procedure:
[FLOAT ARM] .......................................................ON.
[FLOAT ARM] lights 1 and 2 ................................CHECK ON.
[FLOAT FIRE] under guard on collective grip .....PRESS (recommended
firing IAS: below 80 kt -
148 km/h).
NOTE
A deceleration with a pitch down movement can occur when inflating
the floatation gear at a speed greater than 80 KIAS (148 km/h).

FLIGHT MANUAL
AS 550 C3e
 AUTORATION PROCEDURE OVER WATER WITH

EMERGENCY FLOATATION GEAR
1. Collective pitch................................ REDUCE

2. IAS.................................................... Vy.
 If relighting impossible or after tail rotor failure.

3. Starting selector ................................ OFF position.
4. Maneuver to head the aircraft equally between the wind and wave
direction on final approach.
 At height  70 ft (21 m)
5. Cyclic................................................ Flare.
 At 20-25 ft (6/8 m) at constant attitude

6. Collective pitch................................. GRADUALLY INCREASE
forward speed.
7. Cyclic................................................ FORWARD slightly
to adopt attitude of 10° nose-up
and a forward speed less than 10 kt
(19 km/h) on touch-down.
8. Pedals................................................ ADJUST
to cancel any side-slip tendency.
9. Collective pitch................................. INCREASE
to cushion touch down with
minimum speed.
10. Collective pitch................................ Gradually decrease to fully down.
11. Rotor brake ...................................... APPLY.
12. Evacuate aircraft once the rotor has stopped.
CAUTION
When the helicopter is afloat, the forward doors must be opened by
actuating the door jettison handles.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURE
following:
- Exterior check:
 Floatation units ................................................... LOCK in the
lowered position.
 Protective covers condition ................................ CHECK.
 Pressure in the two inflation cylinders ............... CHECK.
NOTE
The placard located adjacent to the cylinder provides the limit values.
- Interior check:
 Arming of the emergency floatation gear:
FLOAT ARM ..................................................... ON.
FLOAT ARM lights 1 and 2 .............................. CHECK ON.
 Disarming the emergency floatation gear:

FLOAT ARM ..................................................... RESET in OFF position.
FLOAT ARM lights 1 and 2 .............................. CHECK OFF.
5 PERFORMANCE
following:
- The rate of climb must be reduced by 50 ft/min (0.25 m/s) (SECTION 5.1
Regulatory Performance) at Vy.
- The cruising speed is reduced by approximately 2 kt (3.7 km/h) (SECTION
5.2 Complementary Performance).

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
"BREEZE" or "AIR EQUIPMENT"

ELECTRIC HOIST
136 kg (300 lb)
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The hoist installation is designed to raise or lower on board loads while the
aircraft is hovering.
The helicopter can be fitted with either of the following two electric hoists:
• "Breeze" BL 16600
• "Air Equipment" 76370
1.1 DESCRIPTION OF THE INSTALLATION
The hoist installation comprises:
- a pivoting jib (2) equipped with a locking device (3) (ferrying and
hoisting position), mounted on the port side of the helicopter,
- a hoist (1) driven by a constant speed electric motor and fitted with:
• a 33.5 m (110 ft) cable for the Breeze hoist,
• a 40 m (130 ft) cable for the Air Equipment hoist.
- a snap hook mounted on a pulley-block tackle (if available) (6),
- an electrical power supply circuit,
- two cable protectors (8) secured to the LH landing gear skid,
- a hand cable cutter stowed on the rear wall allows the hoist operator
to sever the cable, if necessary,
- an "Up travel limit" detector which switches off the electrical power
supply when the hook is fully up,
- a "Down travel limit" detector which cuts off the electrical power
supply when 4 m of cable are left on the drum,
- a mechanical safety pin stopping the hoist drum when 3 m of cable
are left in case of electrical "Down travel limit" failure.
The electrical system is protected by:
- one 100 A fuse located in the Electrical Master Box,
- one 60 A breaker located on the aft wall (4) near the hoist operator's
grip support, these two first fuse or circuit breaker supply the hoist,
- two 2.5 A breakers protecting the “emergency cable cutter” circuit,
- one 2.5 A breaker protecting the "up-down" circuit.
NOTE
The hoist is fitted with a pyrotechnic cable cutter.

FLIGHT MANUAL
AS 550 C3e
1.2 CONTROLS AND INDICATORS AVAILABLE TO THE CREW
Figure 1: Hoist controls
• Controls available to the pilot:

- a [HOIST] pushbutton (9) located on the console is used for
switching on the installation.
- a cable shear guarded pushbutton located on the collective
pitch lever which is used to sever the hoist cable in case of an
emergency.

FLIGHT MANUAL
AS 550 C3e
 Controls and indicators available to the hoist operator:

- a rocker switch (7) on the hoist operator's control grip used to
raise, lower or stop the cable.
- one green light on the hoist for "Hoist moving UP"
- one red light on the hoist for "UP limit" microswitch test.
2 LIMITATIONS
following:
2.1 MINIMUM CREW

One pilot and one hoist operator.

Maximum permissible load on hoist cable: 136 kg (300 lb).
2.3 OPERATING LIMITATIONS

 Air Equipment hoist:
- to avoid overheating of hoist motor, never exceed 6 consecutive
hoisting operations plus one descent with maximum load, and
maximum cable reel-out or equivalent.
 Breeze hoist:
- after each operation (lowering or raising), wait 30 sec.
NOTE
After 3 complete cycles (one descent at max. load, the two following
descents with no load, combined with three raising operations at
max. load) it is recommended to stop the hoist for 40 min.
2.4 HAND CABLE CUTTER

A hand operated cable cutter must be readily available to the hoist
operator.
2.5 LANDING
Landing with a load suspended on the hoist cable is prohibited.

FLIGHT MANUAL
AS 550 C3e
by the following:
3.1 HOIST FAILURE
According to the load carried and the circumstances, the crew can
either:
- manually pull the cable inside the aircraft if possible or,
- cut the cable or,
- return to base while slightly inclining the hoist cable, with a VNE of
60 KIAS (111 km/h).
3.2 ENGINE FAILURE

- IN HOVER:
1. Collective pitch.............................REDUCE according to the
height.
2. Load ..............................................RELEASE as soon as possible
(Emergency cable-shearing
pushbutton on collective grip)
3. Pedals ............................................Control yaw.
4. Cyclic ............................................Forward to gain forward
speed according to the height
5. Collective pitch.............................INCREASE as necessary to
cushion touch-down
NOTE
In case of an engine failure during a hoisting phase, the pilot
should move away to the right. Ground crew if any must be
forewarned that in the event of engine failure they must escape to
the left of the helicopter.
3.3 ICS FAILURE

According to the circumstances:
- Complete present hoisting operation,
- Abort hoisting mission.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
4.1 EXTERIOR CHECK
ADD:
- Cable protectors on landing gear........ Check on and secured.
- Hoist arm and arm locking device ..... Check.
- Hoist and cable general condition ...... Check.
• If aircraft not fitted with LH sliding door :

- LH door and sub-door .................... Removed.
4.2 INTERIOR CHECK

ADD:
- ICS system.......................................... Check.
- Hoist operator control grip ................. Installed.
- Hoist operator safety belt (5).............. Installed and secured.
- Hoist operator's glove......................... On board.
- Manual cable cutter ............................ In place.
- Check that the load on the hoist will permit the lateral CG to stay
within limits.
4.3 RUN-UP CHECK

ADD:
1. [HOIST]............................................. ON.
2. Correct UP and DOWN operation ... CHECK.
3. [HOIST]............................................. RESET in OFF position.
4.4 HOISTING OPERATION

4.4.1. Before hoisting
• Hoist operator
1. Glove ............................On the hand which guides the
cable.
2. Safety belt.....................FASTENED and SECURED.

FLIGHT MANUAL
AS 550 C3e
 Pilot
1. Pilot/Hoist operator ICS ......CHECK operative.
2. Door opening ......................ORDER when IAS  60 kt (111 km/h).
3. Heating and demisting........OFF.
4. Power margin available ......CHECK.
5. All parameters ....................CHECK.
4.4.2 Hoisting
WARNING
TO DISCHARGE POSSIBLE STATIC ELECTRICITY

FROM THE AIRCRAFT, THE HOOK SHALL HAVE
GROUND CONTACT BEFORE THE CABLE IS GRASPED.
IF THE HOOK COMES INTO CONTACT FORCEFULLY

WITH THE UPPER MECHANICAL STOP (FAILURE OF
THE HOISTING AUTOMATIC STOP SYSTEM), ABORT
THE HOISTING MISSION.
CAUTION
Take all precautions to prevent the load being hoisted from

hitting any part of the helicopter.
 When helicopter stabilized above the hoisting site:

1. Hoist jib ..............................SET in hoisting position.
2. [HOIST] ...............................ON.
Hoist operator controls the hoist. To bring the load into the
cabin, unlock the jib and pivot it inwards. The snap-hook
(if available) can be used to hold the load while the load is
unhooked.

FLIGHT MANUAL
AS 550 C3e
4.4.3 After hoisting operation

1. Hoist jib.......................... SET in ferrying position.
2. [HOIST]........................... RESET in OFF position.
3. Door closing................... As required (check VNE with
door open SECTION 2).
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
"BREEZE" ELECTRIC HOIST

204 kg (450 lb)
Grip with support bracket
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The hoist installation is designed to raise or lower on board loads while the
aircraft is hovering.
1.1 DESCRIPTION OF THE INSTALLATION

The hoist installation comprises:
- a pivoting jib (2) equipped with a locking device (3) (ferrying and
hoisting position), mounted on the port side of the helicopter.
- a hoist (1) driven by a variable speed electric motor and fitted with a
50 m cable.
- a snap hook mounted on a pulley-block tackle (if available) (7),
- an electrical power supply and control circuit,
- two cable protectors (8) secured to the LH landing gear skid,
- a hand cable cutter stowed on the rear wall allows the hoist operator
to sever the hoist cable, if necessary,
- an electronic control unit secured inside the LH side cargo hold,
providing:
• control of the hoist up/down speed
• automatic deceleration before reaching the high and low travel
limits
• automatic stopping at the travel limits and in the event of incorrect
winding of the cable.
The system is protected by:
- one 130 A fuse located in the Electrical Master Box,
- two 7.5 A breakers protecting the “emergency cable cutter” circuit
located on the aft wall (4),
- one 100 A breaker on the hoist power supply system for cut-off and
rearming circuit located on the aft wall (4),
- one 2.5 A breaker and one 6.3 A breaker for the control circuit
located on the center console.
NOTE
The hoist is fitted with a pyrotechnic cable cutter.

FLIGHT MANUAL
AS 550 C3e
1.2 CONTROLS AND INDICATORS AVAILABLE TO THE CREW
Figure 1: Hoist controls

FLIGHT MANUAL
AS 550 C3e
• Controls available to the pilot:

- a [HOIST] pushbutton (12) located on the console is used for
switching on the installation
- a cable shear guarded pushbutton located on the collective pitch
lever which is used to sever the hoist cable in case of an
emergency.
• Controls and indicators available to the hoist operator on the hoist

operator's control grip (5 ):
- an intercom push-to-talk switch (9),
- a thumbwheel (11) to control raising, lowering and stopping of the
cable. The cable winding speed is proportional to the displacement
of the thumbwheel (11).
- a white indicator light (10) shows that the hoist installation is
energized.
2 LIMITATIONS
following:
2.1 MINIMUM CREW

One pilot and one hoist operator.

Maximum permissible load on hoist cable............... : 204 kg (450 lb)
2.3 HAND CABLE CUTTER

A hand operated cable cutter must be within reach of the hoist operator.
2.4 LANDING
Landing with a load suspended on the hoist cable is forbidden.

FLIGHT MANUAL
AS 550 C3e
by the following:
3.1 HOIST FAILURE

According to the load carried and the circumstances, the crew can
either:
- manually pull the cable inside the aircraft if possible or,
- cut the cable or,
- return to base while slightly inclining the hoist cable, with a VNE of
60 KIAS (111 km/h).
3.2 ENGINE FAILURE

- IN HOVER
1. Collective pitch. ................................REDUCE according to the
height.
2. Load ..................................................RELEASE as soon as possible
(Emergency cable-shearing
pushbutton on collective grip)
3. Pedals ................................................Control yaw.
4. Cyclic ................................................Forward to gain forward speed
according to the height
5. Collective pitch .................................INCREASE as necessary to
cushion touch-down
NOTE
In case of an engine failure during a hoisting phase, the pilot
should move away to the right. Ground crew if any must be
forewarned that in the event of engine failure they must escape to
the left of the helicopter.
3.3 ICS FAILURE
According to the circumstances:
- Complete present hoisting operation,
- Abort hoisting mission.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
4.1 EXTERIOR CHECK
ADD:
- Cable protectors on landing gear ........ Check on and secured.
- Hoist arm and arm locking device ...... Check.
- Hoist and cable general condition....... Check.
• If aircraft not fitted with LH sliding door :

- LH door and sub-door.................... Removed.
4.2 INTERIOR CHECK
ADD:
- ICS system .......................................... Check.
- Hoist operator control grip.................. Installed.
- Hoist operator safety belt (5) .............. Installed and secured.
- Hoist operator's glove ......................... On board.
- Manual cable cutter............................. In place.
- Check that the load on the hoist will permit the lateral CG to stay
within limits.
4.3 RUN-UP CHECK
ADD:
1. [HOIST]................................................ ON.
2. Correct UP and DOWN operation ...... CHECK.
3. [HOIST]................................................ RESET in OFF position.
4.4 HOISTING OPERATION
4.4.1 Before hoisting
• Hoist operator
1. Glove .............................. On the hand which guides the
cable.
2. Safety belt....................... FASTENED and SECURED.

FLIGHT MANUAL
AS 550 C3e
• Pilot
1. Pilot/Hoist operator ICS ......CHECK operative.
2. Door opening ......................ORDER when IAS ≤ 60 kt (111 km/h).
3. Heating and demisting........OFF.
4. Power margin available ......CHECK.
5. All parameters ....................CHECK.
4.4.2 Hoisting
WARNING
TO DISCHARGE POSSIBLE STATIC ELECTRICITY

FROM THE AIRCRAFT, THE HOOK SHALL HAVE
GROUND CONTACT BEFORE THE CABLE IS GRASPED.
IF THE HOOK COMES INTO CONTACT FORCEFULLY

WITH THE UPPER MECHANICAL STOP (FAILURE OF
THE HOISTING AUTOMATIC STOP SYSTEM), ABORT
THE HOISTING MISSION.
CAUTION
Take all precautions to prevent the load being hoisted from

hitting any part of the helicopter.
• When helicopter stabilized above the hoisting site:

1. Hoist jib ..................... SET in hoisting position.
2. [HOIST] ...................... ON.
Hoist operator controls the hoist. To bring the load into the
cabin, unlock the jib and pivot it inwards. The snap-hook
(if available) can be used to hold the load while the load is
unhooked.
If the option is installed, the hoist may be operated by the
pilot using the rocker switch on the cyclic grip.

FLIGHT MANUAL
AS 550 C3e
4.4.3 After hoisting operation

1. Hoist jib...................... SET in ferrying position.
2. [HOIST] ...................... RESET in OFF position.
3. Door closing............... As required (check VNE with
door open SECTION 2).
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
HYDRAULIC PUMP DRIVE ON MGB
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
An optional mechanical power output on the MGB enables the installation of
a supplementary hydraulic pump for specific use.
This output is driven by the MGB spiral bevel gear wheel with a speed of
6000 rpm for a corresponding NR of 386 rpm.
When the hydraulic pump is running off load (no specific equipment is using
this specific hydraulic power), the power taken from the MGB must be less
than 3 kW so as not to affect the helicopter's performance.
2 LIMITATIONS
following:
Maximum power consumed by hydraulic pump on load...........: 32 kW,
Maximum power consumed by hydraulic pump off load..........: 3 kW,
The use of hydraulic power is prohibited:
- in hover,
- in climb,
- in flight at IAS < 30 kt (56 km/h) and IAS > 80 kt (148 km/h).
by the following:
• In case of engine failure or loss of power, IMMEDIATELY shut-down the
specific hydraulically powered system.
4 NORMAL PROCEDURES
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
LONG AND SHORT FOOTSTEPS
Long footsteps P/N D. 350-591-111-a

Short footsteps P/N D. 350-591-113
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The long footsteps (P/N D. 350-591-111-a) on the high landing gear facilitate
cabin access and inspection of the transmission and engine decks.
The short footsteps (P/N D. 350-591-113) on the high landing gear facilitate
cabin access.
2 LIMITATIONS
flight manual supplements remain applicable.
4 NORMAL PROCEDURES
5 PERFORMANCE
following:
• Rate of climb: reduce by 2.5 %.

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
DUAL HYDRAULIC SYSTEM
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1. GENERAL
The hydraulic system reduces the pilot's workload by providing hydraulic
assistance to actuate the main rotor controls. This optional dual hydraulic
system is designed to enhance safety and reliability.
• System description:
Two independent circuits, with the same architecture for the main rotor:
- a separate reservoir secured on the top of the MGB,
- a constant flowrate gear-pump generates the hydraulic power,
- a regulator valve/filter unit delivers the pressure at 35 bar (507 psi),
- a distribution system which comprises flexible pressure and return hoses,
supplies the three dual-body servo-controls for the main rotor.
The RH circuit also supplies the single body servo-control for the yaw
control.
The two pumps are driven differently:
- the LH circuit pump is supported and gear-driven by the MGB (MGB front
accessory mechanical output),
- the RH circuit pump is belt-driven by the engine power drive shaft at the
MGB power input.
The total volume of fluid in each system is 2 liters (0.79 US gal – 0.66 UK gal)
when the reservoir is at max. level line.
• Controls and caution lights:

- one yaw servo hydraulic switch on the collective grip to isolate the yaw
hydraulic circuit,
- one [SERVO TST] pushbutton to check servo distributor jamming

FLIGHT MANUAL
AS 550 C3e
- One HYDR caution light which comes on if the pressure in one of the
hydraulic systems drops below 20 bar (290 psi),
- one SERVO caution light which comes on in case of servo distributor

seizure,
- one LIMIT caution light which comes on if maximum lateral servo load is
reached.

FLIGHT MANUAL
AS 550 C3e
View from LH side
View from RH side
Figure 1: Hydraulic system circuits

FLIGHT MANUAL
AS 550 C3e
Figure 2: Hydraulic system block-diagram

FLIGHT MANUAL
AS 550 C3e
2 LIMITATIONS
following:
2.1 SERVO CONTROL FLUID
NORMAL USE
NATO Specification
Oil type Notes
Code
FRANCE USA UK
Synthetic oil - - MIL-H-83282 - -
2.2 HYDRAULIC SYSTEM PRESSURE

- Nominal pressure .................................................... 35 bar (507 psi),
- Low pressure warning light comes on at ................ 20 bar (290 psi).
In flight the warning light must be off.
by the following:
3.1 TAIL ROTOR CONTROL FAILURE
Symptom: jamming of pedals or loss of effectiveness of the pedals. These

conditions make it impossible to control tail rotor thrust with the
pedals.

FLIGHT MANUAL
AS 550 C3e
WARNING
LANDING IS MADE EASIER BY LANDING WITH A RH WIND
COMPONENT. WHEN AIRSPEED IS LESS THAN
20 KT (37 KM/H), GO-AROUND IS IMPOSSIBLE DUE TO
LOSS OF VERTICAL FIN EFFICIENCY.
1. Cyclic and collective.......................... ADJUST to 70 KIAS (130 km/h)

in level flight.
2. Yaw servo hydraulic switch............... OFF on collective grip.
On a suitable area for a running landing procedure:

Make a shallow approach with a slight left sideslip. Perform a running
landing, the sideslip will be reduced progressively as airspeed is
reduced and collective is applied to cushion the landing.
3.2 HYDRAULIC SYSTEM FAILURES

3.2.1 Yaw servo slide-valve seizure:
• In hover
- If no movement about yaw axis:
LAND normally.
- If yaw axis rotation:
Yaw servo hydraulic switch
(collective grip)................. OFF.
• In cruise flight
1. Airspeed............................REDUCE to between 40 and
60 KIAS (74 and 111 km/h)
in level flight, enter sideslip
if necessary.
2. Yaw servo hydraulic
switch (collective grip)... OFF.

FLIGHT MANUAL
AS 550 C3e
3.2.2 Caution and warning panel hydraulic emergency:

WARNING
CORRECTIVE ACTIONS
PANEL
HYDR CAUTION
During high load factor maneuvers, servocontrol
+ reversibility may be encountered.
Keep aircraft in a more or less level attitude.
SERVO
Avoid abrupt maneuvers.
Maintain angle of bank less than 30°.
Loss of hydraulic Maintain IAS below 110 kt (204 km/h) (or VNE if less).
pressure in one • If increased loads are felt on yaw pedals:
circuit. RH circuit failure.
• No loads are felt on yaw pedals:

LH circuit failure.
NOTE
LIMIT light may be on if LH circuit failed or
during load factor maneuvers.
The remaining circuit allows continued safe
flight and landing.

For all cases, normal approach and landing.
SERVO
Jamming of a
distributor valve LAND AS SOON AS PRATICABLE.
on a main servo
unit.

FLIGHT MANUAL
AS 550 C3e
WARNING
CORRECTIVE ACTIONS
PANEL
In high speed cruise flight or steep maneuvers:
LIMIT
1. Collective ......................... Reduce power.
Main servo unit 2. Cyclic................................. Reduce speed or load factor.
max. load reached.
CONTINUE FLIGHT
4 NORMAL PROCEDURES
following:
• ENGINE PRESTART CHECK (paragraph 4.3.1):
Replace items 13 and 14 by the following:
13. CWP lights:
- With battery power ................................... CHECK:
GENE PITOT ENG P
FUEL P HORN SERVO MGB P
HYDR TWT GRIP
- With EPU power....................................... CHECK:

Same lights as above + BATT
14. [SERVO TST].................................................. PRESS: SERVO
• ENGINE STARTING (paragraph 4.3.2):

Replace item 6 by the following:
6. CWP ................................................................. : HYDR ENG P
SERVO MGB P

FLIGHT MANUAL
AS 550 C3e
 RUN UP CHECK (paragraph 4.3.3):

Replace item 1 by the following:
2. Hydraulic checks. ................................. :

 Servo distributor seizure check:
- [SERVO TST].............................. PRESS: SERVO .
 Yaw servo hydraulic check:

- Yaw servo hydraulic switch
(collective grip) .......................... OFF, yaw pedal loads increase,
- Yaw servo hydraulic switch
(collective grip) .......................... ON, check no loads are felt on
yaw pedals.
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
SPECTROLAB SEARCHLIGHT
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1. GENERAL
1.1 DESCRIPTION
The 1.6 kW SPECTROLAB searchlight is designed to facilitate specific

missions (search, rescue, surveillance) where a high intensity search light is
required.
It is located below the tail boom/main structure junction.
The searchlight controls are located on a portable unit which can be used by
the crew members either in the cockpit or in the cabin.
The searchlight system includes:

- a ventilated optical assembly (lamp and reflector), complete with
FOCUS control,
- a gimbal system complete with azimuth and elevation motors,
- a junction box,
- an amber STEER LT indicator light. The caution light comes on when
the searchlight is switched on.

FLIGHT MANUAL
AS 550 C3e
1.2 SEARCHLIGHT CONTROLS UNIT
ON-OFF: stable positions

to switch the system ON and
1. Searchlight Master Switch OFF.
START: unstable position to
switch on the lamp.
Adjust the focus of the light

2. FOCUS pushbutton
beam.
Light beam direction control.

3. UP/DOWN/LEFT/RT joystick Simultaneous displacement on
both axes is possible.
NOTE
To prevent premature damage to the searchlight and to the lamp,
release the switch as soon as the searchlight is illuminated and avoid
long series of flashes.

FLIGHT MANUAL
AS 550 C3e
1.3 Recommended procedure to save lamp life limit.

It is recommended to set the light on for at least 20 minutes, once it
has been switched on.
This 20-minute period enables the lamp electrodes to be
"regenerated".
This prevents the erosion and premature wear to the lamp.
2. LIMITATIONS
The limitations specified in the basic flight manual and in the Flight Manual
Supplements remain applicable.
Flight Manual Supplements remain applicable.
4. NORMAL PROCEDURES
The normal procedures specified in the basic flight manual and in the Flight
Manual Supplements remain applicable and are completed by the
following:
4.1 EXTERNAL CHECKS
Visually check support brackets, attachment fittings, safety devices and

wiring.
4.2 OPERATION
NOTE
It is not recommended for pilot at the controls to operate the
searchlight by himself.
CAUTION
The searchlight radiates a lot of heat. Therefore:

- Do not direct the beam towards flammable materials when the
aircraft is flying at less than 10 ft (3 m) above them.
- Do not direct the beam towards the landing gear skids or the
emergency floatation gear floats.

FLIGHT MANUAL
AS 550 C3e
4.3 PRELANDING CHECK
NOTE
It is recommended to rotate the light against its elevation upper stop.
5. PERFORMANCE
The performances specified in the basic flight manual and in the flight

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
HMP 400 GUN INSTALLATION
IMPORTANT NOTE

OF EFFECTIVE PAGES.

ORIGINAL ISSUE MINISTERIO DE DEFENSA NATIONAL SUP.31-TITLE

FLIGHT MANUAL
AS 550 C3e
1. GENERAL
1.1. DESCRIPTION
The HMP400 pod installation is designed for air-to-surface firing.
The machine gun pod can be installed on the LH and/or RH side of the
helicopter.
The gun assembly is adjustable in site from 7° upwards to 10°
downwards.
The major components are:
- A container including:
• a M3P 12.7 mm machine gun installed on a shock-absorbing cradle,
• a 400 cartridges quickly removable ammunition box,
• an electromechanical recocking system.
- A gun control panel (PC 17).
- An armament selection box (ASB) (refer to SECTION 9).
- Aiming system:
Only the RH pilot can be equipped with a sight system (T100) to aim
the weapons (refer to SECTION 9).
1 - Weapon support beam 2 - Pod HMP400
Figure 1: Pod-mounted gun

FLIGHT MANUAL
AS 550 C3e
1.2. GROUND FIXING INTERLOCK
- One safety pin is inserted on each release unit support immediately

after landing and removed before take-off. This pin prevents from
inadvertent jettisoning on ground.
- One safety pin is inserted in each HPM-400 immediately after
landing and removed before take-off. This pin prevents from
unexpected firing by securing the bolt.
1.3. ARMAMENT CONFIGURATION

The installation of a pod-mounted HMP 400 gun on one side is
compatible with the installation of:
- One HMP400 gun pod
- One FZ220 rocket launcher On the opposite side.
- Empty weapon support beam
- MAG58 cabin-mounted machine gun*.
NOTE
Firing with the MAG 58* is forbidden with a pod installed on the
same side.
Allowed armament configurations are:
LEFT Side RIGHT side

HMP-400 HMP-400
FZ 220 HMP-400
/ HMP-400
FZ 220 FZ 220
/ FZ 220
If Armament Master Switch (AMS) is "OFF" (Ground position), the

ECU of the armament support beam is in a preset fixed site position
(+ 4°).
(*) If installed
SUP.31-2 MINISTERIO DE DEFENSA NATIONAL ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
1.4. SYSTEM CONTROL AND MONITORING

• PC17 Pod Control Panel
Controls the HMP-400 gun pods (refer to operator’s guide).
Main functions:
- Gun pods power supply.
- Firing lines power supply control.
- Gun fault detection and automatic recocking.
- Remaining ammunitions indication.
- Salvo selection (bursts of 10, 25, 50 rounds or unlimited).
- Guns SAFE position.
. This function is ensured also when the external [FIRE] switch is
set to "SAFE" position.
- Manual recocking.
4
1 2 3 2 1
Figure 4: PC 17 Pod Control Panel
SAFE: . Test sequence / Fire safe position.

ARM: . Gun activated position.
1 PST/COCK: . Burst type selection or
. Ammunition quantity selection or
. Manual recocking (unstable position).
2 Burst type setting.
3 Remaining ammunition quantity.
Weapon Not Available or Firing Line Inoperative
4
warning lights.

FLIGHT MANUAL
AS 550 C3e
• Operation
- Firing is only possible when:
− [AMS]........................................... ON,
− [FIRE]........................................... FIRE.
− [PC17] .......................................... ON.
− [SAFE-ARM-PST/COCK] ..............ARM.
- Firing can be controlled by:
. One firing trigger, located on each of the pilot or copilot cyclic grip
(refer to SECTION 7).
. The guns elevation angle are set using the 4-way button located on
the collective lever grip when the switch is set to GUN position
2. LIMITATIONS
following:
2.1 WEAPONS JETTISON ENVELOPE:
120
ROC
(ft/min.)
100 VNE
0
Vi (kt)
-2000
FORBIDDEN
GUN FIRING ENVELOPE:

No restriction, it is recommended to keep LH or RH bank angle ≤ 20°.

FLIGHT MANUAL
AS 550 C3e
The performances specified in the basic flight manual and in the flight manual
following:
3.1 WEAPONS JETTISON
- In flight:
• [AMS] ..............................................CHECK ON: LEFT and/or RIGHT.
• [JETT] guard on collective grip....OPEN.
• [JETT] on collective grip...............PRESS.
NOTE
Weapon jettison is not recommended in IGE hover or during low
speed maneuvers at or below a height of 50 ft.
3.2 ECU FAILURE

• ECU warning lights ........................ L and/or RI
FIRING IS PROHIBITED.
3.3 GUN FAILURES

3.3.1 Gun runaway or untimely cartridge firing:
• [FIRE]..............................................SAFE, guarded.
• "After firing check" procedure...Apply.
ABORT GUN FIRING MISSION.
NOTE
As the weapon is considered as active, adopt a return/landing flight
path which will not jeopardize the safety of persons on the ground.
. After landing:
• Prohibit any helicopter access from forward area.
• GUN safety pin...............................SET IN as soon as possible.
3.3.2 Gun jamming:

• [SAFE-ARM-PST/COCK]..................PST/COCK, wait for "RECOCK"
to appear on PC 17 display.
• Firing ..............................................RESUME.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
NOTE 1
Referring to local Standard Operational Procedures is mandatory.
NOTE 2
It is strongly recommended to use ear protection under the helmet
before firing HMP 400.
4.1 EXTERIOR CHECK

• Weapons check:
- HMP 400 pods................................Attachment, condition, electrical
connections.
- Guns safety pins .............................SET IN.
NOTE
For guns ammunition loading operations, refer to operational rules
and guns manufacturers specific procedures.
4.2 ENGINE PRESTART CHECK

• After ammunition loading, check:
1. [AMS] ...........................................OFF.
2. [AMS] safety pin ..........................SET IN.
3. ASB firing mode selector ............OFF.
4. [FIRE]...........................................SAFE, guarded.
5. [SAFE-ARM-PST/COCK] ...............SAFE.
6. Cyclic grip triggers ......................FOLDED safe (pilot/copilot).
7. [JETT] guard on collective grip ...DOWN position.
8. [PC 17] .........................................OFF.

FLIGHT MANUAL
AS 550 C3e
4.3 BEFORE TAKEOFF CHECK

• Gun firing settings - PC 17 operation:
1. [AMS] ........................................ ON
2. [AMS] light(s) ........................... ON: LEFT and/or RIGHT
(LH and/or RH gun pod fitted).
3. [PC 17] ...................................... ON.
4. Built in test ............................... Check.
5. Burst mode selection ................ :
- [SAFE-ARM-PST/COCK] ......... Maintain PST/COCK until “BUT” is
displayed.
- [SAFE-ARM-PST/COCK] ......... Release, then select burst type:
. each input on PST/COCK increases
the type of burst (10, 25, 50 or
unlimited).
- [SAFE-ARM-PST/COCK] ......... SAFE (confirms the chosen value).
6. Ammunition quantity setting.... Select for each gun pod:

- [SAFE-ARM-PST/COCK] ......... Maintain PST/COCK until “PST” is
displayed.
- [SAFE-ARM-PST/COCK] ......... Release, then enter rounds quantity:
each action on PST/COCK increases
ammunition quantity.
- [SAFE-ARM-PST/COCK] ......... SAFE (confirms the chosen value).
7. [SAFE-ARM-PST/COCK]............ ARM/SAFE as required.
8. [AMS] ........................................ OFF/ON as required.
9. Weapon site movement ............ CHECK.
10. ECU warning lights ................. CHECK L and RI .
11. Gun safety pin.......................... REMOVED.
12. Jettison safety pin .................... REMOVED.
13. [AMS] safety pin ...................... REMOVED.
14. [AMS]....................................... ON as required.

FLIGHT MANUAL
AS 550 C3e
4.4 IN FLIGHT FIRING PROCEDURE

• Before firing check:
1. [AMS] .............................................. ON.
2. [AMS] light(s).................................. ON: LEFT and/or RIGHT .
3. ASB weapons selection................... GUN.
4. ASB station selection ...................... L / L+R / R.
5. Firing distance................................. ADJUSTED.
6. [SAFE-ARM-PST/COCK] .................. ARM.
7. Burst and ammunition quantity....... CONFIRM.
8. ECU warning lights......................... CHECK: L and R .
. When shooting has been authorized:
9. [FIRE] .............................................. FIRE.
10. [FIRE] lights .................................... ON: L / R .
11. PC 17 "UNABLE" lights ................ OFF.
12. Foldable trigger ............................... UNFOLD.
• Firing:
− Cyclic grip trigger ........................... ACTUATE.
− Counter display ............................... RDY LOW flashes when ammo
quantity < 40 per gun (with no
other indication).
• Weapons safety procedure:
When firing is over (ammunition boxes empty):
− Firing and recocking ....................... PERFORM several times to
ensure no ammunition remains
before returning to the landing
area.
• After firing check:
1. Cyclic grip trigger ........................... FOLD to safe position.
2. [FIRE] .............................................. SAFE, guarded.
3. [FIRE] lights .................................... OFF: L / R .
4. [SAFE-ARM-PST/COCK] .................. SAFE.
5. PC 17 "UNABLE" lights ................ ON.
6. ASB weapons selection................... OFF.
7. [PC 17]............................................. OFF.

FLIGHT MANUAL
AS 550 C3e
4.5 AFTER LANDING CHECK:

− [AMS] ..............................................OFF.
− [AMS] safety pin .............................SET IN.
− Guns safety pins .............................SET IN.
− Jettison safety pin ...........................SET IN.
5. PERFORMANCE
following:
AIRCRAFT CONFIGURATION RATE OF LEVEL

(with 1 or 2 weapon support beams) CLIMB FLIGHT
AIRSPEED
1 HMP400
or
2 HMP400 -10.5 % -7 %
or
1 HMP400 with 1 FZ220

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
FZ 220 ROCKET LAUNCHER
IMPORTANT NOTE

OF EFFECTIVE PAGES.

ORIGINAL ISSUE MINISTERIO DE DEFENSA NATIONAL SUP.33-TITLE

FLIGHT MANUAL
AS 550 C3e
1. GENERAL
1.1. DESCRIPTION
The rocket launcher installation is designed for air-to-surface firing.
The rocket launcher pod can be installed on the LH and/or RH side of the
helicopter.
The rocket launcher pod is fixed in site 4° upwards.
The major components are:
- A container including:
• 7 rockets of 70 mm (2.75 in).
- An armament selection box (ASB) (refer to SECTION 9).
- Aiming system:
Only the RH pilot can be equipped with a sight system (T100) to aim
the weapons (refer to SECTION 9).
1.2. GROUND FIXING INTERLOCK

- One safety pin is inserted on each release unit support immediately after
landing and removed before take-off. This pin prevents from inadvertent
jettisoning.
- One safety pin is inserted in each Rocket Intervallometer (IB19-ST,
located inside the support beam) immediately after landing and removed
before take-off. This pin prevents from unexpected firing by cutting the
rockets pyrotechnical lines.
1 - Weapon support beam 2 – Rocket launchers Pod
Figure 1: Pod-mounted gun
ORIGINAL ISSUE MINISTERIO DE DEFENSA NATIONAL SUP. 33-1

FLIGHT MANUAL
AS 550 C3e
1.3. ARMAMENT CONFIGURATION
The installation of only one pod-mounted rocket launcher is compatible

with the installation of:
- One HMP400 gun pod
- One FZ220 rocket launcher On the opposite side.
- Empty weapon support beam
- MAG58 cabin-mounted machine gun*.
NOTE
Firing with the MAG 58* is forbidden with a pod installed on the
same side.
Allowed armament configurations are:
LEFT Side RIGHT side

HMP-400 HMP-400
FZ 220 HMP-400
/ HMP-400
FZ 220 FZ 220
/ FZ 220
1.4. OPERATION
- Firing is only possible when:
. [AMS]........................................................... ON,
. [FIRE] .......................................................... FIRE.
. ASB weapons selection............................... RKT.
. ASB station selection .................................. L / L+R / R.
- Firing can be controlled by:

. One firing trigger, located on each of the pilot or copilot cyclic grip
(*) If installed
SUP. 33-2 MINISTERIO DE DEFENSA NATIONAL ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
2. LIMITATIONS
following:
2.1 WEAPONS JETTISON ENVELOPE:
ROC 120
(ft/min.)
100 VNE
0
Vi (kt)
-2000
FORBIDDEN
2.2 ROCKET FIRING ENVELOPE:

No restriction, it is recommended to keep LH or RH bank angle ≤ 20°.

FLIGHT MANUAL
AS 550 C3e
The performances specified in the Basic Flight Manual and in the Flight Manual
Supplements remain applicable and are completed or modified by the following:
3.1. WEAPONS JETTISON
- In flight:
• [AMS] ............................................. CHECK ON: LEFT and/or RIGHT.
• [JETT] guard on collective grip... OPEN.
• [JETT] on collective grip .............. PRESS.
NOTE
Weapon jettison is not recommended in IGE hover or during low
speed maneuvers at or below a height of 50 ft.
3.2. ECU FAILURE

• ECU warning lights ....................... L and/or RI
FIRING IS PROHIBITED.
3.3. ROCKET LAUNCHER FAILURES

• [FIRE]............................................ SAFE, guarded.
• "After firing check" procedure.. Apply.
ABORT FIRING MISSION.
NOTE
As the weapon is considered as active, adopt a return/landing flight
path which will not jeopardize the safety of persons on the ground.
- After landing:
• Prohibit any helicopter access from forward area.
• ROCKET safety pin....................... SET IN as soon as possible.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the Flight
Manual Supplements remain applicable and are completed or modified by the
following:
NOTE 1
Referring to local Standard Operational Procedures is mandatory.
NOTE 2
It is strongly recommended to use ear protection under the helmet before
firing rocket.
4.1 EXTERIOR CHECK

• Weapons check:
- Rocket launchers pods.................... Attachment, condition, electrical
connections.
- Rocket safety pin ............................ SET IN.
NOTE
For rocket ammunition loading operations, refer to operational rules
and rocket manufacturers specific procedures.
4.2 ENGINE PRESTART CHECK

• After ammunition loading, check:
1. [AMS] ........................................... OFF.
2. [AMS] safety pin .......................... SET IN.
3. ASB firing mode selector ............ OFF.
4. [FIRE]........................................... SAFE, guarded.
5. Cyclic grip triggers ...................... FOLDED safe (pilot/copilot).
6. [JETT] guard on collective grip... DOWN position.

FLIGHT MANUAL
AS 550 C3e
4.3 BEFORE TAKEOFF CHECK

• Rocket firing settings :
1. [AMS] safety pin ..........................REMOVED.
2. [AMS] ...........................................ON
3. [AMS] light(s) ..............................ON: LEFT and/or RIGHT
(LH and/or RH gun pod fitted).
4. [AMS] ...........................................OFF/ON as required.
5. Rocket safety pin .........................REMOVED.
6. Firing and Jettison safety pin.......REMOVED.
4.4 IN FLIGHT FIRING PROCEDURE

• Before firing check:
1. [AMS] ...........................................ON.
2. [AMS] light(s) ..............................ON: LEFT and/or RIGHT .
3. ASB weapons selection ...............RKT.
4. ASB firing mode..........................S or R.
5. Firing angle..................................ADJUSTED.
6. ECU warning lights .....................CHECK: L and R .
. When shooting has been authorized:
7. [FIRE]...........................................FIRE.
8. [FIRE] lights .................................ON: L / R .
9. Foldable trigger............................UNFOLD.
• Firing:
1. Cyclic grip trigger.......................... ACTUATE.
• After firing check:
1. Cyclic grip trigger........................FOLD to safe position.
2. [FIRE]...........................................SAFE, guarded.
3. [FIRE] lights.................................OFF: L / R .
4. ASB weapons selection ...............OFF.

FLIGHT MANUAL
AS 550 C3e
4.5 AFTER LANDING CHECK:

− [AMS] ................................................ OFF.
− [AMS] safety pin ............................... SET IN.
− Firing and Jettison safety pins .......... SET IN.
5. PERFORMANCE
following:
AIRCRAFT CONFIGURATION RATE OF LEVEL

(with 1 or 2 weapon support beams) CLIMB FLIGHT
AIRSPEED
1 FZ220
or
2 FZ220 -10.5 % -7 %
or
1 FZ220 with 1 HMP400

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
FERRY FLIGHT FUEL TANK
IMPORTANT NOTE

OF EFFECTIVE PAGES.


FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The use of this installation is subject to the approval of the operational
authorities concerned.
To increase the maximum range of the helicopter, a specific ferry flight fuel
tank can be installed transversally in the rear cabin area.
The installation consists essentially of:
- a 475 liter (125 US gal – 104.5 UK gal) removable tank with negligible
unusable fuel quantity,
- a vent line,
- a fuel transfer pipe with a manually actuated valve between the ferry tank
and helicopter fuel tank.
The fuel is transferred by gravity into the helicopter fuel tank.
2 LIMITATIONS
following:
2.1 OPERATIONS AUTHORIZED

This installation is to be used only for ferry flight, provided such
operation is permitted by the appropriate aviation authorities of the
country concerned.
2.2 CREW LIMITATION
Only persons essential to the mission shall be allowed on board the
aircraft.
2.3 FERRY TANK FUEL WEIGHT LIMITATION
The weight of fuel that be carried in the ferry tank will depend on the
overall loading of the helicopter. Refer to SECTION 6 of the basic
flight manual to determine aircraft CG.
CAUTION
The maximum ferry tank fuel weight must be determined carefully
to remain within the forward CG limit given by SECTION 2 of the
basic flight manual specifically with a full main tank.
2.4 SPECIFIC ITEMS

Smoking in cabin is prohibited.
Maximum ventilation of the cabin is to be ensured.

FLIGHT MANUAL
AS 550 C3e
by the following:
• Fuel leak in the cabin:
4 NORMAL PROCEDURES
following:
• Checks before filling ferry tank:
.
Ferry tank ............................................ Condition, attachment,
.
Ferry tank vent line .............................. Installed and correctly secured,
.
Transfer valve. ..................................... Closed,
.
Max. ferry tank fuel quantity ............... Determined, refer to SECTION 6
of the basic flight manual to
determine aircraft CG.
• Filling procedure:
. Main fuel tank ..................................... Fill,
. Ferry tank ............................................. Fill with quantity previously
determined.
• In flight transfer procedure:
Takeoff and cruise flight:
. Transfer valve ........................................ Maintain closed until main fuel
gauge reads 80 %.
When fuel gauge reads 80 % :
. Transfer valve ........................................ Open,
. Fuel transfer ........................................... Check effective: (fuel gauge
indicator is moving).
CAUTION
If fuel transfer is not operative, land before the fuel gauge indicator
reads 60%. Failure to land above 60% may result in CG exceeding the
approved limits.

FLIGHT MANUAL
AS 550 C3e
The fuel level in the two tanks will be equal when the ferry tank quantity is
approximately 300 l (79.2 US gal – 66.0 UK gal).
If there is a difference in fuel level, fuel will be transferred and the levels will
be balanced within 10 min.
When the fuel levels are balanced in the two tanks, the quantity corresponding
to the gauge reading is:
Fuel gauge
reading 90 80 70 60 50 40 30 20
(%)
V Liters 805 705 605 505 405 305 205 105
O
L USG 212 186 159 133 107 80 54 27
U
M Imp. 176 154 132 110 88 66 45 23
E G
When the gauge reads 20 % the ferry tank is empty and the quantity of fuel
remaining in the main tank is 105 l (27 US gal – 23 UK gal).
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
"BAMBI BUCKET"
MODEL 2732S
IMPORTANT NOTE




FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The "BAMBI BUCKET" model 2732S installation is a fire-fighting system used
to carry and jettison water or other liquids in flight.
Maximum capacity: 1225 litres.
The installation is composed of a bucket secured to the external load carrying
device via a shackle (refer to SUP.13).
The bucket is filled by plunging it into water (swimming pool, sea, lake, etc.).
The "BAMBI BUCKET" enables the water load to be released in a single drop.
A foam injection system "SACKSAFOAM" (P/N: SF02-2044) can be installed
as an option.
1.1 GENERAL DESCRIPTION

The controls include:
- A [SLING] pushbutton located on the console for switching on the
installation.
- A pushbutton (1) located on the cyclic grip is used to release the
contents of the bucket.
- A pushbutton (2) located on the cyclic grip is used to electrically
release the entire load suspended from the sling hook.
- A trigger (3) located on the collective lever is used to mechanically
release the entire load suspended from the sling hook.
Figure 1: Release controls

FLIGHT MANUAL
AS 550 C3e
- A load indicator indicates the weight suspended from the hook (refer to
SUP.13).
- A control unit located on the instrument panel or the console is used to
control the optional foam injection system.
2 LIMITATIONS
supplements remain applicable and are completed or modified by the following:
Speed limitations:
- Empty bucket .......................................: VNE = 90 kt (167 km/h - 104 MPH).
- Bucket full or partially filled ...............: VNE = 80 kt (148 km/h - 92 MPH).
following:
3.1 WATER EMERGENCY JETTISON
If it is impossible to jettison the contents of the "BAMBI BUCKET" via the
electrical control on the cyclic grip, the pilot may place the bucket (filled or
empty) on the ground as he would do with a load on the cargo sling.
The ground staff may then unhook the bucket via the load release device.
3.2 BUCKET EMERGENCY JETTISON
If there is a problem on the helicopter requiring bucket jettison, the bucket
(filled or empty) may be released via the cargo sling electrical or
mechanical release controls.
In order to release the bucket, it is recommended to enter a right hand turn
with a slight load factor.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
4.1 CHECK BEFORE TAKEOFF
- Check that the bucket is correctly secured.
- Check that the manufacturer's plate on the shackle and the ballast inside
the bucket are facing forward.
5 PERFORMANCE
For weights with external load > maximum weight specified in the limitations
section of the basic flight manual, refer to SECTION 5.1, "REGULATORY
PERFORMANCE", page 5-11 of the basic flight manual; the curves are plotted
in dotted lines on figure 5-6.

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
GARMIN GNS 430/430W

GPS
IMPORTANT NOTE




FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The “GNS 430/430W” includes a VHF COM transceiver, a VOR/ILS
receiver and a GPS navigation system.
The GARMIN “GNS 430/430W” GPS system complies with the
requirements as a supplement to VFR navigation.
Abbreviations
• BRG : Bearing to waypoint.
• CDI : Course Deviation Indicator.
• DTK : Desired Track.
• DIS : Distance to waypoint.
• ETE : Estimated Time En-route.
• GS : Ground Speed.
• HSI : Horizontal Situation Indicator
• OBS : Omni Bearing Selector
• RAIM : Receiver Autonomous Integrity Monitoring.
• TRK : Track.
• XTK : Cross Track error, the cross track error has a manual or
an automatic adjustable scale on the CDI.
2 LIMITATIONS
following:
2.1 PILOT'S GUIDE
2.1.1 GNS 430 pilot's guide
The Pilot's Guide operating manual (Part number 190-00140-00,
Rev. F dated July 2000 or later revision) must be on board the
aircraft and readily available to the pilot.

FLIGHT MANUAL
AS 550 C3e
2.1.2 GNS 430W pilot's guide

The Pilot's Guide operating manual (Part number 190-00356-00,
Rev.C dated March 2008 or later revision) must be on board the
aircraft and readily available to the pilot.
2.2 SOFTWARE VERSIONS
2.2.1 GNS 430 Software versions
The GNS 430 must be loaded with the following or later
approved software versions:
GNS 430 sub-system Software version

Main 2.25
GPS 2.11
COMM 5.00
VOR/LOC 3.01
G/S 2.03
The main software version is displayed on the GNS 430 self-test

page 5 seconds after power-on. The other system software
versions can be checked on the AUX group sub-page 2:
SOFTWARE/DATABASE Ver.
From main software version 5.01, a TAWS (TERRAIN) function
has been added to the GNS 430. USING THE TAWS
FUNCTION OF THE GPS IS PROHIBITED. Consequently, this
function is de-activated by configuration and shall remain so.
2.2.2 GNS 430W Software versions
The GNS 430W must be loaded with the following or later
approved software versions:
GNS 430W sub-system Software version
Main 3.10
GPS 3.1
COMM 7.00
VOR/LOC 5.02
G/S 4.00

FLIGHT MANUAL
AS 550 C3e
The main software version is displayed on the GNS 430W

self-test page 5 seconds after power-on. The other system
software versions can be checked on the AUX group sub-page 2:
SOFTWARE/DATABASE Ver.
USING THE TAWS FUNCTION OF THE GPS IS

PROHIBITED. Consequently, this function is de-activated by
configuration and shall remain so.
The GPS receiver is capable of tracking SBAS (WAAS,
EGNOS) satellites. USING THE SBAS MODE OF THE GPS IS
PROHIBITED. Consequently, SBAS (WAAS, EGNOS)
operation is de-activated in set-up sub-group page 2 and shall
remain so.
2.3 OPERATION
The use of the GPS is restricted to VFR flight only.
All the navigation means required for each route phase of the intended
flight must be available and serviceable.
As the database is not guaranteed, the crew must check, before the
flight if possible, the validity and the accuracy of the database
information by reference to the official documentation.
Before starting navigation, the crew must read the GNS 430/430W self-
test messages to check that all necessary validities are present.
2.4 PLACARDS
GPS OPERABLE IN VFR GPS UTILISABLE EN VFR

CONDITIONS ONLY UNIQUEMENT
Location: Next to the GNS 430/430W on the instrument panel.

FLIGHT MANUAL
AS 550 C3e
by the following:
3.1 GPS FAILURES
FAILURES CORRECTIVE ACTIONS
NAV flag on HSI [MSG] key........................Press and check message.

(or external CDI).
+ 1. GPS navigation data not available or invalid.
2. RAIM POSITION WARNING.
MSG
In both cases, use remaining operational means of
navigation (GNS 430/430W VOR or any other
available means).
CONTINUE THE FLIGHT
MSG [MSG] key........................Press and check message.

+
RAIM IS NOT AVAILABLE
INTEG
Revert to other operational means of navigation (GNS
430/430W VOR or any other available means)
approved for the route and flight phase.
During En-route phase, GPS navigation can still be
used provided the position can be checked with other
means of navigation at least every 15 min.
CONTINUE THE FLIGHT
NOTE
Bottom row key [MSG] is used on GNS 430/430W to display the message.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
4.1 OPERATING PROCEDURES
The detailed operating procedures are described in the Pilot's Guide
referenced in paragraph 2.1 of this supplement.
NOTE 1
Use of the VHF frequencies listed below may degrade GPS receiver
operation after 10 to 15 seconds of transmission time, returning to
normal operation a few seconds after transmission ends.
Frequencies = 121.150 / 121.175 / 121.200 / 131.200 / 131.250 /
131.275 and 131.300 MHz.
NOTE 2
Correct operation of the GPS is not guaranteed for cabin
temperatures below - 20°C.
4.2 CONTROLS AND INDICATORS
The GNS 430/430W GPS navigation system provides the following
information to the pilot's HSI or external CDI:
- XTK
- TO / FROM
- Validity flag
NOTE 1
XTK full scale deviation is the same for the HSI, or external CDI,
and the GNS 430/430W integrated CDI. Default setting is 5 NM
(meaning that full deviation is achieved when XTK reaches 5 NM)
except within 30 NM range of the departure/destination airfield.
Within 30 NM of the destination airfield, the full scale deviation
gradually ramps from 5 to 1 NM. Likewise, upon departure,
default setting is 1 NM gradually increasing up to 5 NM beyond
30 NM from the departure airfield.

FLIGHT MANUAL
AS 550 C3e
NOTE 1 (Cont’d)
XTK scale is also selectable by the pilot. However, the GNS 430/430W
will automatically select the lowest value between the default setting and
the value selected by the pilot. Current selected scale is displayed on
either side of the GNS 430/430W's CDI. Recommended full-scale value
for helicopter "En-route" navigation is 1 NM.
NOTE 2
The HSI or CDI course is not automatically slaved to the desired track
(DTK). Consequently, when GPS navigation is selected,( GPS on GNS
430/430W screen) as HSI or external CDI navigation source, the course
pointer on the HSI or course selector on the external CDI must be
manually set to the DTK indicated by the GNS 430/430W. Particular
attention is required during automatic navigation leg changes and
subsequent change of DTK. However, if the course selected on pilot's
HSI or external CDI differs from the DTK by more than 10°, the MSG
annunciator will flash and the message Set course to xxx will be
displayed on the GNS 430/430W "MSG" page.
NOTE 3
Pressing the [CDI] key on the GNS 430/430W toggles HSI or external
CDI navigation source between GPS and VOR/ILS ( GPS or VLOC
displayed above [CDI] key).
NOTE 4
Pressing the [OBS] key on the GNS 430/430W toggles between manual
mode (OBS mode) and automatic sequencing of waypoints.
Activating OBS mode, indicated by the OBS annunciator above the
[OBS] key, holds current active waypoint as the navigation destination
and prevents the GNS 430/430W from sequencing to the next waypoint.
In OBS mode, the DTK to/from the active waypoint is controlled via the
pilot's HSI course pointer or external CDI course selector.
The "GNS 430/430W" GPS navigation system is also associated with a
two-label indicator on the pilot's instrument panel (If installed):
Waypoint Alert light
WPT
MSG
GNS 430/430W Message Alert

FLIGHT MANUAL
AS 550 C3e
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
GPS TNL 2101 APPROACH PLUS I/O
IMPORTANT NOTE



ORIGINAL ISSUE SUP.55A-TITLE

FLIGHT MANUAL
AS 550 C3e
1 GENERAL
The TNL 2101 APPROACH PLUS I/0 GPS system complies with the
requirements of AC 20-138 for use in VFR conditions, as a day or night
primary navigation aid.
This navigation system:
- Provides the HSI indicators with the following information:
 DTK : The DTK is set manually using the CRS (course) control.
 XTK : The track error has an adjustable scale both for the
equipment built-in CDI and for the HSI indicator.
On the helicopter, the recommended value to use en route
and in the terminal area is ± 1 NM.
It is also recommended to use the same scale for the built-
in and external CDI's.
When the equipment is switched on, the operator is
automatically advised of the XTK scale selected.
 a validity flag for the GPS.
- Sends the following data to of the lights located on the instrument

panel:
WPT - Way-point approach. WPT

MSG - Repeat of CDU MSG data.
HLD - Stores a pilot action MSG
which suspends the current flight plan.
HLD
Abbreviations used:
DTK : Desired Track.

XTK : Cross-Track.
TK : Track.
CDU : Control Display Unit.
CDI : Course Deviator Indicator.
RAIM : Receiver Autonomous Integrity Monitoring.
HSI : Horizontal Situation Indicator.
ORIGINAL ISSUE SUP.55A-1

FLIGHT MANUAL
AS 550 C3e
2 LIMITATIONS
following:
- The data base is not guaranteed.

- Use of the GPS system is approved in VFR only.
The pilot is reminded of these directives by the following placard:
GPS OPERABLE IN VFR GPS UTILISABLE EN VFR

CONDITIONS ONLY UNIQUEMENT
The Emergency Procedures specified in the basic flight manual and in the
by the following:
3.1 GPS FAILURES
 GPS failures
1st case
Symptoms: - Appearance of a GPS flag on the HSI.

- Flashing of MSG pushbutton on the CDU as well as
the MSG warning lights.
Analysis Action
- Loss of GPS data validity. - Use conventional navigation

equipment.
NOTE
Pressing the MSG pushbutton on the CDU indicates the status of the
GPS.
SUP.55A-2 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
2nd case
Symptoms: - Flashing of "MSG" annunciator on the CDU and

"MSG" warning lights on the instrument panel with a
30-s time delay.
Analysis Action
- RAIM failure - Use conventional navigation

("RAIM UNAVAILABLE" message). equipment (refer to NOTES 1
and 2).
or
- Error position detected by the RAIM - Use conventional navigation
("RAIM ERROR" message). equipment (refer to NOTE 2).
NOTE 1
"En route", the GPS can still be used, subject to checking the
navigation data by conventional equipment at least every 15 minutes.
NOTE 2
Pressing the MSG pushbutton on the CDU indicates the status of the
GPS.
4 NORMAL PROCEDURES
The Normal Procedures specified in the basic flight manual and in the flight
manual supplements remain applicable and are completed or modified by
the following:
- Before starting the navigation, the crew must read the CDU messages to
check that all the validities are present.
- The PILOT GUIDE operating manual (Part number 82881 E) must be up
to date and available on board the aircraft.
- The equipment in use must have software (part number 241 D),
compatible with the above-mentioned PILOT GUIDE.
- The crew must check the validity and accuracy of the data base
information (28 day validity) relative to the official documentation.
ORIGINAL ISSUE SUP.55A - 3

FLIGHT MANUAL
AS 550 C3e
NOTE
- Use of the VHF frequencies listed below may degrade GPS receiver
operation after 10 to 15 seconds of transmission, reverting to normal
3 seconds after transmission ends.
F = 121.150/121.175/121.200/131.200/131.250/131.275/131.300 Mhz.
- The GPS has demonstrated correct behavior in continuous

operation from –20°C up to OAT = 32°C, and for 30 minutes up to
OAT + 50°C.
5 REGULATORY PERFORMANCE
The performances specified in the basic flight manual and in the flight
SUP.55A-4 ORIGINAL ISSUE

FLIGHT MANUAL
AS 550 C3e
SUPPLEMENT
ABSEILING INSTALLATION
IMPORTANT NOTE




FLIGHT MANUAL
AS 550 C3e
1 GENERAL
This installation (Modification 355P84.0080) allows trained personnel to
perform abseiling. It consists of two rings secured to the cabin floor in front of
the passenger seats and of a protection for the lower rail of each sliding door.
2 LIMITATIONS
supplements remain applicable and are completed or modified by the following:
- Abseiling is limited to hover flight.
After completion of the abseiling operation, transition to forward flight or
landing is prohibited with the ropes extended.
- The load on the abseiling installation is limited to 120 kg (265 lb) per ring.
A placard located near to each ring indicates the maximum load.

FLIGHT MANUAL
AS 550 C3e
4 NORMAL PROCEDURES
following:
- Before takeoff, determine the weight and CG conditions which will prevail
during the mission, knowing that the load on the abseil ropes is located at:
. 2.24 m (88 in) from the longitudinal datum,
. 1.09 m (43 in) from the aircraft centerline.
5 PERFORMANCE

FLIGHT MANUAL
AS 550 C3e
SECTION 6
WEIGHT AND BALANCE
Page
6.1 GENERAL ....................................................................................................6-1

6.2 WEIGHT AND BALANCE.........................................................................6-1
6.2.1 WEIGHT - STANDARD DEFINITIONS........................................6-1
6.2.2 CENTER OF GRAVITY CONVENTIONAL TERMS .................6-2
6.3 LONGITUDINAL CG LOCATION ..........................................................6-3
6.3.1 CALCULATING CG .........................................................................6-3
6.3.2 LOADING DATA...............................................................................6-3
6.3.3 CG CHARTS ......................................................................................6-3
6.4 LATERAL CG ............................................................................................6-12
6.4.1 CREW AND PASSENGERS...........................................................6-12
6.4.2 LOADS AND STRETCHERS.........................................................6-13
6.4.3 DETERMINATION OF LATERAL CG LOCATION ................6-15
6.5 WEIGHT AND MOMENT OF EQUIPMENT ITEMS .........................6-16
6.5.1 LONGITUDINAL CG .....................................................................6-16
6.5.2 LATERAL CG..................................................................................6-18
6.6 WEIGHING ................................................................................................6-19
6.6.1 PRELIMINARY ACTIONS............................................................6-19
6.6.2 WEIGHING PROCEDURES .........................................................6-19
MANUFACTURER’S DATA MINISTERIO DE DEFENSA NATIONAL 6-i

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
SECTION 6
WEIGHT AND BALANCE
Page
6.1 GENERAL ....................................................................................................6-1

6.2 WEIGHT AND BALANCE.........................................................................6-1
6.2.1 WEIGHT - STANDARD DEFINITIONS........................................6-1
6.2.2 CENTER OF GRAVITY CONVENTIONAL TERMS .................6-2
6.3 LONGITUDINAL CG LOCATION ..........................................................6-3
6.3.1 CALCULATING CG .........................................................................6-3
6.3.2 LOADING DATA...............................................................................6-3
6.3.3 CG CHARTS ......................................................................................6-3
6.4 LATERAL CG ............................................................................................6-12
6.4.1 CREW AND PASSENGERS...........................................................6-12
6.4.2 LOADS AND STRETCHERS.........................................................6-13
6.4.3 DETERMINATION OF LATERAL CG LOCATION ................6-15
6.5 WEIGHT AND MOMENT OF EQUIPMENT ITEMS .........................6-16
6.6 WEIGHING ................................................................................................6-19
6.6.1 PRELIMINARY ACTIONS............................................................6-19
6.6.2 WEIGHING PROCEDURES .........................................................6-19
MANUFACTURER’S DATA 6-i

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 6- 1: BASIC DATUM PLANES ................................................................ 6-2

FIGURE 6 - 2: LONGITUDINAL LOCATION OF SEATS ................................. 6-5
FIGURE 6 - 3: LONGITUDINAL LOCATION OF LOADS ................................ 6-6
FIGURE 6 - 4: LONGITUDINAL LOCATION OF FUEL ................................... 6-7
FIGURE 6 - 5: LONGITUDINAL LOCATION OF WEAPON
SUPPORT ARMS ............................................................................ 6-8
FIGURE 6 - 6: CENTER OF GRAVITY .................................................... 6-10 / 6-11
FIGURE 6 - 7: LATERAL LOCATION OF SEATS ............................................ 6-12
FIGURE 6 - 8: LATERAL LOCATION OF STRETCHERS AND LOADS ..... 6-13
FIGURE 6 - 9: LATERAL LOCATION OF WEAPON
SUPPORT ARMS .......................................................................... 6-14
6 - ii MANUFACTURER'S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.1 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.
6.2 WEIGHT AND BALANCE
6.2.1 WEIGHT - STANDARD DEFINITIONS
• Empty Weight (EW)
This corresponds to the sum of the weights of the permanent
assemblies and equipment:
- The vehicle and its power plant.
- Equipment common to all missions.
- Lubricants and hydraulic fluids.
- Unusable fuel.
EW then is constant for a given aircraft.
• Equipped Empty Weight (EEW)
This is the sum of:
- Empty weight (EW)
- Weight of the specific operational or mission equipment.
EEW varies according to the proposed mission.
• All-up Weight (AUW)
This is the sum of:
- Equipped empty weight (EEW)
- Crew weight
- Payload
- Usable fuel weight
• Maximum Weight
Refer to limitations (SECTION 2).
MANUFACTURER'S DATA 6-1

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.2.2 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 2.60 m (102.3 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 (133.8 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.
Figure 6 - 1: Basic datum planes
NOTE
CG location limits must not be exceeded. Refer to SECTION 2 Limitations.
6-2 MANUFACTURER'S DATA

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
CAUTION
A CG location which is correct on takeoff may vary during the

mission, due to fuel weight reduction or loading variation and
therefore exceed acceptable limits.
- Longitudinal CG must be monitored more closely.

- Lateral CG need be considered in asymmetrical loading
configurations.
6.3 LONGITUDINAL CG LOCATION

6.3.1 CALCULATING CG
• Procedure
The distance from the aircraft center of gravity to the datum plane is
obtained using the formula:
Sum of moments
= CG in flight order.
Sum of weights

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• Example: Analysis for a passenger transport mission

- Before takeoff
1) Determine the maximum permissible takeoff weight.
2) Note the equipped empty weight and the moment.
3) Refer to the tables given below to determine loading conditions,
totalize weights and moments.
4) Calculate the CG location.
5) Check that CG is within permissible limits.
Example:
kg m.kg lb in.lb
EEW 1200 4272 2646 370837
Front seats 175 271 386 23554
Rear seats 150 381 331 33097
Rear cabin freight 50 112 110 9744
Side cargo hold 100 320 220 27716
Rear cargo hold 50 230 110 19921
Fuel 427 1484 941 128738
TOTAL 2152 7070 4744 613607
7070 613607
CG = = 3.285 m CG = = 129.3 in
2152 4744
Longitudinal CG is within the permissible limits.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.3.2 Loading data

 Crew and passengers
*
Figure 6 - 2: Longitudinal location of seats
METRIC UNITS OTHER UNITS

WEIGHT MOMENT : m.kg WEIGHT MOMENT : in . lb
(kg) (A) (B) (lb) (A) (B)
60 93 152 100 6102 9999
80 124 203 150 9153 14999
100 155 254 200 12204 19998
120 186 305 250 15255 24998
140 219 356 300 18306 29997
160 248 406 350 21357 34997
180 279 457 400 24408 39996
200 310 508 450 27459 44996
220 341 559 500 30510 49995
240 372 610 550 54995
260 660 600 59994
280 711 650 64994
300 762 700 69993
320 812 750 74993
340 864 800 79992
360 914 850 84992
380 965 900 89991
400 1016 950 94991
MANUFACTURER’S DATA 6-5

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 Freight and baggage transport
Figure 6 - 3: Longitudinal location of loads

METRIC UNITS
WEIGHT MOMENT : m.kg
(kg) (A) (B) (C)* (D) (E)
10 15,5 22,5 27,6 32 46
20 31 45 55,2 64 92
50 77,5 112,5 138 160 230
70 108,5 157,5 193,2 224 322
80 124 180 220,8 256 368
100 155 225 276 320
120 186 270 331,2 384
150 232,5 337,5 414
200 450 552
250 562,5
300 675
310 697,5
OTHER UNITS
WEIGHT MOMENT : in.lb
(lb) (A) (B) (C)* (D) (E)
50 3051 4429 5439 6299 9055
100 6102 8858 10878 12598 18110
150 9153 13287 16317 18897 27165
176 10740 15590 19145 22172 31874
200 12204 17716 21756 25196
220 13424 19488 23932 27716
250 15255 22145 27195 31495
264 16109 23385 28718 33259
300 18306 26574 32634
330 20137 29231 35897
400 35432 43512
500 44290 54390
600 53148
(*) Optional

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• Fuel
Figure 6 - 4: Longitudinal location of fuel
NOTE
Fuel specific gravity: 0.79
METRIC UNITS
kg litre m. kg kg litre m.kg kg litre m. Kg
20 25.32 69.5 180 227.88 625.5 340 430.38 1181.5
40 50.64 139 200 253.20 695 360 455.70 1251
60 75.96 208.5 220 278.52 764.5 380 481.01 1320.5
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
140 177.24 486.5 300 379.8 1042.5
160 202.56 556 320 405.06 1112
OTHER UNITS
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
150 22.75 18.95 20522 650 98.60 82.11 88927
200 30.34 25.26 27362 700 106.19 88.42 95767
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
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

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• Weapon support beams*
Figure 6 - 5: Longitudinal location of weapon support arms

METRIC UNITS
WEIGHT MOMENT
DESCRIPTION
kg m.kg
- RH or LH weapon support
38.6 133
beam with connecting rod
45.2 156
beam with ECU
OTHER UNITS
WEIGHT MOMENT
DESCRIPTION
lb In.lb
85.1 11573.6
beam with connecting rod
99.6 13545.6
beam with ECU
(*) If installed
6-8 MANUFACTURER’S DATA

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.3.3 CG Charts
The following charts (metric and other 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.
These charts are designed so that the variations in fuel weight make the
CG move along a vertical line.
Example 1: Total weight 1800 kg for a CG of 3.30 m

During the flight, after consumption of 200 kg of fuel, the
CG will be 3.28 m (Refer to chart).
Example 2: Total weight 4000 lb for a CG of 1.31 in

During the flight, after consumption of 600 lb of fuel, the
CG will be 130 in (Refer to chart).
The weight and CG limits are given in LIMITATIONS (SECTION 2)

and may be modified by the Supplements corresponding to the optional
items installed.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 6-6: Center of gravity

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 6 - 6: Center of gravity (cont'd)

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.4 LATERAL CG
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).
6.4.1 Crew and passengers
Figure 6 - 7: Lateral location of seats
METRIC UNITS
(kg) (A) (B) (C) (D)
50 18 25 10 31
60 22 30 12 37
70 25 35 14 43
80 29 40 17 50
90 32 45 19 56
100 36 50 21 62
120 43 59 25 74
OTHER UNITS
(lb) (A) (B) (C) (D)
100 1417 1949 815 2445
120 1700 2339 978 2934
140 1984 2729 1141 3423
160 2267 3118 1304 3912
180 2551 3508 1467 4401
200 2834 3898 1630 4890
220 3117 4288 1793 5379
240 3401 4678 1956 5868
260 3684 5067 2119 6357
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.4.2 Loads and stretchers
A = 0.360 m (14.17 in) E = 0.41 m (16.14 in)

B = 0.207 m (8.15 in) F = 1.54 m (60.63 in)
C = 0.620 m (24.45 in) G = 0.56 m (22.04 in)
Figure 6 - 8: Lateral location of stretchers and loads
METRIC UNITS
(kg) (A) (B) (C) (E)* (F)* (G)
50 18 10 31 21 77 28
60 22 12 37 25 92 34
70 25 14 43 29 108 39
80 29 17 50 33 123 45
90 32 19 56 37 139 50
100 36 21 62 41 154 56
120 43 25 74 49 185 67
136 49 28 84 56 209
160 246
180 277
204 314
OTHER UNITS
(lb) (A) (B) (C) (E)* (F)* (G)
100 1417 815 2445 1634 6079 2189
120 1700 978 2934 1961 7295 2627
140 1984 1141 3423 2288 8511 3065
160 2267 1304 3912 2614 9726 3502
180 2551 1467 4401 2941 10942 3940
200 2834 1630 4890 3268 12158 4378
220 3117 1793 5379 3595 13374 4816
240 3401 1956 5868 3922 14590 5254
260 3684 2119 6357 4248 15805 5691
300 4251 2445 7335 4902 18237
350 21277
400 24316
450 27356
(*) Optional
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• Weapon support beams*
Figure 6 - 9: Lateral location of weapon support arms

METRIC UNITS
MOMENT
WEIGHT DISTANCE I
DESCRIPTION m.kg
kg m
+ -
- CROUZET Sight 2.0 0.36 0.7
- RH weapon support beam
38.6 0.703 27.1
with connecting rod
45.2 0.752 34
with ECU
- LH weapon support beam
38.6 0.703 27.1
with connecting rod
45.2 0.752 34
with ECU
OTHER UNITS
MOMENT
WEIGHT DISTANCE I
DESCRIPTION in lb
lb in
+ -
- CROUZET Sight 4.4 14.2 62.5
85.1 27.7 2357
with connecting rod
99.6 29.6 2948
with ECU
85.1 27.7 2357
with connecting rod
99.6 29.6 2948
with ECU
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.4.3 Determination of lateral CG location

The computation method is the same as that used for determining the
longitudinal CG location (paragraph CALCULATING CG -
SECTION 6).
Add weights and moments to the aircraft empty weight and moment
referring to the preceding pages.
Lateral CG location values during the mission shall fall within the
permissible limits.
Example:
- Before flight:
kg m.kg lb in.lb
EEW 1200 9.70 2646 842
Front seats 175 0 386 0
Middle right rear seat 75 15.5 165 1345
Full right rear seat 75 46.5 165 4034
Left rear cabin freight 50 - 21 110 - 1819
LH side cargo hold 80 - 45 176 - 3880
RH side cargo hold 20 11 45 970
Rear cargo hold 50 0 110 0
Fuel 427 0 941 0
TOTAL 2152 16.7 4744 1492
16.7 1492
CG = = 0.0078 m CG = = 0.32 in
2152 4744
Lateral CG is within the permissible limits.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.5 WEIGHT AND MOMENT OF EQUIPMENT ITEMS

The following list covers the equipment items. It gives the approximate
weight and moment of the removable components.
6.5.1 LONGITUDINAL CG
WEIGHT ARM MOMENT

EQUIPMENT ITEM
kg lb m in m.kg in.lb
Aircraft ground tool kit 39.5 87.8 - - - -
• Twin handling wheels
• Helicopter hoisting ring
Aircraft tool kit 7.1 15.7 - - - -
• Static pressure port cover
• Pitot tube cover
• Mooring ring
• Document bag
• Storage bag
• Main rotor blade socks
• Engine tail pipe cover
• Air intake cover
• Tail rotor blade locking tool
Air ambulance system
• Lower (with stretcher) 15.61 34.41 1.77 69.68 27.63 2397.69
• Upper (with stretcher) 17.2 37.92 1.91 75.2 32.85 2851.58
Arriel engine flushing system 0.65 1.43 4.08 160.63 2.65 230.18
Axe 1.18 2.6 1.75 68.9 2.07 179.23
Battery
• 1st battery or 2nd battery
(very-cold weather starting 14.38 31.7 3.99 157.09 57.38 4979.75
system)
Cabin fire extinguisher 1.96 4.32 1.7 66.93 3.33 289.2
Cable cutter 6.95 15.32 1.03 40.55 7.16 621.23
Cargo swing 1400 kg
• Release unit 17.51 38.6 3.45 135.83 60.41 5243.04
• Non- rotating release unit 16.85 37.15 3.45 135.83 58.13 5046.08
• “ON BOARD” release unit 13.38 29.5 3.36 132.28 44.96 3902.26
“DATCON” elapsed time indicator 0.14 0.31 0.8 31.5 0.11 9.72
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
WEIGHT ARM MOMENT

EQUIPMENT ITEM
Doors
• Sliding door with fixed 8.46 18.65 2.44 96.06 20.64 1791.65
window
Dual controls 3.44 7.58 1.66 65.35 5.71 495.63
Emergency floatation gear 64.14 141.4 3.36 132.28 215.51 18704.39
• Floatation gear kit 51.22 112.92 3.36 132.28 172.1 14937.06
• Cylinder (*2) 12.92 28.48 3.36 132.28 43.41 3767.33
Emergency locator transmitter
KANAD 121 AF-H
• ELT fixed parts 1.03 2.27 2.29 90 2.35 204.36
• ELT removable parts 1.09 2.4 4.28 168.31 4.66 404.44
KANAD 406 AF-H
• ELT fixed parts 1.03 2.27 2.29 90 2.35 204.36
• ELT removable parts 1.19 2.62 4.28 168.31 5.09 441.55
External mirror
RH external mirrors 2.83 6.24 0.46 18.11 1.3 112.99
• Fixed part installation 0.2 0.44 0.56 22.05 0.11 9.72
• Removable part installation 2.63 5.8 0.48 18.90 1.26 109.57
RH heated external mirrors 2.25 4.96 0.49 19.29 1.10 95.69
• Fixed part installation 0.45 0.99 0.56 22.05 0.25 21.87
• Removable part installation 2.25 4.96 0.48 18.9 1.08 93.74
Ferry fuel tank 27.62 60.89 2.34 92.13 64.63 5609.8
• Tank 26.01 57.34 2.34 92.13 60.86 5282.73
• Complement for installation 1.61 3.55 2.34 92.13 3.77 327.06
First aid kit
• On pilot seat 3.32 7.32 1.65 64.96 5.48 475.46
• Under passenger rear seat 2.82 6.22 2.45 96.46 6.91 599.66
Footstep “DART”
• On high landing gear 8.94 19.71 2.24 88.19 20.03 1738.11
• On low landing gear 8.54 18.83 2.24 88.19 19.13 1660.34
Skis “SURFAIR” 26.88 59.26 4.23 166.54 113.7 9869

Lights
• Swivelling and retractable
5.25 11.75 1.9 74.68 9.98 865.44
landing light
• "SPECTROLAB" 18 39.6 4.9 192.9 88.2 7643
• "LOCATOR" 10.1 22.3 0.92 36.22 9.3 809
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
WEIGHT ARM MOMENT

EQUIPMENT ITEM
Hoist
Electric hoist "AIR EQUIPMENT" 38.22 84.26 2.8 110.24 107.02 9288.4
(136 kg – 300 lb) with jib, hoist,
grip, pulley-block, safety belt, hand
cable cutter.
Drip pan 11.27 24.85 2.86 112.6 32.33 2797.58
Landing gear
• Wear plates 1.77 3.9 3.18 125.2 5.63 488.53
• Reinforced wear plates 3.56 7.86 3.18 125.2 11.33 983.69
Seats
• "FISCHER" front seat with
13 28.65 1.78 70.08 23.14 2008.43
energy absorption (one seat)
• Four-passenger rear seats
21.1 46.52 2.54 100 53.59 4651.67
including cushions
Type T100 sight installation 3.23 7.12 1.18 46.77 3.84 333.57
HMP400 empty 88 194 3.39 299 25969
HMP400 ammunition
52 114.6 3.40 177 15345
(400 rounds)
Rocket launcher empty 21 46 3.39 71 6197
7 Rockets (FZ 90 + FZ 71) 74.2 164 3.40 252 21897
1 Rocket (FZ 90 + FZ 71) 10.6 23.3 3.40 36 3128
6.5.2 LATERAL CG
WEIGHT ARM MOMENT
EQUIPMENT ITEM
Right side : + / Left side : -
HMP400 empty 88 194 1.46 57.32 ± 128 ± 11121
HMP400
52 114.6 1.46 57.32 ± 75.5 ± 6569
ammunition (400 rounds)
Rocket launcher empty 20 44 1.46 57.32 ± 29 ± 2527
7 Rockets (FZ 90 + FZ 71) 74.2 164 1.46 57.32 ± 108 ± 9338
1 Rocket (FZ 90 + FZ 71) 10.6 23.3 1.46 57.32 ± 15.4 ± 1340
6 - 18 MINISTERIO DE DEFENSA NATIONAL MANUFACTURER’S DATA

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
WEIGHT ARM MOMENT

EQUIPMENT ITEM
Hoist
Electric hoist "AIR EQUIPMENT" 38.22 84.26 2.8 110.24 107.02 9288.4
(136 kg – 300 lb) with jib, hoist,
grip, pulley-block, safety belt, hand
cable cutter.
Electric hoist "BREEZE" 51.89 114.4 2.8 110.24 145.29 12610.55

(204 kg – 450 lb) with jib, faired
hoist, grip, pulley-block, safety
belt, hand cable cutter.
Drip pan 11.27 24.85 2.86 112.6 32.33 2797.58
Landing gear
• Low landing gear 47.11 103.86 3.34 131.5 157.35 13656.89
• High landing gear 57.77 127.36 3.34 131.5 192.95 16747.16
• Wear plates 1.77 3.9 3.18 125.2 5.63 488.53
• Reinforced wear plates 3.56 7.86 3.18 125.2 11.33 983.69
Seats
• Comfort front seat with
11.32 24.96 1.78 70.08 20.15 1748.88
• Standard front seat with
11.70 25.79 1.78 70.08 20.83 1807.58
• "FISCHER" front seat with
13 28.65 1.78 70.08 23.14 2008.43
• Four-passenger rear seats
21.1 46.52 2.54 100 53.59 4651.67
including cushions
Type T100 sight installation 3.23 7.12 1.18 46.77 3.84 333.57
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
6.6 WEIGHING
6.6.1 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 installed. Draw up a brief inventory of those
equipment items and include it in the weighing record.
- 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.
- Unless otherwise specified, the fuel cell must be drained.
NOTE
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 and/or flying maneuvers.
The weight (and moment) of the "unusable fuel" is indicated in
the specifications, airworthiness sheets, etc.
6.6.2 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
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- 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.
- Calculate the sum of the moments.
- 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.
As a general rule, these values are calculated from the "aircraft
dry" weight.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
WEIGHING RECORD SHEET

AIRCRAFT /VERSION
SERIAL No
CUSTOMER No
DATE:
SIGNATURE REMARKS
ARM MOMENT
WEIGHT
JACK POINTS (m) or (in) (m.kg) or (lb.in)
(kg) or (lb)
X Y MX MY
LH FORWARD 2.31 m -0.3985 m
(A1) 90.94 in -15.689 in
RH FORWARD 2.31 m +0.3985 m
(A2) 90.94 in +15.689 in
TOTAL LH.FWD
+
RH FWD (A)
5.072 m
AFT (A3) 0
199.68 in
TOTAL WEIGHT MX= MY=
MX
LONGITUDINAL CG .............................. X = =
TOTAL WEIGHT
MY
LATERAL CG .......................................... Y = =
TOTAL WEIGHT
WEIGHING CORRECTIONS AND LONGITUDINAL CG CORRECTIONS

WEIGHT ARM MOMENT
EQUIPMENT ITEMS
( kg) or ( lb) (m) or (in) ( m.kg) or ( lb.in)
EMPTY WEIGHT OF
EQUIPPED AIRCRAFT
CORRECTED WEIGHT
CORRECTED MOMENT
CORRECTED
LONGITUDINAL CG
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
INVENTORY AT TIME OF AIRCRAFT WEIGHING

FURNISHINGS RADIO COMMUNICATION
Aircraft tool kit RADIO NAVIGATION
First aid kit AVIONICS
Flight manual VHF/1
Fire extinguisher VHF/2
OPTIONAL EQUIPMENT VHF/FM
Enlarged instrument panel U.H.F
Retractable right landing light VOR/1
Swivelling left landing light VOR/2
Battery Homing
2nd battery Marker
Cabin heating system ADF/1 Auto. Direction Finder
Dual controls Transponder
Sand filter ICS 2 lanes
Hailer installation Public Address System
Fuel flowmeter Encoding altimeter
Emergency floatation gear Radio altimeter
Cargo swing Gyro. horizon
Rear-view mirror Stand-by horizon
Hoist Gyro compass
Sliding door (LH) DME
Sliding door (RH) HF/SSB
Searchlight LOCATOR/SPECTROLAB Emergency locator
Ambulance hooks Radar
Cabin trimming (standard) Automatic pilot
Cabin trimming (comfort) Global position system (GPS)
Passenger seats 4 places IFF
Forward seat + harness Weapon support arm (LH)
Carpet Weapon support arm (RH)
Flares (fixed parts) Turret-Flir
Skis
Cable-cutter
High type landing gear
Low type landing gear
Ballast for balancing
3 main blades
Stowage net bay
Pilot windshield wiper MISCELLANEOUS
Co-pilot windshield wiper Fuel
Engine washing installation
Air conditioning system
Hourmeter
(0) : not fitted (1) : fitted (FP) : Fixed provisions
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
SECTION 7
SYSTEMS DESCRIPTION
Page
7.1 INSTRUMENT PANEL AND CONSOLE ................................................7-1
7.2 FLIGHT INSTRUMENTS AND ANCILLARY SYSTEMS ...................7-4

7.2.1 ANCILLARY SYSTEMS ..................................................................7-4
7.2.2 CENTRAL WARNING SYSTEM....................................................7-6
7.2.3 VEHICLE AND ENGINE MANAGEMENT DISPLAY ...............7-7
7.3 ENGINE SYSTEM.................................................................................... 7-19
7.3.1 GENERAL ....................................................................................... 7-19
7.3.2 ENGINE OIL SYSTEM ................................................................. 7-20
7.4 FUEL SYSTEM ......................................................................................... 7-21
7.4.1 GENERAL ....................................................................................... 7-21
7.4.2 HELICOPTER SUPPLY SYSTEM .............................................. 7-21
7.4.3 ENGINE FUEL SUPPLY SYSTEM ............................................. 7-21
7.4.4 CONTROLS AND MONITORING .............................................. 7-23
7.4.5 FUEL FLOW CONTROL.............................................................. 7-24
7.5 TRANSMISSION SYSTEM..................................................................... 7-29
7.5.1 ROTORS .......................................................................................... 7-29
7.5.2 TRANSMISSION ............................................................................ 7-29
7.6 FLIGHT CONTROL GRIPS ................................................................... 7-32
7.6.1 COLLECTIVE LEVER GRIP ...................................................... 7-32
7.6.2 CYCLIC STICK GRIP................................................................... 7-33
7.6.3 OTHER CONTROLS ..................................................................... 7-34
7.7 HYDRAULIC SYSTEM ........................................................................... 7-35
7.7.1 GENERAL ....................................................................................... 7-35
7.7.2 SYSTEM DESCRIPTION.............................................................. 7-35
7.7.3 NORMAL OPERATION ............................................................... 7-40
7.7.4 ABNORMAL OPERATION.......................................................... 7-41
MANUFACTURER'S DATA 7-i

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Page
7.8 DC ELECTRICAL SYSTEM................................................................... 7-46

7.8.1 GENERAL...................................................................................... 7-46
7.8.2 DESCRIPTION AND DISTRIBUTION ..................................... 7-47
7.8.3 CONTROL AND MONITORING............................................... 7-52
7.8.4 OPERATION ................................................................................. 7-52
7.9 AC ELECTRICAL SYSTEM................................................................... 7-55
7.9.1 GENERAL...................................................................................... 7-55
7.9.2 DESCRIPTION AND DISTRIBUTION ..................................... 7-55
7.9.3 OPERATION ................................................................................. 7-55
7.9.4 CONTROL AND MONITORING............................................... 7-55
7.10 LIGHTING SYSTEM ............................................................................... 7-56
7.10.1 INTERNAL LIGHTING............................................................... 7-56
7.10.2 EXTERNAL LIGHTING ............................................................. 7-58
7.11 CABIN HEATING - DEMISTING - VENTILATION .......................... 7-59
7.11.1 CABIN VENTILATION ............................................................... 7-59
7.11.2 HEATING AND DEMISTING SYSTEM................................... 7-60
7.12 PITOT-STATIC SYSTEM ....................................................................... 7-61
7 - ii MANUFACTURER'S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 7 - 1: INSTRUMENT PANEL ..........................................................7-1

FIGURE 7 - 2: CONSOLE ................................................................................7-2
FIGURE 7 - 3: ASU CARDS LOCATION ......................................................7-5
FIGURE 7 - 4: CENTRAL WARNING PANEL ............................................7-6
FIGURE 7 - 5: VEMD CONTROLS ................................................................7-8
FIGURE 7 - 6: VEMD MANAGEMENT -
NORMAL FLIGHT MODE .................................................7-10
FIGURE 7 - 7: VEMD MANAGEMENT -
DEGRADED DISPLAY MODE...........................................7-11
FIGURE 7 - 8: FLI PAGE ..............................................................................7-12
FIGURE 7 - 9: ENGINE PAGE ......................................................................7-12
FIGURE 7 - 10: VEHICLE PAGE ...................................................................7-13
FIGURE 7 - 11: ENGINE HEALTH CHECK FIRST PAGE .......................7-13
FIGURE 7 - 12: ENGINE HEALTH CHECK SECOND PAGE ..................7-14
FIGURE 7 - 13: PERFORMANCE PAGE ......................................................7-15
FIGURE 7 - 14: FLIGHT REPORT PAGE ....................................................7-16
FIGURE 7 - 15: ENGINE VIEW......................................................................7-19
FIGURE 7 - 16: LUBRICATION SYSTEM....................................................7-20
FIGURE 7 - 17: FUEL SYSTEM......................................................................7-23
FIGURE 7 - 18: FUEL CONTROL BLOCK DIAGRAM .............................7-25
FIGURE 7 - 19: FADEC BLOCK DIAGRAM................................................7-26
FIGURE 7 - 20: BACK-UP FUEL CONTROL BLOCK DIAGRAM ..........7-28
FIGURE 7 - 21: MAIN GEAR BOX OIL SYSTEM.......................................7-30
FIGURE 7 - 22: TAIL ROTOR DRIVE SHAFT ............................................7-31
FIGURE 7 - 23: TAIL GEAR BOX..................................................................7-31
FIGURE 7 - 24: COLLECTIVE LEVER GRIP .............................................7-32
MANUFACTURER'S DATA 7 - iii

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Page
FIGURE 7-25: CYCLIC STICK GRIP ......................................................... 7-33

FIGURE 7-26: ROTOR BRAKE - FUEL EMERGENCY SHUT-OFF .... 7-34
FIGURE 7-27: EBCAU TEST SWITCH - STARTING SELECTOR ....... 7-34
FIGURE 7-28: HYDRAULIC SYSTEM BLOCK-DIAGRAM .................. 7-39
FIGURE 7-29: DC DISTRIBUTION DESCRIPTION ................................ 7-46
FIGURE 7-30: COCKPIT BREAKER PANEL .......................................... 7-48
FIGURE 7-31: COCKPIT BREAKER PANEL (45 α) ................................ 7-49
FIGURE 7-32: CARGO COMPARTMENT BREAKER PANEL ............. 7-49
FIGURE 7-33: CONSOLE ARRANGEMENT ........................................... 7-50
FIGURE 7-34: LIGHTING CONTROLS ..................................................... 7-57
FIGURE 7-35: CABIN VENTILATION....................................................... 7-59
FIGURE 7-36: HEATING AND DEMISTING ............................................ 7-60
FIGURE 7-37: PITOT/STATIC SYSTEM ................................................... 7-61
7 - iv MANUFACTURER'S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.1 INSTRUMENT PANEL AND CONSOLE

• INSTRUMENT PANEL
1 – Lighting potentiometers 16 – VEMD

2 – Lighting selector 17 – ASB (Armament Selection Box)
3 – NR/N2 lighting potentiometers 18 – PC 17 (Gun Control Panel)
4 – E.L.T. control switch 19 – Sight control unit
5 – Gyro slaving control* 20 – PC 17 ON/OFF switch
6 – Caution and Warning Panel 21 – Airspeed indicator
7 – Clock 22 – Horizon
8 – NR/N2 rpm indicator 23 – Altimeter
9 – Radio altimeter indicator* 24 – Vertical speed indicator
10 – DME indicator* 25 – VHF1 - NAV 1 (VOR/ILS/GPS)
11 – "LIGHT" indicator light 26 – RMI
12 – Horizon 27 – HSI
13 – Airspeed indicator 28 – Vertical speed indicator
14 – Altimeter RMI 29 – Cabin ventilation control
15 – FLIR screen* 30 – Sling load indicator*
(*) If installed
Figure 7 - 1: Instrument panel

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• CONSOLE
1 – Basic function switches
2 – Basic and test function
pushbuttons
3 – Basic and test function
pushbuttons
4 – Transponder
5 – ADF*
6 – ICS
7 – Optional function pushbuttons
8 – HF SSB*
9 – V/UHF AM/FM
10 – Optional function pushbuttons
11 – FIRE SAFE unit and ECU test
and fail indicator
12 – "BAMBI BUCKET" control
unit*
13 – Landing light control switch
14 – Formation light brightness
control knob
15 – (SPARE)
16 – 45α breaker panel
Figure 7 - 2: Console

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.2 FLIGHT INSTRUMENTS AND ANCILLARY

SYSTEMS
7.2.1 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.
• Description
ASU No.1 performs the following functions:
ENG
- Management of the FIRE warning light,
- Generation of the audio high and low NR warnings,
- Management of other audio warnings:
. Due to red alarms: “Gong”,
. Due to MTOP overlimit: continuous low tone.
ASU No.2 performs the following functions:
ENG MGB TGB
- Management of the CHIP CHIP CHIP caution lights,
BATT
- Management of the TEMP warning light,
- Processing and filtering of VEMD electrical supply.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
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).
Figure 7 - 3: ASU cards location

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.2.2 CENTRAL WARNING SYSTEM
• Description
The caution and warning panel (CWP) comprises the following
components:
- Red warning lights for alarms which require immediate action,
- Amber caution lights for alarms requiring action which can be
delayed.
Audio alarms are generated through the intercommunication system.
The audio warning system is activated when [HORN] on the central
console is set to ON position. In this case, HORN on the caution and
warning panel.
• Characteristics
The caution and warning panel is supplied by a dual 28 VDC power
supply and protected by circuit breakers.
(Pre MOD OP3346) Single hydraulic system
(Post MOD OP3346) Dual hydraulic system
(*) If installed
Figure 7 - 4: Caution and Warning Panel

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.2.3 VEHICLE AND ENGINE MANAGEMENT DISPLAY
 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.
 Characteristics
The VEMD is supplied with a dual 28 VDC power supply and is
protected by circuit breakers.
 Operating modes
Three operating modes are accessible:
- "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 and ENGINE POWER CHECK pages.
- "CONFIGURATION" mode: only accessible in ground

condition, this mode allows configuration of the VEMD.
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.
4. Hold until message RELEASE KEY 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, Functional times, EECU data and Data loading.
To access this mode use the same procedure as
"CONFIGURATION" mode except item 2, replace by the
following:
2. [SCROLL] and [RESET] ...... PRESS and HOLD.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• VEMD controls
1 - [OFF1 / OFF 2] pushbuttons: 5 - [ + / - ] pushbutton:

. Switch ON/OFF processing . Increase/decrease the numerical
module 1/2 and the upper or values of the selected data.
lower screen. 6 - [ENTER] pushbutton:
2 - [SCROLL] pushbutton: .Validate the selected data.
. Scrolling through the pages. . Go through a list of available
3 - [RESET] pushbutton: data.
. Return to nominal display 7 - [BRT +/-] pushbutton:
configuration. . Screen brightness control
4 - [SELECT] pushbutton:
. Select a data field.
Figure 7 - 5: VEMD controls

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 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:
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 mode.
If the test is passed correctly, the VEMD automatically goes to
operational mode.
 OPERATIONAL mode
This mode is displayed by default, when no other mode is selected.
The [SCROLL] pushbutton is used to scroll the pages as shown on the
following diagrams (Fig. 7 - 5 and Fig. 7 - 6).

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- Management of pages in normal FLIGHT mode :
Figure 7 - 6: VEMD management in normal FLIGHT mode
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- Management of pages in degraded display FLIGHT mode :
Figure 7 - 7: VEMD management in degraded display mode
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- The FIRST LIMITATION INDICATOR (FLI) page:
Figure 7 - 8: FLI page (Values given as an example)
NOTE
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.
- The ENGINE page:
Figure 7 - 9: ENGINE page
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- The VEHICLE page:
Figure 7 - 10: VEHICLE page

- The ENGINE POWER CHECK (EHC) page:
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,
∗ a more restrictive stabilization phase,
∗ a margin computation phase.
Figure 7 - 11: First page of the EHC

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The second page displays the result of the EHC according to 6

parameters (N1, N2, TOT, Hp, TRQ, OAT) and the positive or negative
TRQ margin/TOT and TRQ margin/N1.
Figure 7 - 12: Second page of the EHC (Values given as an example)
- The PERFORMANCE page

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:
- 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,
- 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 take off weight.
Fuel and external parameters Hp and OAT are taken into account
automatically.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
For mission planning purposes, Hp and OAT can be modified.

When Hp 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 and
OAT values. To set or modify the parameters, apply the following
procedure:
Figure 7 - 13: PERFORMANCE page
NOTE
When the IGE and OGE values are less than the
aircraft All-Up Weight, they are displayed in yellow.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- The 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 symbology is automatically
displayed on the lower screen.
1 - Flight number, which is incremented automatically.

2 - Flight time (from N1 > 60% after start to N1 < 50% at engine
shutdown)
3 - Usage counter
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.
If a message appears, refer to the "MAINTENANCE" mode in the
systems description manual.
To exit this page, press the [RESET] key.
Figure 7 - 14: FLIGHT REPORT page
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 N2 datum
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 crosstalk link. The function is
computed by the two processing modules. In case of discrepancy
between the two lanes 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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.3 ENGINE SYSTEM

7.3.1 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:
- An accessory drive gearbox / Transmission shaft
- An axial compressor
- A gas generator HP section
- A power turbine
- A reduction gearbox
Figure 7 - 15: Engine view
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.3.2 ENGINE OIL SYSTEM

The engine oil system is divided into two systems:
- an external system installed in both the MGB and engine compartment. 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 electrical
magnetic chip detector.
Figure 7 - 16: Lubrication system
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.4 FUEL SYSTEM

7.4.1 GENERAL
The fuel system comprises a helicopter part and an engine part. The
first part comprises a spin-moulded tank, a supply system, a gravity
refueling filler, and a monitoring system. The second part comprises an
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.
7.4.2 HELICOPTER SUPPLY SYSTEM

The fuel tank is located in the body structure beneath the transmission
deck and is equipped with a fuel level transmitter. The tank also
includes a priming pump and a decanting sump with a water drain
valve. A venting device on the RH side and a filler on the LH side are
fitted to the tank. The fuel is then supplied to the engine via a fuel shut-
off valve.
7.4.3 ENGINE FUEL SUPPLY SYSTEM

The fuel is first drawn by the engine low pressure pump, then through
the fuel filter by the high pressure pump. At the input to the system, a
jet pump supplied by the HP pump helps to prime the LP fuel 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-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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
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 phase. To prevent carbonization, they are supplied
with P3 air once the starting sequence is over.
During the shut down sequence a purge valve drains the fuel remaining
in the main injection system.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.4.4 CONTROLS AND MONITORING
Figure 7 - 17: Fuel system
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.4.5 FUEL FLOW CONTROL

The fuel flow is managed by a FADEC system. Based on a dual
channel digital engine control unit called the 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 engine’s hydro-mechanical unit (HMU).
At each engine start, the channel "A" or "B" of the FADEC which
controls the HMU is automatically switched over to avoid dormant
failures.
• FADEC functions
Installed on the airframe, in the rear cargo bay, the EECU provides
the following functions:
- automatic engine starting, preventing TOT overlimit,
- proportional integral power turbine speed control.
- protection against engine surge and flame out during transients,
- bleed valve monitoring,
- protection against N1,TOT and torque overlimits,
- failure detection and indication,
- engine health check (EHC),
- Usage, N1 and N2 cycle counting.
• FADEC power supplies

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:
- the helicopter 28 VDC system,
- an alternator with 2 independent channels driven by the gas
generator.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The helicopter electrical power supply remains necessary in all

operating conditions:
- for the starting sequence and the monitoring system
- as a back-up source for the EECU fuel control section
Figure 7 - 18: Fuel control block diagram
• N2 governing
The FADEC stabilizes the N2 according to the N2 datum (N2*)
which is sent by the VEMD through the crosstalk link.
In case that the N2 datum is not received by the FADEC it reverts to
an N2 of 394 rpm (NR equivalent) and GOV comes on.
If the FADEC detects an autorotation or a very low power setting, it
automatically increases in FLIGHT mode the N2 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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 7 - 19: FADEC block diagram
• FADEC failures
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.
Actions to be taken:
- Refer to SECTION 3 of the flight manual.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 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.
 Level 3 ( GOV ): total FADEC failure, FADEC main metering

valve is frozen at last computed value, back-up system is
automatically activated, automatic start impossible.
 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 performs the N2 control between 388 and 400 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 back-up metering valve which closes or opens slots
partly in series and partly in parallel within the main metering valve
of the engine’s hydro-mechanical unit. This 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 position (safety device).
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
A maintenance test of the EBCAU is to be performed periodically on

the ground to 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).
Figure 7 - 20: Engine back-up fuel control block diagram
 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 carry out a new
engine starting procedure as follows:
- engine starting selector to OFF position,
- wait 30 sec.,
- perform a cranking procedure (Refer to § 4.3.4),
- perform the engine starting procedure (Refer to §4.3.2).
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.5 TRANSMISSION SYSTEM

7.5.1 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 two-blade tail rotor is see-saw mounted on the TGB.
The blades rotate counterclockwise when viewed from the RH side
of the aircraft.
7.5.2 TRANSMISSION
The transmission system consists of:
- engine / MGB coupling,
- main gear box (MGB),
- tail rotor drive shaft,
- tail gear box (TGB).
• Engine / MGB coupling

The engine / MGB coupling transmits the engine power to the MGB.
It consists of:
- a drive shaft connecting the engine to the MGB through two
flexible couplings at each end,
- 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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• 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.
Figure 7 - 21: Main gear box oil system
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• TAIL ROTOR DRIVE SHAFT AND TGB

The tail rotor drive shaft is composed of two shafts, a forward steel
shaft, and a long light alloy shaft. The shafts are connected to each
other, to the engine and to the tail gear box by 3 flexible couplings.
The long shaft is supported by five ball bearing/support assemblies
mounted on elastomeric bushes which provide vibration damping.
Figure 7 - 22: Tail rotor drive shaft
• TAIL GEAR BOX
The TGB is fitted to the rear end of the tail

boom and it comprises power transmission and
pitch control modules in the same casing.
The TGB is splash-lubricated and comprises a
visual oil level indicator and a chip detection
device.
TGB caution light

CHIP
Figure 7 - 23: Tail gear box
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.6 FLIGHT CONTROL GRIPS

7.6.1 COLLECTIVE LEVER GRIP
1- Collective lever friction ring 7 - Swiveling landing light or gun

2- Twist grip elevation control*
3- VEMD page scroll 8 - Swiveling landing light
4- [FLOAT FIRE]* pushbutton under brightness control switch
guard 9 - Armament jettison*or
5 - Hydraulic pressure cut-off switch Hoist cable shearing*
6 - "LIGHT/GUN/RETRACT" 10 - Twist grip position index
switch 11 - External load mechanical
release*
(*) If installed
Figure 7 - 24: Collective lever grip
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.6.2 CYCLIC STICK GRIP
1 - AFCS trim release* 5 - Weapon trigger switch*

2 - Radio frequency control or 6 - Sling load release*
AFCS trim* 7 - AFCS release*
3 - (Spare) 8 - Camera*or Bambi Bucket control
4 - Mirror orientation control* or switch*
Sight elevation trim* 9 - Radio/ICS push to talk switch
(*) If installed
Figure 7 - 25: Cyclic stick grip
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.6.3 OTHER CONTROLS
3 4
2
1- Rotor brake
2- Rotor brake safety device
3- Fuel shut-off control
4- Fuel shut-off control safety device
Figure 7 - 26: Rotor brake - Fuel emergency shut-off
1 - Engine backup control test switch (guarded)

2 - Engine starting selector: OFF-ON
3 - Engine starting selector safety device
Figure 7 - 27: EBCAU test switch – Starting selector
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.7 HYDRAULIC SYSTEM

7.7.1 GENERAL
To reduce collective, cyclic and pedal control forces the flight controls
are hydraulically assisted. There are three main rotor servos, one
longitudinal and two laterals and also a tail rotor servo for yaw control.
The hydraulic fluid used must comply with the approved specifications
in SECTION 2 of the present flight manual.
Total system fluid volume is 3 liters (0.79 US gal or 0.66 UK gal) up to
the maximum level mark on the reservoir.
7.7.2 SYSTEM DESCRIPTION
7.7.2.1 Hydraulic system components

- a separate reservoir mounted on the top of the MGB,
- a single constant flow rate gear-pump generates the hydraulic
power. The hydraulic pump is driven by a drive belt mounted
between the pump pulleys attached to a pulley on the engine
power drive shaft close to the MGB power input,
- a regulator unit fitted with:
• a pressure regulating valve set to 40 bar (580 psi),
• a pressure switch,
• a 3-micron filter with a clogging indicator, and,
• a solenoid electro valve.
- a distribution system which comprises flexible pressure and return
hoses supplies the four single-body servos.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- three single-body servos to control the main rotor, which move the
non-rotating swash plate. Each servo is fitted with a safety unit
which consists of:
• a hydraulic accumulator,
• a non-return valve,
• a solenoid electro valve.
The safety units allow for continued hydraulic assistance for a
limited time in the event of a hydraulic pressure loss in the system.
The limited time is sufficient to allow the pilot to achieve a flight
regime under which the control feedback forces are acceptable
without hydraulic assistance,
- a single-body yaw servo,
- Hydraulic system warnings:
If the pressure regulating unit pressure switch senses the hydraulic
pressure dropping below 30 bar (435 psi) the following cockpit
indications come on:
• a red HYDR light on the Caution and warning panel
and
• a Gong sounds once (the Gong sounds when any red warning
light comes on).
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.7.2.2 System controls and monitoring
The hydraulic system is controlled using two switches:
• The Hydraulic cut-off switch: guarded switch mounted on the

collective with two positions, ON and OFF.
Normally left in the ON position, allows the main-rotor servos to
be powered when the hydraulic system is operating normally.
Selected to OFF, during pre-flight checks, emergency procedures,
and also when performing hydraulics-off training, the hydraulic
system is then depressurized, the accumulators on the main rotor
servos are depressurized simultaneously, control loads appear
instantaneously.
• The accumulator test pushbutton: [ACCU TST] pushbutton

mounted on the center console with two positions: TEST (down)
and OFF (up). It is normally left in the OFF position.
When set to the TEST position during pre-flight checks, and also
when performing hydraulics-off training, this leads to the solenoid
valve opening on the regulator unit, which depressurizes the
hydraulic system, but allows the main rotor servos
to be powered by the accumulators for a limited time.
7.7.2.3 Main rotor servos
The AS 550 can be fitted with servos produced by two suppliers,

SAMM and Dunlop. The servos are interchangeable, but have
some differences.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
SAMM Servos – SAMM servos are fitted with an input clearance

locking system. The input clearance locking system was designed to
reduce control system freeplay, and therefore enhance aircraft
handling qualities when operating in the non-assisted (bypass) mode.
During system pressurization and with collective in locked position,
as hydraulic pressure rises, if the input locking devices on the lateral
servos unlock at different pressures, a large cyclic stick movement to
the right or to the left may occur in normal operation. The pilot can
prevent the cyclic from moving by firmly holding the cyclic with his
hand and knees. The force required to prevent control movement is
approximately 5 daN (11 lbf). The movement occurs because one
lateral servo can become hydraulically assisted before the other due
to:
- the main rotor control loads not being equally applied to both
lateral servos; and/or,
- the hydraulic pressure threshold necessary to activate unlocking
of the servos (change from non-assisted mode to hydraulically
assisted mode) can be slightly different for the RH and the LH
lateral servos due to manufacturing tolerances.
In flight, a small cyclic movement may occur when switching from
assisted to non-assisted (bypass) and vice versa.
Dunlop Servos – Dunlop main rotor lateral servos do not include an

input locking device, and are not subject to asymmetric switching
from non-assisted (bypass) mode to assisted mode. Small cyclic
movements may occur when switching from assisted to non-assisted
(bypass) and vice versa.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
1 Hydraulic fluid tank 6 Pressure switch

2 Strainer 7 Accumulators
3 Pump 8 Non-return valves
4 Solenoid electro-valves 9 Pressure regulating valve
5 Filter 10 Solenoid electro-valve
Figure 7 - 28: Hydraulic system block-diagram
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.7.3 NORMAL OPERATION
At start-up, hydraulic pressure is zero HYDR .

The hydraulic pump operates as soon as the rotor is spinning. When the
pressure in the circuit is between 20 and 30 bar (290 psi and 435 psi),
on the CWP: HYDR .
The regulating valves regulate the pressure at 40 bar ±2 (580 psi ±29).
The hydraulic warning light is off.
When the flight control system is operating normally there is no control

force feedback to the pilot, except when reaching servo control
reversibility when manoeuvring the aircraft under high load factors.
Before each flight, two hydraulic tests shall be performed as normal

procedure:
• The hydraulic accumulator test [ACCU TST] depressed enables the
pilot to check that the accumulators still provide hydraulic assistance
should the hydraulic power system fail (i.e. checks that there are no
significant leaks in the accumulators).
HYDR flashes and the Gong sounds to indicate a loss of hydraulic
pressure.
• The hydraulic pressure cut-off test (hydraulic cut-off switch on
collective set to OFF) enables the pilot to check the electro-valves
(dump valves) of the main servos for correct operation. These
electro-valves are used to cut off the hydraulic power system in
accordance with the AS 550 flight manual emergency procedures, in
the event of a hydraulic power system failure or other flight control
malfunctions. When the hydraulic cut-off switch is placed in the cut-
off position, the accumulators are depressurized simultaneously by
opening of the three electro-valves.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• The accumulators will be re-pressurized when the hydraulic cut-off

switch is returned to the ON position, and [ACCU TST] in OFF
position.
The accumulators are checked for correct nitrogen pressurization by
measuring the time required for the hydraulic system pressure to
return to its nominal level. It will normally take 3 to 4 seconds until
the pressure rises to the nominal operating level. The pilot shall note
the time from when the hydraulic cut-off switch is set to the normal
position and the extinction of the HYDR warning .
Expected cyclic movement is explained in the following paragraph.
7.7.4 ABNORMAL OPERATION
7.7.4.1 Accumulator malfunction

After completion of the hydraulic pressure cut-off test, the normal
period for accumulator re-pressurization is 3 to 4 seconds, but it is
reduced to 1 second if at least one of the accumulators is faulty. If a
faulty accumulator is detected then maintenance action must be
performed prior to flight.
7.7.4.2 Hydraulic pressure loss

Usually, hydraulic system failure is caused by the hydraulic system
pressure dropping below 30 bar (435 psi), with normal functioning
of the servos, accumulators, safety units, electro-valves and
hydraulic cut-off switch.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Indications to pilot:
• HYDR ,
• Gong sounds,
• Controls remain powered by the accumulators.
The pilot must perform the AS 550 flight manual hydraulic pressure
loss (illumination of HYDR warning light) emergency procedure:
- The average time to reach the recommended safety speed range
(40 to 60 kt (74 to 111 km/h)), from VNE or hover, is less than 30
seconds. If the accumulators are properly serviced, they will
power the flight controls throughout the manoeuvres required to
reach the recommended safety speed range. If control load
feedback is felt prior to reaching the safety speed range, then the
pilot must immediately set the hydraulic cut-off switch to OFF.
- As soon as the recommended safety speed is reached the hydraulic
system has to be cut-off. This is necessary even if the
accumulators still provide some hydraulic assistance because it
enables simultaneous depressurization of the three main rotor
accumulators.
This prevents the situation where one of the two lateral
accumulators depressurizes while the other is still operative. This
condition would result in asymmetric control loads.
- The pilot must continuously exert the following forces in order to
maintain aircraft attitude when at the recommended safety speed
40 to 60 kt (74 to 111 km/h) and with the collective in its neutral
position (approximately 40 percent Torque):
• Lateral Cyclic: force to push left, approximately 4 daN (9 lbf),
• Longitudinal Cyclic: force to push forward, approximately
5 daN (11 lbf),
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• The collective control will have a tendency to reach by itself the

neutral position where zero force is required from the pilot
while providing the appropriate power setting for the
recommended safety speed in level flight, unless the pilot
decides to change power from the neutral position.
- As the aircraft flies at recommended safety speed without

significant control loads, this generally allows the pilot sufficient
time to choose a landing area suitable for a running landing.
If necessary, increase IAS, but the control load feedback will also
increase in both cyclic axes as the speed is increased, and on the
collective as the collective is moved from the neutral (zero force)
position. The pilot is required to exert forces continuously in order
to keep control of the aircraft and must be careful not to become
excessively tired and unable to keep control of the aircraft.
- The recommended flat approach at low speed and the slight

running landing can be performed with very small change to
collective pitch, which results in reduced cyclic force variations.
During the running landing at around 10 kt (19 km/h), the pilot
may have to exert a forward longitudinal force up to 17 daN (38
lbf) for less than 30 seconds with low lateral forces.
If the aircraft is hovering, the control loads change in both
directions and intensity as the pilot attempts to maintain a steady
position. The pilot will have to exert longitudinal and lateral
forces of up to 5 daN (11 lbf) which can change quickly in
direction. This results in excessive pilot workload and
controllability problems.
Due to pilot fatigue, it is not recommended to prolong the flight
after a hydraulic failure and the pilot should divert to the nearest
suitable landing site.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.7.4.3 Other hydraulic system malfunctions

The hydraulic flight control system consists of many different
components (hydraulic pump, servos, accumulators, check valves,
electro-valves, the hydraulic cut-off switch, [ACCU TST] pushbutton,
circuit breakers, relays, electrical wires etc.), which can fail
individually. Failures will be characterized by the following
indications, some or all of which may be present, thus modifying the
usual failure symptoms:
• HYDR ,
• Gong sounds,
• Flight control load feedback on one or all of the controls (Lateral
cyclic, longitudinal cyclic, collective, pedals),
• Flight control loads may vary differently with airspeed than they
normally do (control loads may increase with decreasing airspeed,
or be almost constant with varying airspeed),
• Lateral cyclic loads may be to the LEFT, requiring the pilot to
pull the cyclic RIGHT to maintain attitude,
• Flight control feedback loads may be felt immediately upon
component failure. There may be little or no delay between first
indication of failure and load feedback,
• The hydraulic cut-off switch may not be effective in opening all
the electro-valves, and dumping all the pressure in the
accumulators simultaneously,
Even if the usual feedback loads are not felt in the flight controls in
case of failure, the pilot will be able to keep control of the aircraft
and should immediately set the hydraulic cut-off switch to OFF.
Once the switch has been set to OFF, the control loads should return
to usual for hydraulics off.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The exception to this is if the hydraulic cutoff switch is inoperative

due to loss of electrical power, broken wires, or a faulty switch. The
operation of the switch is checked prior to each flight when
performing the pre-flight checks. If the hydraulic cut-off switch is
inoperative, the control loads should become normal (for hydraulics
off) after all the accumulators have depressurized.
There may be some cases where the control forces remain unusual
for the duration of the flight. The pilot should minimize the flight
time and plan a shallow approach and a slow running landing into
wind without hovering.
The maximum forces that the pilot will have to exert on the controls
in order to maintain aircraft attitude are approximately:
• Lateral cyclic 15 daN (34 lbf) left or right;
• Longitudinal cyclic 17 daN (38 lbf) forward.
Although these forces are high, they are generally found at the
extremes of the speed envelope. The pilot can reduce the required
input forces by reaching the safety speed range
of 40 to 60 kt (74 to 111 km/h).
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.8 DC ELECTRICAL SYSTEM

7.8.1 GENERAL
The generating 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 Ah battery located in the RH rear cargo bay,
- an optional second battery may be installed,
- a 28 V external power unit (EPU) receptacle on the right side.
Figure 7 - 29: DC distribution description
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.8.2 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),
- a direct battery bus-bar (PP25),
- a primary bus-bar (PP12 in EMB) and secondary bus-bars (PP5, 6, 9,
etc.),
- a cockpit compartment breaker panel,
- a RH cargo compartment breaker panel,
- switches and pushbuttons on the cockpit console,
- an ancillary connector in the cabin (rear of cockpit console).
• BREAKER PANELS
The cockpit breaker panels are installed on the left (44α) and right
side (30/31/32α, 16α) of the cockpit console.
The 45α breaker panel is on the rear of the console.
The 50α breaker panel is in the RH cargo compartment.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
30α
31/32α
Figure 7 - 30: Cockpit breaker panels

(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
44α 16α
45α
Figure 7 - 31: Cockpit breaker panels
Figure 7 - 32: Cargo compartment breaker panel
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• SYSTEMS CONTROL UNIT
Figure 7 - 33: Console arrangement

(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.8.3 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 included on the CWP:
BATT
- One red warning light: TEMP
- Two amber lights : GENE and BATT .
The vehicle page on the VEMD displays the following parameters:

- DC bus voltage (U/BUS),
- generator current (I/GEN),
- starting current during engine start (I/START).
7.8.4 OPERATION
• EXTERNAL POWER SYSTEM
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,
- [BATT], is switched to ON position.
On the CWP: GENE and BATT .
The battery and generator are isolated from the DC system until the
EPU is disconnected.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• 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] to

EMER SHED position, all DC power is switched off except some
vital consumers directly supplied by the battery:
- NR/N2 instrument,
- Crew adjustable dome lights,
- The FADEC engine start/stop switch (via a relay box),
- Weapon jettison system,
- Intercommunication system,
- Transponder and alti-coder,
- GNS430 (VHF 1/NAV 1/GPS),
- Instrument lighting system circuit 2.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• GENERATOR SYSTEM
The 200 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,
- [BATT] is switched to OFF or ON position,
- [GENE] is switched to ON position,
- Generator voltage exceeds battery voltage by at least 0.5 V.
The generator may be isolated from DC system:

- manually:
 by setting [GENE] to OFF position,
 by setting [BATT] to EMER SHED position.
- automatically:
 by connecting a 28 VDC EPU,
 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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.9 AC ELECTRICAL SYSTEM

7.9.1 GENERAL
The AC power system is an optional installation required when the
aircraft is equipped with an autopilot, gyroscopic instruments or
specific equipment items.
AC power is provided by a static inverter supplied with DC power.
• Performance characteristics
Two different AC power systems are available depending on power
required: 250 VA AC and 10 VA AC.
250 VA AC power system:

Power output : 115 VAC 150 VA
26 VAC 150 VA
(with a max. total consumption of 250 VA)
Frequency : 400 Hz
10 VA AC power system:
Power output : 26 VAC 10 VA
Frequency : 400 Hz
7.9.2 DESCRIPTION AND DISTRIBUTION

Supplied by PP9 DC bus bar through a breaker located on the 31/32
alpha breaker panel (10 amp. breaker for 250 VA system, 2.5 amp.
breaker for 10 VA system).
AC power distribution is protected by breakers located on the 31/32
alpha breaker panel.
7.9.3 OPERATION
The inverter is switched on by pressing in the [INV] pushbutton on the
console.
7.9.4 CONTROL AND MONITORING

A INV caution light on the CWP indicates that the inverter is not
operating or a failure of the AC power generating system.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.10 LIGHTING SYSTEM

7.10.1 INTERNAL LIGHTING
• GENERAL
Internal lighting is provided by:
- The instrument integral lighting system for normal and back-up
lighting,
- Integral lighting for the console, VEMD controls, radio and
radio-navigation controls,
- LCD or LED displays on VEMD, NR/N2 indicator, radio and
radio-navigation systems,
- CWP and other warning and advisory lights,
- Internal light for the stand-by compass.
Cabin lighting:
- Two adjustable reading lights (NVG compatible) at the front for
the crew,
- Two adjustable reading lights (NVG compatible) at the rear for
passenger lighting,
- One map light* (Not NVG compatible) on either side of the
console.
An adjustable glareshield (if fitted) can be set to prevent reflections
from instrument panel and console equipment on the windshield.
• CONTROL AND OPERATION

The lighting system is supplied by two independent circuits
controlled by a selector [OFF/DAY/NIGHT/NVG] and three lighting
potentiometers INST. 1, INST.2 and INST. 3.
INST
A
LIGHT
caution light on the CWP indicates a failure of one or
both lighting systems when the selector [OFF/DAY/NIGHT/NVG] is
in "DAY", "NIGHT" or "NVG" position.
The crew adjustable reading lights have their own
switch/potentiometer nearby, they are used as an emergency
lighting in case of total electrical failure and they are supplied
directly by the battery.
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The passenger adjustable reading lights have their own

switch/potentiometer nearby.
The map lights* have their own ON/OFF/brightness control.
The brightness of the following systems is controlled by using the
[OFF/DAY/NIGHT/NVG] selector and lighting potentiometers INST. 1,
INST. 2 or INST. 3:
- Adjustable reading lights,
- VEMD keys,
- LIGHT advisories and warning/caution lights on CWP (DAY,
NIGHT or NVG mode only, the intensity is not adjustable),
- Pushbutton indicator lights on the console,
- AMS advisory lights on the over head panel.
Operating mode:
- OFF : Lighting system switched OFF.
- DAY : Brightness at nominal level.
- NIGHT : Brightness at dimmed level.
- NVG : NVG compatible mode.
Figure 7 - 34: Lighting controls
NOTE
The brightness of the adjustable reading lights can be set
manually using their potentiometer.
The brightness of the VEMD screens can be adjusted manually
using the "BRT +/-" pushbuttons.
The brightness of some avionics equipment (e.g. GTX327/330,
GNS430) displays is adjusted automatically by light sensitive
cells.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The brightness of the NR/N2 indicator can be adjusted using the

potentiometer nearby when the lighting selector is in "DAY",
"NIGHT" or "NVG" position.
7.10.2 EXTERNAL LIGHTING
The basic external lighting comprises 3 position lights, one anti-

collision light, one RH fixed landing light and one LH swiveling
landing light.
- The position lights are automatically switched on only when the
[OFF/DAY/NIGHT/NVG] selector on the instrument panel is in
"DAY" or "NIGHT" position.
- The swiveling landing light is an elevation-and azimuth-adjustable
light, located below the cabin on the LH side. Its brightness can be
varied from full to NVG compatible.
• System controls and monitoring:
- A 3-position switch [LIGHT/GUN/RETRACT] on the collective
grip. Setting the switch to [LIGHT] position causes automatic
extension of the swiveling light.
- A four-way switch on the collective grip for the swiveling
control.
- An unstable-position switch (+,-) on the collective grip to adjust
the brightness of the swiveling light when [LIGHT] is selected.
- A [LANDING LT] switch on the console powers the RH fixed
landing light.
• Advisory lights:
A LIGHT advisory light on the instrument panel indicates that the
landing light or the swiveling light is on.
• Formation lights*
The aircraft is fitted with 3 formation lights:
- One light on top of the vertical fin.
- One light on either side of the cabin.
The lighting brightness is controlled by a switch/potentiometer
located on the console.
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.11 CABIN HEATING - DEMISTING - VENTILATION

7.11.1 CABIN VENTILATION
Two separate circuits provide ventilation to the cabin.
• Front ventilation:
The air taken from the front cabin area flows through two ducts and
is distributed to the crew. A pull-knob on the instrument panel
controls the opening and adjustment of the ventilation circuit.
• Overhead ventilation:
The air taken from the upper cabin area through a ram air scoop is
then circulated to the air outlets via the structure posts.
Air is diffused by opening and the orientation of each air outlet.
1 – Front aerator 4 – Ram air scoop

2 – Control pull-knob 5 – Ventilation duct
3 – Overhead air outlets 6 – Front air outlets
Figure 7 - 35: Cabin ventilation
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.11.2 HEATING AND DEMISTING SYSTEM

Heating and demisting are achieved by mixing hot P2 air bled from
the engine with outside air drawn from under the cabin floor.
The air mixture is channelled through two separates ducts to the
heating outlets provided under the front seats and to the demisting
manifolds at the bottom of the front windscreen.
Two manually operated valves mounted on the P2 lines and located
on the cabin floor are used to open and control warm air distribution.
1 - Demisting air diffusers 4 - P2 air ducts

2 - Demisting control valve 5 - Heating diffusers
3 - Heating control valve
Figure 7 - 36: Heating and demisting
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
7.12 PITOT-STATIC SYSTEM

• 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.
Figure 7 - 37: Pitot / static system
• OPERATION
The Pitot tube picks up the total pressure (Pt) which is transmitted to the
airspeed indicator. The tube incorporates a heating element. An amber
PITOT caution light on the caution and warning panel indicates that the
heating system is not operating.
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 indicator, altimeter) and to the VEMD for
performance computation.
A bleed valve is used to drain any condensation water which may
accumulate within the system.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
SECTION 8
SERVICING
Page
8.1 GROUND HANDLING .......................................................................... 8-1

8.1.1 EQUIPMENT REQUIRED ......................................................... 8-1
8.1.2 HANDLING................................................................................... 8-1
8.2 SERVICING INSTRUCTIONS............................................................. 8-3
8.2.1 FUELS ............................................................................................ 8-3
8.2.2 FUEL ADDITIVES....................................................................... 8-3
8.2.3 LUBRICANTS .............................................................................. 8-4
8.2.4 HYDRAULIC FLUIDS ................................................................ 8-5
8.2.5 REFUELING ................................................................................. 8-5
8.3 TEST SCHEDULE.................................................................................. 8-8
8.3.1 GENERAL ..................................................................................... 8-8
8.3.2 LIST OF TEST SHEETS ............................................................. 8-9
LIST OF FIGURES
Page
FIGURE 8-1: TOWING AND MANUAL POSITIONING DEVICE........ 8-2

FIGURE 8-2: FILLER PLUG AND ELECTROSTATIC
CONNECTOR LOCATION .................................................. 8-5
MANUFACTURER'S DATA 8-i

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.1 GROUND HANDLING

8.1.1 EQUIPMENT REQUIRED
• For moving the aircraft by hand:
- Single or twin handling wheels,
- Jacking lever.
• For towing the aircraft with a tractor:
The above-mentioned equipment, plus:
- a towing bar installation.
8.1.2 HANDLING
• Moving the helicopter by hand

On prepared ground
- Position the ground handling wheels on the mounting studs
according to aircraft balance,
- Install ground handling wheels (wheels outside skids, see
detail B),
- Check that wheels are correctly locked (see detail A),
- Lift the aircraft onto its wheels using a jacking lever,
- Lock in this position with retaining pins.
On unprepared ground
- Use twin handling wheels,
- Proceed as before.
• Towing the helicopter with a tractor
Prepare the aircraft as above and attach the towing bar.
Elastic cords are wrapped around the undercarriage front crosstube.
NOTE
Handles at tail boom must always be used to guide the aircraft
when towed.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 8-1: Towing and manual positioning device

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.2 SERVICING INSTRUCTIONS

8.2.1 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
TOTAL FUEL TANK CAPACITY 540 143 119 427 940
NON-CONSUMABLE FUEL 1.25 0.33 0.28 1 2.20
CONSUMABLE FUEL
REMAINING WHEN FUEL 60 15.8 13.1 47.4 104
COMES ON
8.2.2 FUEL ADDITIVES

The authorized anti-ice, fungicide and thermal stability fuel additives
are given in section 2 §2.5.1 "APPROVED FUELS" of the basic flight
manual
If there is any doubt to the concentration of additive in the contents of a

fuel tank, the fuel is to be drained from the tank and replaced by fuel
containing a known proportion of additive within the defined limits
unless it is possible to measure the concentration using a differential
refractometer.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.2.3 LUBRICANTS
• Engine Oil System
Lubricants and Commercial Descriptions
- Authorized lubricants : Refer to SECTION 2 of the basic
flight manual,
- Commercial descriptions : Refer to the TURBOMECA
publications.
Capacity:
Engine oil system capacity : 6.2 liters (1.64 US gal, 1.36 UK gal).
• Transmission Components
Lubricants
The authorized lubricants are given in 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) : 0.33 liter
(0.08 US gal, 0.07 UK gal)

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.2.4 HYDRAULIC FLUIDS

• Hydraulic Fluids
The authorized hydraulic fluids are given in SECTION 2 of the basic
flight manual.
• System
- Total capacity of the system : 3 liters (0.79 US gal, 0.66 UK gal),

- Operating pressure : 40 bar (580 psi).
The warning light situated on the warning-caution-advisory panel
comes on when the pressure is less than 30 bar (435 psi).
8.2.5 REFUELING
Figure 8-2: Filler plug and electrostatic connector location

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• 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,
• Prohibit the use of any means of lighting not conforming to the
safety rules,
• 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 shop.
- Fill the tank, monitoring the quantity of fuel delivered on the

bowser flowmeter,
- 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 quantity of fuel delivered and determines the
corresponding weight.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
• Refueling with rotors spinning.
WARNING
REFUELING WITH ROTORS SPINNING IS PERMITTED
ONLY AFTER PRIOR APPROVAL IS GIVEN BY THE
AUTHORITY CONCERNED 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),
- Lock the collective pitch lever in full low pitch position,
- Pilot must remain at the flight controls during all refueling
operations with rotors turning,
- No radio transmission or operating of electrical switches,
- 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,
- 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
It is preferable to perform refueling with rotors spinning at
flight idle but ground idle setting may also be selected if required
by local operational conditions.
Refueling operations with rotors set at ground 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 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.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.3 TEST SCHEDULE

8.3.1 GENERAL
The test sheets are intended to sum up the checks to be carried out in
flight or on the ground with engine on after replacement of main
components, after maintenance action or further to periodic inspections.
The test sheets provided in this section allow to verify the basic helicopter
functions. The contents of the flight checks may be reduced or adapted
according to the maintenance action performed or to adapt to actual
meteorological conditions that may make it impossible to perform the
checks as specified.
The test sheets are in the form of reproducible sheets which can be filled
in directly by the crew.
CAUTION
Since these checks do not form part of normal helicopter operation,
they shall be carried out only by qualified personnel under the
operator's responsibility.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
8.3.2 LIST OF TEST SHEETS

No. 0 FLIGHT REPORT
No. 1 VEMD
No. 2 GROUND RUN
No. 3 HOVER FLIGHT
No. 4 MAXIMUM CONTINUOUS POWER CLIMB
No. 5 MAXIMUM TAKEOFF POWER CHECK
No. 6 MAXIMUM CONTINUOUS POWER LEVEL FLIGHT
No. 7 AUTOROTATION - 65 kt (120 km/h)
TEST SHEETS TO BE COMPLETED ACCORDING TO THE
MAINTENANCE ACTION OR COMPONENT REPLACED:
The tests 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
COMPONENTS REPLACED 
A B A B C D A B A B
ENGINE, FADEC OR MODULE  /   / /  /    /  /
EBCAU  / /  / /  / / / / / / /
MGB OR MODULE  / /      / / /  / 
MAIN ROTOR HUB OR BLADE

CHANGE
 / / /   /  / / /  / 
TAIL ROTOR – TAIL ROTOR

DRIVE SHAFT
 / / / /  / / / / / / / 
VEMD     / /  / / / / /  /
() Refer to test sheet.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
ORIGINAL ISSUE
SHEET No. HELICOPTER FLIGHT REPORT
0 AS 550 C3e
AIRCRAFT S/N : VEMD WEATHER
AIRFIELD .............................. : VEMD Flight Number : Wind direction. :
DATE ...................................... : Wind velocity .. :
CREW ..................................... : VEMD Flight Duration : OAT ................ :
ORIGINAL ISSUE
QNH ................ :
Usage : QFE .................:
TAKE-OFF TIME................... : Hp.................... :
LANDING TIME .................... : Cycles N1 Partial Total
MANUFACTURER’S DATA
FLIGHT TIME........................ :
ENGINE STARTS......................: Cycles N2 Partial Total
VEMD
Overlimit detected : YES NO Failures detected : YES NO
PILOT ..................................... : Overlimit origin, value, duration : Failure codes and time :
CREW MEMBER................... :
WEIGHT MAIN WORK COMPLETED BEFORE FLIGHT REMARKS MADE BY CREW AFTER FLIGHT
EQUIPPED EMPTY WEIGHT:
CREW ..................................... :
BALLAST............................... :
ZERO FUEL WEIGHT ........... :
FUEL....................................... :
ALL-UP WEIGHT (AUW) ..... :
CG ........................................... :
UNITS USED (cross out as applicable)
WEIGHT : kg lb
FUEL : kg lb
UK gal l US gal
ALTITUDE : m ft
SPECIFIC OPTIONS CREW SIGNATURE
AS 550 C3e
AIRSPEED : kt km/h
MPH
FLIGHT MANUAL
8 - 11
SHEET No. HELICOPTER VEMD CONFIGURATION AND MEMORY
8 - 12
1A AS 550 C3e
TEST PHASES AND REQUIREMENTS RESULTS TO BE OBTAINED/LIMITATIONS RESULTS OBTAINED
Before starting:
Warning lights test: [W/LT TST]........PRESS. Test pattern on both screens and VEMD software Reference number :
AS 550 C3e
reference number
Intensity variation using lighting selector Identical variation on both screens YES NO
FLIGHT MANUAL
Intensity variation using +/- pushbutton on VEMD Identical variation on both screens YES NO
VEMD CONFIGURATION MODE Confirm options and units used on customer’s

(Refer to FLM SECTION 7) aircraft.
CONFIGURATION MENU pages appears: GOOD BAD
STARTER GENERATOR : 150 A 200 A
• Select CONFIGURATION MODE FLOWMETER : I N/I
SLING : I N/I
GPS: I N/I
OFF1 then SELECT and OFF1 SYSTEMS UNITS : IS IMPERIAL
and hold and simulta- and ALTITUDE UNIT : FEET METERS
OFF2 ENTER neously: OFF2
FUEL UNIT : Kg/Lb L US G UK G
VEMD MAINTENANCE MODE
(Refer to FLM SECTION 7) MAINTENANCE MENU pages appears: GOOD BAD
"FLIGHT REPORT" page  SELECT → ENTER
• Select MAINTENANCE MODE Record last "VEMD flight" data :
FLIGHT NUMBER Number:
DURATION Duration:
OFF1 then SCROLL and OFF1 USAGE Usage:
and hold and simulta- and CYCLES N1 Partial N1: Total N1:
OFF2 RESET neously: OFF2 CYCLES N2 Partial N2: Total N2:
OVERLIMIT DETECTED YES NO
Record origin, value and duration
FAILURE DETECTED YES NO
ORIGINAL ISSUE
Record code, type and time
SHEET No. HELICOPTER VEMD CONFIGURATION AND MEMORY
1B AS 550 C3e
TEST PHASES AND REQUIREMENTS RESULTS TO BE OBTAINED / LIMITATIONS RESULTS OBTAINED
VEMD CYCLE COUNTING

(To be performed after a change of VEMD and after At VEMD removal :
ORIGINAL ISSUE
change of Engine, FADEC or Engine Data Recorder) . Record engine total cycles Usage: N1: N2:
After VEMD installation :
. VEMD total cycles after 1st Start-up Usage: N1: N2:
. VEMD total cycles after 2nd Start-up Usage: N1: N2:
NOTE
After the first start-up, only the total engine
cycles of the new VEMD will be correct. The
partial cycles will be correct after the second
engine start-up.
FLIGHT MANUAL
AS 550 C3e
8 - 13
SHEET No. HELICOPTER GROUND RUN
2A AS 550 C3e
8 - 14
BEFORE ENGINE STARTING Check aircraft type and max. gross mass correctly
[BATT]: ON displayed on VEMD GOOD BAD
Twist grip set to IDLE
AS 550 C3e
VEMD pages displayed : After FADEC self-test :

• Upper screen : 3-data page FADEC amber GOV and red GOV lights go off GOOD BAD
FLIGHT MANUAL
• Bottom screen : vehicle page

[HORN] : ON
Twist grip set to FLIGHT position TWT GRIP light goes off : GOOD BAD
Free return to "FLIGHT" when out of "IDLE" detent: GOOD BAD
Twist grip set back to IDLE position TWT GRIP light comes on: GOOD BAD
“GONG” sounds: GOOD BAD
Record parameters before start : U/bus TOT N1 TRQ Oil T Oil P
V °C % % °C bar
ENGINE STARTING Before start check Battery Voltage ≥ 22 V
Comply with Normal Procedures • Starting selector ON : U/BUS : V
Refer to FLM SECTION 4 TOT max : °C
• On warning panel :
. N1 ≤ 68 % FUEL P and ENG P lights off GOOD BAD
. NR < 200 rpm MGB P light goes off NR ≤ 110 rpm (cold oil) GOOD BAD
NR ≤ 200 rpm (warm oil)
. NR ≤ 200 rpm SERVO* and HYDR lights go off GOOD BAD
Low NR warning sounds for 250 ≤ NR ≤ 360 rpm Alarm ON rpm Alarm OFF rpm
[GENE] : ON GENE light off GOOD BAD
Record data when twist grip in FLIGHT position : FLI :

FUEL QTY: N1: %
FF: TOT: °C
END: TRQ: %
U/BUS: V I/GEN: A
Eng oil T: °C Eng oil P: bar
N2 / NR check (Pedals centered) NR: rpm N2: rpm
• Check: N2= NR = 378 +/- 1 rpm.
ORIGINAL ISSUE
(*) Version with dual hydraulic system
2B AS 550 C3e
Aircraft on ground, full low pitch.
MAIN ROTOR TRACK
Record track with stroboscope Main rotor Pitch rods adjustments :
ORIGINAL ISSUE
. TRACK CHECK : Full low pitch NR stabilized NR = 378 +/- 1 rpm blade track Red Blue
The setting must be carried out with the yellow (■) • Blade track difference is to be < ½ target.
blade as reference.
Main rotor Pitch rods adjustments :
blade track Red Blue
Main rotor Pitch rods adjustments :

blade track Red Blue
AS 550 C3e
FLIGHT MANUAL
8 - 15
8 - 16
2C AS 550 C3e
AS 550 C3e
MAIN ROTOR BALANCING

NOTE Unbalance Sleeve load adjustments
Correct blade tracking is to be Amplitude Phase Red Yellow Blue
done prior to rotor balancing. • Unbalance amplitude to be < 0.20 IPS
FLIGHT MANUAL
Rotor sleeve pre-loading condition: Maximum loading per sleeve :

Yellow sleeve : 6 weights Yellow sleeve : 11 weights
Red sleeve : 4 weights Red sleeve : 11 weights
Blue sleeve : 0 weights Blue sleeve : 4 weights
TAIL ROTOR DRIVE SHAFT BALANCING

To be performed only after maintenance action on Unbalance Load adjustment
tail rotor drive shaft. Amplitude Phase 1 2 3
Long shaft:
Accelerometer on 5th bearing Unbalance < 0.8 IPS
Shaft rotation speed ≈ 6000 rpm
TAIL ROTOR BALANCING Unbalance Load adjustment

To be performed only after maintenance action on Amplitude Phase Point Nb Load
tail rotor. Unbalance < 0.35 IPS
ORIGINAL ISSUE
2D AS 550 C3e
EBCAU CHECK
(After Engine, fuel control or EBCAU maintenance
action only).
Plastic guard up, [EBCAU TST]........... PRESS. “GONG” sounds GOOD BAD
ORIGINAL ISSUE
Red GOV comes on GOOD BAD
Amber GOV comes on GOOD BAD
NR increases to 390 +/-2 rpm NR : rpm
[EBCAU TST]........... PRESS again to end the test. Red and amber GOV lights go off GOOD BAD
NR decreases to 378 +/-1 rpm GOOD BAD
ENGINE SHUT - DOWN
Comply with Normal Procedures. Check N1 at idle :
Refer to FLM SECTION 4 • 67 % ≤ N1 ≤ 69 %. Idle N1 : %
After 30 sec. :
- Starter selector in OFF position : • VEMD passes on 3-data mode. GOOD BAD
Check GONG sounds for each red light ON GOOD BAD
- Engine run-down time : As specified in TURBOMECA maintenance manual Run down time : sec.
- Rotor brake efficiency : Apply brake at 170 rpm : t ≤ 25 sec. Braking time : sec.
- Flight report page : Automatic “Flight Report” page display GOOD BAD
N2 < 80 rpm and N1 < 10 %
Record flight report data :
FLIGHT NUMBER Number:
DURATION Duration:
USAGE Usage:
CYCLES N1 Partial N1: Total N1:
CYCLES N2 Partial N2: Total N2:
OVERLIMIT DETECTED YES NO
Record origin, value and duration
FAILURE DETECTED YES NO
AS 550 C3e
Record code, type and time

FLIGHT MANUAL
8 - 17
SHEET No. HELICOPTER HOVER FLIGHT
8 - 18
3A AS 550 C3e
Aircraft on the ground
GROUND RESONANCE CHECK
AS 550 C3e
On hard surface:
Check with cyclic pitch stick movements (+ 5 % of the . No diverging oscillations :
FLIGHT MANUAL
full travel) at full low pitch and with TRQ ≈ 35%. Convergence between 3 to 4 cycles
Full low pitch : GOOD BAD
TRQ ≈ 35% : GOOD BAD
NOTE
Some non diverging oscillations are permissible if
the phenomenon stops when cyclic pitch stick is
set back to neutral position and collective at full
low pitch.
TRACK AND BALANCE CHECKS
Record data : Peak amplitude Phase

Check main rotor balance. • Unbalance to be < 0.2 IPS IPS
Check main rotor blade track. Record data using a stroboscope :

• Blade track difference is to be < ½ target. Track :
ORIGINAL ISSUE
SHEET No. HELICOPTER HOVER FLIGHT
3B AS 550 C3e
This test must be performed after major engine

maintenance or after maintenance on the fuel control
system.
ORIGINAL ISSUE
HOVER FLIGHT CHECK
Increase collective pitch to hover. . The rotor speed decay must be weak and is GOOD BAD
at 5 ft (1.5 m) in 2 sec. followed by a smooth NR increase.
. No low NR audio warning. GOOD BAD
HOVER CHECK FLI

FUEL QTY : N1 : %
FF: TOT : °C
Record data : END: TRQ : %
U/BUS : V I/GEN : A
Eng oil T : °C Eng oil P : bar
NR : rpm
AS 550 C3e
FLIGHT MANUAL
8 - 19
SHEET No. HELICOPTER
8 - 20
MAXIMUM CONTINUOUS POWER CLIMB
4 AS 550 C3e
TEST PHASES AND REQUIREMENTS RESULTS TO BE OBTAINED / RESULTS OBTAINED
LIMITATIONS
This test must only be performed if there is a doubt concerning
AS 550 C3e
the helicopter performance.
Set power to obtain MCP limit

FLIGHT MANUAL
CLIMB PERFORMANCE CHECK FUEL QTY: AUW :
Set IAS kt = Vy = 65 kt at 0Hp – (1 kt per 1000 ft) Record data during continuous climb :
Set IAS km/h = Vy = 120 km/h at 0Hp – (2 km/h per 300 m)
No sideslip, no turbulence, no thermal activity.
Time : Hp OAT N1 TOT TRQ Rate of climb ΔHp

0
0’30’’
1’
1’30’’
2’
2’30’’
3’
3’30’’
4’
The aircraft climb performance shall be at or

above the performance given in SECTION 5 of GOOD BAD
ORIGINAL ISSUE
the flight manual.
SHEET No. HELICOPTER MAXIMUM TAKEOFF POWER
5 AS 550 C3e
This test must be performed after major engine

maintenance or after maintenance on the fuel control
system.
ORIGINAL ISSUE
MAXIMUM TAKEOFF POWER CHECK See limitations FLM SECTION 2
Check all P2 bleed air consumers off Record data : Hp OAT
With IAS < 40 kt (74 km/h) increase collective pitch
to obtain TOP limit. CAUTION FLI :
10 < Max. FLI < 10.4 with t < 5 sec.
N1 : %
NOTE TOT: °C
This check is to be performed in an altitude
when TOP is limited by N1 or TOT. TRQ: %
Max. power audio warning check Max. power audio warning sounds for FLI > 10 for GOOD BAD
more than 1.5 sec.
AS 550 C3e
FLIGHT MANUAL
8 - 21
SHEET No. HELICOPTER MAXIMUM CONTINUOUS POWER LEVEL FLIGHT
8 - 22
6A AS 550 C3e
AS 550 C3e
MCP LEVEL FLIGHT

Set power to obtain MCP, no turbulence, stabilize
well before reading IAS. IAS :
FLIGHT MANUAL
• VIBRATION AND ROTOR

TRACK AND BALANCE CHECK
Check 3 ΩZ vibration level (pilot seat) Record data 3 ΩZ : IPS
Check rotor unbalance Unbalance < 0.2 IPS 1 ΩY : IPS Phase :
Check 1 ΩZ vibration level Record 1 Ω nose section accelerometer data : 1 ΩZ : IPS Phase :
- Using nose accelerometer diagram, determine Tab adjustments :
red and blue blade tab settings. Red : ° Blue : °
• Max. amplitude < 0.2 IPS
Confirm settings using the stroboscope :
Check main rotor blade track • Max. rotor track < 1 target
NOTE Track :
The best setting is rarely obtained with a perfect
track.
VNE WITH POWER ON
From MCP level flight, increase speed to VNE VNE kt = 155 kt at 0 Hp – (3 kt/1000 ft)
VNE km/h = 287 km/h at 0 Hp – (5 km/h per 300 m)
Record data : Peak amplitude Phase
Check main rotor unbalance. • Unbalance < 0.3 IPS 1Ω: IPS
Check main rotor blade track. Record data using a stroboscope :

• Blade track difference is to be < 1 target. Track :
ORIGINAL ISSUE
SHEET No. HELICOPTER MAXIMUM CONTINUOUS POWER LEVEL FLIGHT
6B AS 550 C3e
POWER TRANSIENT CHECKS
This test is not mandatory after VEMD maintenance.
At Vy, no engine flame-out check :
ORIGINAL ISSUE
- Pitch decrease from MCP to full low pitch in 2 sec. No engine flame-out GOOD BAD
- Pitch increase from TRQ ≈1 % to MCP in 3 sec. Minimum NR > 360 rpm Mini NR Max TOT
then in 2 sec. No surge 3 sec. rpm °C
Maximum TOT < 905°C 2 sec. rpm °C
P2 AIR BLEED CHECKS

Heating, demisting and sand filter (if installed) ON
one by one Heating ON, TOT increases. Δ TOT : °C
Check TOT increase at constant power Demisting ON, TOT increases. Δ TOT : °C
Sand filter ON, TOT increases, P2 indication Δ TOT : °C
present on VEMD.
ENGINE POWER CHECK

Check all P2 bleed air consumers off.
Set power to obtain MCP Record data (NR between 392 and 395 rpm) IAS NR rpm
Stabilize at least 2 min. before switching to ENGINE
N1 % N2 rpm
POWER CHECK page
(Use any of the SCROLL pushbuttons) TOT °C Zp ft
TRQ % OAT °C
TRQ MARGIN / TOT TRQ MARGIN / N1
GOOD BAD GOOD BAD

AS 550 C3e
FLIGHT MANUAL
8 - 23
SHEET No. HELICOPTER
8 - 24
AUTOROTATION - 65 kt (120 km/h)
7 AS 550 C3e
LOW PITCH STOP SETTING Max. NR: 430 rpm.

AS 550 C3e
This test must be performed after any maintenance

action that may affect the rigging of the main rotor
control system.
FLIGHT MANUAL
Autorotation at IAS = 65 kt (120 km/h - 75 mph) NOTE

If it is impossible to set the pitch on the stop
without exceeding the max. rpm, decrease
If possible: . weight < 1900 kg (4189 lb). the altitude or the weight if possible. FUEL QTY:
. altitude: Hp ≤ 5000 ft (1524 m).
Record data : Zp :
Perform a steady state autorotation at
IAS = 65 kt (120 km/h) and collective pitch on the OAT :
low pitch stop.
Check that the engine is desynchronized (NR > N2). AUW:
Best practice is to perform the test at conditions that
lead to a NR between 400 and 415 rpm. NR : rpm
Target NR rpm
NR must be in compliance with the value determined
by means of following chart − 0 /+ 10 rpm. GOOD BAD
Check high NR audio warning High NR audio warning sounds for NR ≥410 rpm GOOD BAD
VNE WITH POWER OFF

This test must be performed after maintenance action
on the tail rotor control system.
From level flight at IAS = VNE power off, decrease VNE power off = 125 kt at 0Hp - (3 kt per1000 ft ) Hp : IAS :
collective pitch to obtain TRQ = 0 and NR ≈ 410 rpm. VNE power off = 232 km/h at 0Hp - (5 km/h per 300m)
Check of left pedal margin Constant heading maintained GOOD BAD
ORIGINAL ISSUE
SHEET No. HELICOPTER AUTOROTATION - Low pitch stop setting
7 bis AS 550 C3e
CONDITIONS MAIN ROTOR SPEED IN AUTOROTATION IAS = 65 kt (120 km/h)
ORIGINAL ISSUE
EXAMPLE: OAT = 10°C
Hp = 4000 ft => ROTOR SPEED = 404 rpm
AS 550 C3e
A.U.W = 1700 kg
FLIGHT MANUAL
8 - 25
FLIGHT MANUAL
AS 550 C3e
SECTION 9
OPERATIONAL TIPS
Page
9.1. EMERGENCY LOCATOR TRANSMITTER
(KANNAD 406 AF-H or 121 AF-H) ......................................................9-1
9.1.1. GENERAL ..................................................................................9-1
9.1.2. DESCRIPTION AND OPERATION .......................................9-1
9.1.3. OPERATING PROCEDURE....................................................9-2
9.2 LOCATOR SEARCHLIGHT
9.2.1 GENERAL ..................................................................................9-4
9.2.2 DESCRIPTION ..........................................................................9-4
9.2.3 OPERATION ..............................................................................9-5
9.3 AIR CONDITIONING SYSTEM
9.3.1 GENERAL .................................................................................. 9.6
9.3.2 DESCRIPTION AND OPERATION .......................................9-6
9.3.3 OPERATING PROCEDURE....................................................9-7
9.3.4 PERFORMANCE DATA ..........................................................9-7
9.4 AIR AMBULANCE INSTALLATION
9.4.1 GENERAL ..................................................................................9-8
9.4.2 DESCRIPTION ..........................................................................9-8
9.4.3 OPERATING PROCEDURE....................................................9-9
9.5 HAILERS ...............................................................................................9-11
9.5.1 GENERAL ................................................................................9-11
9.5.2 DESCRIPTION ........................................................................9-11
9.6 SCHERMULY FLARES
9.6.1 GENERAL ................................................................................9-12
9.6.2 OPERATING PROCEDURE..................................................9-12
MANUFACTURER’S DATA 9-i

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Page
9.7 SKI INSTALLATION
9.7.1 GENERAL ...................................................................................9-13
9.7.2 DESCRIPTION ...........................................................................9-13
9.7.3 OPERATING PROCEDURE ....................................................9-13
9.8 TYPE T100 SIGHT INSTALLATION
9.8.1. GENERAL ...................................................................................9-14
9.8.2. COMPONENTS AND LOCATION..........................................9-15
9.8.3 SYMBOLOGY ............................................................................9-16
9.9 WEAPON SUPPORT AMRS INSTALLATION
9.9.1. GENERAL ...................................................................................9-17
9.9.2. DESCRIPTION ...........................................................................9-17
9.9.3 INSTALLATION, CONTROLS AND
MONITORING ...........................................................................9-18
9.10 ETC 4087F INSTALLATION
9.10.1 GENERAL ...................................................................................9-22
9.10.2 DESCRIPTION ...........................................................................9-23
9.10.3 DISPLAY .....................................................................................9-24
9.10.4 DATA ERASE CONTROL ........................................................9-25
9.11 NOISE REDUCTION
9.11.1 GENERAL ...................................................................................9-27
9.11.2 OPERATING IN SENSITIVE AREAS ....................................9-27
9.12 INTERCOM SYSTEM (GMA 340 H) ...................................................9-28
9.12.1 GENERAL ...................................................................................9-28
9.12.2 INSTALLATION AND OPERATION
DESCRIPTION ...........................................................................9-28
9 - ii MANUFACTURER’S DATA
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Page
9.13 RECOMMENDATIONS FOR CARGO SLING OPERATIONS...... 9-29

9.13.1 PERSONNEL TRAINING ..................................................... 9-29
9.13.2 IMPERATIVE PRE-OPERATIONAL CHECKS............... 9-29
9.13.3 AIRBORNE LOADS............................................................... 9-30
9.13.4 IN-FLIGHT PRECAUTIONS................................................ 9-31
9.13.5 CARGO RING SIZE RULE .................................................. 9-32
9.14 RADIO ALTIMETER (AHV16)............................................................ 9-33
9.14.1 GENERAL ............................................................................... 9-33
9.14.2 DESCRIPTION ....................................................................... 9-33
9.14.3 OPERATION........................................................................... 9-35
9.14.4 TEST PROCEDURE .............................................................. 9-36
9.15 NAVIGATION BLOCK DIAGRAM .................................................... 9-37
9.16 ANTENNA LOCALIZATION............................................................... 9-38
MANUFACTURER’S DATA MINISTERIO DE DEFENSA NATIONAL 9 - iii

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Page
9.13 RECOMMENDATIONS FOR CARGO SLING OPERATIONS...... 9-29

9.13.1 PERSONNEL TRAINING ..................................................... 9-29
9.13.2 IMPERATIVE PRE-OPERATIONAL CHECKS............... 9-29
9.13.3 AIRBORNE LOADS............................................................... 9-30
9.13.4 IN-FLIGHT PRECAUTIONS................................................ 9-31
9.13.5 CARGO RING SIZE RULE .................................................. 9-32
9.14 RADIO ALTIMETER (AHV16)............................................................ 9-33
9.14.1 GENERAL ............................................................................... 9-33
9.14.2 DESCRIPTION ....................................................................... 9-33
9.14.3 OPERATION........................................................................... 9-35
9.14.4 TEST PROCEDURE .............................................................. 9-36
MANUFACTURER’S DATA 9 - iii

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
LIST OF FIGURES
Page
FIGURE 9 - 1 : REMOTE CONTROL SWITCH AND EMERGENCY

LOCATOR KANNAD 406 AF-H OR 121 AF-H............... 9-1
FIGURE 9 - 2 : LOCATOR SEARCHLIGHT CONTROLS...................... 9-4
FIGURE 9 - 3 : AIR CONDITIONING CONTROLS ................................. 9-6
FIGURE 9 - 4 : AIR AMBULANCE INSTALLATION .............................. 9-8
FIGURE 9 - 5 : PUBLIC ADRESS CONTROL UNIT .............................. 9-13
FIGURE 9 - 6 : SKI INSTALLATION........................................................ 9-13
FIGURE 9 - 7 : SIGHT SYSTEM ................................................................ 9-14
FIGURE 9 - 8 : SIGHT CONTROL UNIT.................................................. 9-15
FIGURE 9 - 9 : RETICLE SYMBOLOGY ................................................. 9-16
FIGURE 9 - 10 : WEAPONS INSTALLATION .......................................... 9-17
FIGURE 9 - 11 : AMS CONTROL UNIT ..................................................... 9-18
FIGURE 9 - 12 : FIRING CONTROL UNIT................................................ 9-19
FIGURE 9 - 13 : ARMAMENT SELECTION BOX.................................... 9-20
FIGURE 9 - 14 : ARMAMENT WIRING DIAGRAM................................ 9-21
FIGURE 9 - 15 : CONTROL SCREEN ......................................................... 9-24
FIGURE 9 - 16 : BLOCK DIAGRAM ........................................................... 9-26
FIGURE 9 - 17 : GMA 340 H AUDIO PANEL............................................. 9-28
FIGURE 9 - 18 : CARGO RING .................................................................... 9-32
FIGURE 9 - 19 : RADIO ALTIMETER INDICATOR ............................... 9-34
MANUFACTURER’S DATA 9 - iv
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.1 EMERGENCY LOCATOR TRANSMITTER

(KANNAD 406 AF-H OR 121 AF-H)
9.1.1 GENERAL
The KANNAD 406 AF-H or 121 AF-H radio beacon is an
emergency transmitter which is used to locate the helicopter in case
of an emergency.
It transmits simultaneously on the international frequencies on
121,5 MHz, 243 MHz and 406,025 MHz; 406,025 MHz frequency
is operative for the KANNAD 406 AF-H radio beacon only.
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 central console under the SCU.
9.1.2 DESCRIPTION AND OPERATION

Components and location:
- A transmitter, with an [ARM - OFF - ON] switch, attached to the
structure inside the rear cargo hold.
- An [ON - ARMED - RESET TEST] control switch located on the
instrument panel (2).
- An external antenna on the left side (3).
FIGURE 9 - 1: Remote control switch and emergency locator

KANNAD 406 AF-H or 121 AF-H

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.1.3 OPERATING PROCEDURE

- Pre-flight check:
Check the following on the transmitter:
• The switch is set to "ARM".
Check the following under the instrumental panel:
• The remote control switch is set to "ARMED".
- Operating testing:
NOTE
Test procedure is to be conducted only once per month.
The self test mode is a temporary mode.

This mode is selected either:
• when switching from OFF to ARM the switch of the ELT,
• when switching to RESET TEST on the remote control
panel (provided that the switch of the ELT is in position
ARM).
The buzzer operates during the self test procedure.
CAUTION
The ELT emitting on emergency frequencies, the self-test should

be carried out only after authorisation of a control tower.
Should it not be possible to contact a control tower, the self-test
will be carried out in the first five minutes of each hour.
NOTE
It is strictly prohibited to test the ELT by transmitting.
- 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.
NOTE
If the aircraft must be immobilized for a long time, set the
switch of the ELT to OFF position.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- Automatic operation:
The transmitter is activated automatically in the event of an
impact assuming the switches are set to ARMED.
NOTE
The RESET TEST position stops locator transmitting and
resets the impact detector.
- Manual operation:
The unit may be activated manually by setting one control
switch to "ON".
- Autonomous operation:
 The transmitter may be used for self-contained operation on
the ground as following:
 remove the transmitter from its mounting bracket,
 disconnect the coax from the aircraft antenna,
 select an unobstructed area,
 extend the built-in tape antenna,
 place the unit upright with the antenna on top,
 switch on the transmitter by setting the [ARM-OFF-ON] switch
to "ON".

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.2 LOCATOR SEARCHLIGHT

9.2.1 GENERAL
The LOCATOR searchlight installation is intended to illuminate
the ground by a swivelling light beam in order to facilitate certain
missions (search, rescue, surveillance….).
9.2.2 DESCRIPTION
This installation consists mainly of:
- A 450 W power light (Detail A) installed on the bottom, forward
LH side of the lower structure, comprising:
• a glass dome (3),
• a swivelling parabolic reflector (4),
• a fixed-arc lamp (5),
• a housing (2),
• a mount (1).
- A control handgrip (Detail B) which, when not used, is hooked
onto a support located between the two seats.
- An amber light near the control handgrip support, which
illuminates to indicate that the searchlight is on.
Figure 9 - 2: Additional LOCATOR searchlight

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.2.3 OPERATION
An ON/OFF pushbutton (6) located on the control grip is used to
switch on and off the LOCATOR searchlight installation.
Full brightness is obtained 15 sec. after the searchlight has been
switched on. This is confirmed by the illumination of the amber
indicator light.
A four-way button (7) is used to operate the reflector for orientating
the light beam in the desired direction.
NOTE
To prevent any premature damage to the lamp it is advisable:
- After the searchlight has been switched on, to wait 15 sec.
before switching it off,
- After the searchlight has been switched off, to wait 30 to
60 sec. before switching it on again.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.3 FREON AIR CONDITIONER

9.3.1 GENERAL
The air conditioning system is designed to lower the ambient
temperature within the cabin.
9.3.2 DESCRIPTION AND OPERATION

- Available to the pilot
1 – Rocker switch:
 OFF neutral (stops system operation)
 FAN engaged (switches on ventilation)
 A/C engaged (switches on ventilation and air
conditioning)
2 - Rocker switch:
 LOW neutral (slow ventilation)
 HI engaged (fast ventilation)
 MED engaged (medium ventilation)
3 – Protection fuses for condenser and fan blowers
Figure 9 - 3: Air conditioning controls
- Available to the passengers

Six swivelling and adjustable outlets used to obtain the desired
ventilation rate.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e

System operation
- Set rocker switch 1:
• To FAN to obtain cabin ventilation
• To A/C to obtain air conditioning.
- Select ventilation rate using rocker switch 2.
NOTE
It is recommended to close the external ventilation flap when
using the system in the air conditioning mode, to get a better
efficiency.
System shutdown
- Set rocker switch 1 to OFF (neutral position).
- Should the system fail, set rocker switch 1 to OFF.
9.3.4 PERFORMANCE DATA

The impact of the air conditioning system on the performance data
given in the Basic Flight Manual is negligible.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.4 AIR AMBULANCE INSTALLATION

9.4.1 GENERAL
The air ambulance duty version is designed to carry one or two
stretcher patients accompanied by one or two medical assistants
seated on the R.H. rear bench seat.
9.4.2 DESCRIPTION
Fitting out in the air ambulance role involves removing the
copilot’s seat, the dual controls and if necessary the rear left hand
bench seat.
The lower stretcher (6) rests on the cabin floor, it is secured with
straps (3 and 5) to mooring rings and brackets.
The top stretcher (1) is held by supports (2) on the rear bulkhead, a
frame (4) at the front, and secured by straps (7) to the floor-
mounted mooring rings.
Figure 9 - 4: Air ambulance installation

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e

Three configurations are possible:
- 1 stretcher (upper or lower)
- 2 stretchers.
NOTE
If only one stretcher is being used it will be time-saving to use
the lower stretcher
When not in service the stretchers are folded and stowed with their
straps in the baggage hold. The upper stretcher support frame folds
down onto the cabin floor.
Stretchers are installed in the following order:
1 – Lower stretcher (6)
2 – Upper stretcher (1)
9.4.3.1 Preparation of the cabin

Installation of the air ambulance duty version requires a number of
preliminary cabin alterations.
- Lower stretcher:
 Remove: dual controls, copilot’s seat, seat cushions from
L.H. rear passenger seat.
 Fold up L.H. rear passenger seat against rear bulkhead.
- Upper stretcher:
 Remove: dual controls, (tail rotor control pedals need not be
removed), copilot’s seat, seat cushions from L.H.
rear passenger seat, L.H. carpeting.
 L.H. rear passenger seat remains open.
 Raise the support to vertical position and secure.

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
- Upper and lower stretchers:

• Remove: dual controls, copilot’s seat, L.H. rear passenger
seat cushions and seat, L.H. carpeting.
9.4.3.2 Installing the stretchers

- Open the port side doors.
- Load the stretchers into place in the cabin forwards:
• Set the lower stretcher on the cabin floor
• Set the upper stretcher on the support post.
- Engage the rear handles of the stretchers in the brackets on the
rear bulkhead.
- Secure the retaining straps and hooks at the front and “PIP”
pins at the rear.
CAUTION
The patients must be strapped to the stretchers and must be

embarked feet forwards, head towards the tail.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.5 HAILERS
9.5.1 GENERAL
The hailers are intended to transmit either messages of a high sound
level, or a continuous or intermittent signal (siren).
The effect of this optional equipment on the complementary performance
data is negligible.
9.5.2 DESCRIPTION
The system mainly consists of:
- An amplifier located in the LH side baggage hold,
- A dual hailer mounted on the landing gear rear cross beam,
- A control unit (AA21),
1 2 3 4 5
1- Volume level 4- INT position is not connected

2- Public address or radio mode 5- System ON switch with green
3-position switch: Continuous indicator
3-
or intermittent mode
Figure 9 - 5: Public address control unit
System operation:
- ICS ..............................................ON, set to "COM.3",
- control unit (AA21) ....................ON.
NOTE
Switches 2 and 4 must be in position "PA" and "EXT" for the
hailers to operate.
MANUFACTURER'S DATA 9 -11

ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.6 SCHERMULY FLARES

9.6.1 GENERAL
SCHERMULY flares are used to illuminate the ground during
night operations.
Two flares are carried on a support on the port side of the
fuselage.

The maximum height for firing the flares is 1500 ft (500 m).
For maximum effectiveness, the second flare should be fired at a
height of at least 800 ft (250 m).
It should be noted, however, that firing the flares below 1200 ft
(400 m) may be dangerous if a fire hazard exists in the area to be
illuminated.
Firing of the flares is controlled electrically.
The control system comprises of:
- a [FLARES] pushbutton situated on the console,
- a firing pushbutton on the pilot’s cyclic control grip.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.7 SKI INSTALLATION

9.7.1 GENERAL
The ski installation is designed for takeoff or landing on normal or
snow-covered ground.
9.7.2 DESCRIPTION
The skis are mounted to the pads via clamps.
SEFA skis have a glass-fiber/resin laminate structure; SURFAIR
skis have a metal structure.
The rear spatula of the ski is reinforced with one or two struts.
SURFAIR skis enable 4 pairs of snow skis to be carried on.
Figure 9 - 6: Ski installation

Special attention is required to the tail rotor ground clearance
when landing in deep snow
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.8 TYPE T100 SIGHT INSTALLATION

9.8.1 GENERAL
The type T100 sight system allows precise aiming of the gun,
machine gun or rockets by the pilot.
The system includes:

- a sight assembly adjustable in height and including:
• an optical unit combining the sighting function with a display
of firing and flight control symbology,
• a semi-reflecting mirror which superimposes the symbology
on the external sight image,
• a mirror elevation motor unit,
• an optical unit azimuth motor.
- an electronic control unit coupled with the sight.
The approximate weights of the sight system components are as

follows:
- Sight : 2.2 kg,
- Control unit : 1.1 kg,
- Fixed components : 1.2 kg.
Figure 9 - 7: Sight system
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.8.2 COMPONENTS AND LOCATION
Figure 9 - 8: Sight control unit
1. Elevation/distance angular correction readout, depending on

position of selector (3):
 GUN mode : distance x 10 meters,
 RKT mode : elevation x 1 mrd.
2. Elevation/distance adjustment, depending on position of
selector (3):
 GUN mode : distance in 50 meters steps,
 RKT mode : elevation in: . 5 mrd steps up to 80 mrd,
. 10 mrd steps from 80,
to 240 mrd.
3. Mode selector:
 HARM : weapon sighting-in (harmonization) mode,
 OFF : power removed from unit,
 TEST : sight symbology test position,
 GUN : cannon mode,
 RKT : rocket mode.
4. Symbology display brightness and contrast adjustment.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.8.3 SYMBOLOGY
Test mode symbology:
Figure 9 - 9: Reticle symbology
1. Figures from 2 to 14 in circle:

Angular correction/firing distance selected on the control unit:
 GUN mode : x 100 meters,
 RKT mode : x 10 mrd.
2. Sight reticle: circle and cross.
NOTE
In RKT mode, the two outermost horizontal marks disappear.
3. C Max take-off power warning,

4. X Sight system warning,
5. Flashing radio-altimeter warning.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.9 WEAPONS SUPPORT BEAMS INSTALLATION

9.9.1 GENERAL
This installation has been designed for carrying and firing:
- 20 mm gun pods,
- 12.7 mm machine gun pods,
- rocket launchers,
- anti-tank missile launchers.
CAUTION
- Only formally qualified types of weapons/pods combination
shall be installed.
- Configuration of elevation system must be 2 ECU* or 2
connecting rods, any other configuration is not authorized.
9.9.2 DESCRIPTION
This installation includes two weapon support beam assemblies
mounted on either side of the fuselage.
Each assembly consists of:
- a quick-disconnect support beam, which is attached to the
central structure,
- an elevation-adjustable weapon attachment system with
jettisoning capability which is installed at the top of the support
beam,
- Two connecting rods which immobilize the mechanism in
elevation to +4°, or two Elevation Control Units (ECU) to
motorize the mechanism from +7° to -10°.
The installation is complemented by a sight unit (Refer to
paragraph 9.8).
1. Weapon support beam 3. Connecting rod or Elevation Control Unit*

2. Release unit 4. Sight unit
Figure 9 - 10: Weapons installation
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.9.3 INSTALLATION, CONTROLS AND MONITORING
9.9.3.1 INSTALLATION PROTECTIONS

The installation is protected by circuit-breakers located
on the rear center console.
9.9.3.2 ARMAMENT MASTER SWITCH (AMS)
The "Armament Master Switch" is located on the
overhead panel on RH pilot side.
It comprises two indicator lights which show the status
of the release units on each side.
This switch is used to energize or cut-off the firing and
jettison circuits and to activate the ECU* slaving control
units.
A safety pin with a red flag prevents untimely activation

of the AMS on the ground.
1 Safety pin with red flag Inhibits inadvertent use of the switch
2 [AMS] OFF/ON switch Energizes the firing and jettison circuits
Each light illuminates when:

LEFT or RIGHT indicator . [AMS] is ON and
3
lights . a release unit is connected and
. a weapon is fitted.
Figure 9 - 11: Armament Master Switch
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.9.3.3 FIRE switch

This switch is located on the RH side of the console. It is used to
energize or cut-off the firing controls power supply and weapon
firing circuits. It is associated with the L and R lights which
illuminate when the switch is in the forward FIRE position (guard
up) allowing the weapons to be fired.
Item Designation Description
[FIRE]
1 Fire clearance control switch.
Guarded switch
Firing cleared: L or/and R .
2 L / R lights.
Firing not possible: L or/and R .
Connecting rod installed or ECU
installed and operational:
3 L / R lights. L or/and R .
ECU failed:
L or/and R .
4 [TEST] - [AMS] .......OFF.
- [TEST].......PRESS, during test (if
ECU installed) CHECK
lights (3) L / R flash.
- [TEST].......RELEASE, CHECK
lights (3) L / R .
Figure 9 - 12: Firing control unit.

9.9.3.4 ELEVATION CONTROL UNIT (ECU)*
Located on the weapon support beam, each gun pod release system
is equipped with an actuator to set the weapon in elevation (angle of
site) in order to adjust the gun firing distance. Each actuator can be
checked via the "SLVG SYS." control unit.
Each ECU elaborates and controls all the required signals from the
aircraft to operate the weapon release and carrier actuator. When a
failure is detected the corresponding ECU warning light illuminates
( L and/or R ).
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
The ECU operates under three modes:

- Fixed elevation mode:
Corresponds to gun and rocket firing in cruise flight. The fixed
elevation setting is + 4°,
- Gun mode:
Allows transmitting the elevation adjustment commands from
the pilot to the ECU and, when two gun pods are fitted, to align
one gun relative to the other,
- Test mode:
Engaged via the [TEST] pushbutton of the "SLVG SYS." control
unit on the console. It is used for:
• Checking the overall operation of the actuator by pressing the
elevation control.
NOTE
ECU generates an interference at 120.00 MHz.
9.9.3.5 ARMAMENT SELECTION BOX (ASB)

Installed on the instrument panel, this box unit allows weapon type
and firing mode selection.
Station selection:
. L: LH side only,
1 . L+R: LH and RH sides,
. R/ RH side only.
2 Weapon selection.
Firing mode selection for rockets only:
3 . S: Single,
. R: Ripple.
Figure 9 - 13: Armament Selection Box (ASB).
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.9.3.6 ARMAMENT WIRING DIAGRAM
Figure 9 - 14: Armament wiring diagram
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.10 ETC 4087F INSTALLATION*

THE PILOT’S GUIDE PUBLISHED BY THE MANUFACTURER OF
THE RADIO CENTRALISED CONTROL BOX ETC 4087F MUST BE
USED FOR THE COMPLETE OPERATING INSTRUCTION.
9.10.1 GENERAL
9.10.1.1 PURPOSE
The radio management unit enables the various
radiocommunication, radionavigation and identification systems
to be controlled from the radio management unit.
10.10.1.2 BRIEF DESCRIPTION
The system basically comprises:
- a radio management unit available to the pilot,
- an interface unit (MPU) for interconnection of certain systems
with the EDUs.
The radio communication installation, built around the intercom
system, consists of:
- three main switching boxes,
- a communication station VHF/FM,
- a centralized control system, ETC 4087F.
This system replaces all control panels for the various radio
communications, radio navigations and associated identification
devices:
- VHF, V/UHF-AM-FM,
- transponder, VOR-ILS-MKR and DME,
- a control panel CTL 23C.
The CTL 23C allows to insure the emergency function called
"BACK UP", in case of defect of the centralized system. This
equipment permits to control:
- VHF,
- VOR-ILS-MKR,
- DME.
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.10.1.3 POWER SUPPLY

The system is supplied with 28VDC from the primary and
emergency aircraft power systems.
The locations of the system protection circuit breakers are
indicated in SECTION 7.
9.10.2 DESCRIPTION
The information given in this section is limited to the general
description of the radio management unit.
ITEM DESCRIPTION FUNCTION
1 Color display unit Displays the various pages related to
the associated systems.
2 Brightness control Adjust the display unit brightness.
potentiometer
3 OFF-ON-EMER switch - OFF : The EDU is off,
- ON : Power is applied to the
EDU,
- EMER : Activates the emergency
mode. The EDU
generates emergency
frequencies for each of
the associated systems.
4 Dedicated key (TD) Used to skip from the list of
associated systems page to the pages
of the selected system, and vice-
versa.
5 Dedicated key (TD) Directly gives the priority mode to
the associated system selected.
6 Selector switch (two Used to select frequencies or channels
knobs) for the various associated systems.
7 LSK keys Each of these eight keys selects the
associated system assigned to the
adjacent screen zone or, according to
the page displayed, the associated
system operating mode.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 9 - 15: Control screen
9.10.3 DISPLAY
Three different types of pages are available to operate the
associated systems:
- Top Level Pages (TLP),
- Pages specific to the associated systems (MDP),
- frequency/channel storage pages (NPP).
The information contained in the different pages is identified by

color code:
- CYAN : Active frequency/channel,
- WHITE : Frequency used in HOLD mode,
- GREEN : Automatically controlled information,
- AMBER : Attenuated emission operating mode,
- RED : Failed system,
- YELLOW : Page change symbols.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.10.3.1 TOP LEVEL PAGE (TLP)

TLPs list the systems associated with the radio management
unit.
The display screen is divided into eight display zones by a white
grid.
One of the zones is assigned to the display of warning messages.
Another zone and its adjacent key are assigned to TLP change if
several TLPs are available.
9.10.3.2 MAIN DISPLAY PAGES (MDP)
Pages specific to the associated systems.
MDPs display the operating modes of the associated system to
which they are assigned.
The display screen is divided into eight zones the limits of which
are not shown.
One of the zones and its adjacent key are assigned to MDP
change if several MDPs are available.
9.10.3.3 NUMBER PRESET PAGES (NPP)
Frequency/Channel/Storage Pages.
NPPs contain the frequencies and channels of the associated
system to which they are assigned.
The display screen is divided into eight zones the limits of which
are not shown.
One of the zones and its adjacent key are assigned to NPP
change.
9.10.3.4 DIAGRAM SHOWING HOW TO ACCESS THE
DIFFERENT PAGES (FIGURE 9 - 16)
Depending on the page to be accessed, press the dedicated key
or the key which is adjacent to the zone displaying the relevant
symbol as shown on the diagram.
9.10.4 DATA ERASE CONTROL

The crew has the possibility to erase all secret codes and
frequencies memorized in ETC 4087F simultaneously, with the
data erase control located on overhead panel, whenever
necessary.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 9 - 16: Block diagram
Acronyms
EDU : Electronic Data Unit (central control unit),
MPU : Main Processing Unit (interface unit),
TLP : Top Level Page,
MDP : Main Display Page (page specific to associated system),
NPP : Number Preset Page (frequency and channel storage page),
LSK : Line Select Key,
TD : Data display key (dedicated key).
ORIGINAL ISSUE
FLGHT MANUAL
AS 550 C3e
9.11 NOISE REDUCTION

9.11.1 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 (300 m) AGL.
- Fly if possible downwind side of the sensitive areas.
- Maintain as much as possible a steady flight avoiding pedals large
movement or over-control.
- Leave the sensitive area as much as possible on the right side of
helicopter.
9.11.2 OPERATING IN SENSITIVE AREAS
- Fly-over :
• Adopt IAS = 110 kt (204 km/h) for OAT = + 25°C.
• Increase IAS slightly if OAT is increasing and inversely.
• If possible, increase the ground height to lower the noise effect.
- Take-off and climbing from helipad in sensitive area :
• After the shortest possible acceleration segment, once Vy is
reached, set to MCP while maintaining Vy.
- Approach and landing on helipad in sensitive area :
• Select IAS = 60 kt (111 km/h), with a rate of descent close to
1000 ft/min (5 m/sec).
- Take-off and landing from/to a helipad in a non sensitive area but
adjacent to neighbouring sensitive areas (seaside areas for
example):
• If possible select a taking-off trajectory opposite to the sensitive
area.
Accelerate until Vy is reached, then start climbing at this speed
with MCP.
• If possible for landing adopt a trajectory facing the sensitive
area.
Select Vy with a rate of descent close to 500 ft/min (2.5 m/sec).
- Maneuvers near the ground (around hovering) in sensitive area :
• Avoid unnecessary hovering.
• Avoid quick and repetitive pedal move.
• Prefer right spot turns.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.12 INTERCOM SYSTEM (GMA 340 H)

9.12.1 GENERAL
The Garmin GMA 340 H 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,
- links with other audio inputs (music, public address, …).
The GMA 340 H features a failsafe mode in case the power supply
is lost or the unit is inadvertently turned off.
9.12.2 INSTALLATION AND OPERATION DESCRIPTION
9.12.2.1 Components and location
• A panel located on the upper part of the center console with all
necessary switches for available modes and audio sources
selection.
• A 3A circuit-breaker located on the 50α circuit breakers
panel, in the cargo compartment.
MKR ICS COM/NAV Other functions

1. MKR beacon lights 5. Pilot/Passengers volume 13. COM receiver selectors 17. Annunciator lights test
(pull out to adjust passenger pushbutton
volume)
2. MKR audio/ mute selector 6. Pilot ICS squelch level 14. COM transmitter selectors 18. Locking screw access
(VOX)
3. MKR sensitivity indicator 7. Copilot volume 15. Split COM selector 19. Photocell (automatic
dimming)
4. MKR sensitivity selector 8. Copilot ICS squelch level 16. NAV systems audio selectors
(VOX)
9. Crew isolation mode
10. Pilot isolation mode
Figure 9 - 17: GMA 340 H audio panel
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.13 RECOMMENDATIONS FOR CARGO SLING

OPERATIONS
9.13.1 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.
Mechanics on ground duty must be fully informed by the pilot
before each new operation, in particular as regards:
 their position on the ground considering the proposed flight path;
 the direction in which to move away;
 the hook-up operation;
 hand signals to be used or radio instructions;
 protective equipment : helmets, gloves, glasses (if applicable);
 the number of round trips between replenishments;
 the manner of retrieving slings and nets.
9.13.2 IMPERATIVE PRE-OPERATIONAL CHECKS

 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.
 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 maximum anticipated load.
 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.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
 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 O.G.E. hover can be held
over the higher of the take-off or landing platforms.
9.13.3 AIRBORNE LOADS

Heavy loads, such as bags of cement or drums of kerosene, which
are carried in a net, present no particular problem.
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.
Permeability to air can have a stabilizing effect on a bulky load: for
example, a cable-car should be carried with its doors open.
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 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 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 rotor shaft.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
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.
9.13.4 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 transition into hover high enough above the ground
to eliminate the risk of dragging the load.
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 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 not; this is an advisable precaution against
possible misinterpretation of signals.
Never fly away with an empty net or an unballasted sling.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.13.5 CARGO RING SIZE RULE

- Care must be exercised when rigging a load to the cargo hook.
- It is the responsibility of the operator to assure the cargo hook will
function properly with each rigging.
- A placard located on both sides of the A/C illustrates the
following:
Cables, straps, ropes…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 respect the following rules :
Cargo Cargo
Hook hook A B C E
manufacturer reference
Onboard Not
528-023-51 > 50mm < 26mm > 55mm
Systems specified
Figure 9 - 18: Cargo ring
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.14 RADIO ALTIMETER (AHV16)

9.14.1 GENERAL
The radio altimeter:
- Provides an accurate measurement of the aircraft height relative
to the ground, regardless of the atmospheric conditions.
- Informs the crew when the aircraft descends below a decision
height or below 100 ft*.
9.14.2 DESCRIPTION
- Composition
The radio altimeter installation consists of:
 A transceiver,
 An indicator located on the instrument panel,
 An alarm unit,
 A transmission antenna,
 A reception antenna,
 2.5A circuit-breaker located on the 30 circuit breaker
panel.
 Power supply
The system is powered by the aircraft 28 VDC power system.
The location of the circuit breaker that protects this system is
given in section 7.
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
Figure 9 - 19: Radio altimeter indicator
Item Description
1 "DH" selector: Decision height setting.
2 Scale 0 - 500 ft.
3 Height digital display (0 to 8000 ft).
4 "ON/OFF/TEST" selector.
"DH" indicator: The indicator flashes when the height
5
threshold is reached.
Flag: The flag appears if the system is faulty, in test mode and
6
above 8000 ft.
7 Decision height display
 Control on the console*
1 2
Push-button (1) ........ DISENGAGED:
- 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
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.14.3 OPERATION
9.14.3.1 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 above DH.
When hovering low or when landing with the radio-
altimeter antenna(s) above grass or plant cover, the radio-
height may become invalid (flag appears). Such invalidities
are more likely to occur in the presence of wind.
9.14.3.2 "100ft" Audio alert (If installed)

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

[100ft Mute] ..... DISENGAGED, CHECK the lights go out.
NOTE
The "100 ft" audio alert is (re-)armed after the helicopter
climbs above 120 ft.
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.14.4 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
4. "ON/OFF/TEST" selector (4) .....TEST, and CHECK:

- Display of all front face
segments, (Test height, Flag,
DH value),
- "100 ft"* audio alert,
- "DH" audio alert.
(*) If installed
ORIGINAL ISSUE
FLIGHT MANUAL
AS 550 C3e
9.15 NAVIGATION BLOCK DIAGRAM

9.15.1 RADIONAVIGATION BLOCK DIAGRAM
MANUFACTURER'S DATA MINISTERIO DE DEFENSA NATIONAL 9 - 37

ORIGINAL ISSUE

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PARTIE REGLEMENTAIRE PARTIE REGLEMENTAIRE

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REGISTRATION No. SERIAL No.

EUROCOPTER Direction Technique Support

ORIGINAL ISSUE TITLE

ORGANIZATION OF THE MANUAL

2 STRUCTURE OF THE MANUAL

4 FLIGHT MANUAL SUPPLEMENTS

5 FLIGHT MANUAL APPENDIX

ORIGINAL ISSUE iii

6.2 INCORPORATING PAGES HAVING ENTIRE PAGE

7.1 NORMAL REVISIONS

7.2 TEMPORARY REVISIONS

7.3 PROCEDURE FOR DOCUMENTARY CHANGES IN THE FLIGHT

7.4 IDENTIFYING UPDATED INFORMATION

1.1 TERMINOLOGY ...........................................................................................1-1

FIGURE 1-1 : THREE-VIEW DRAWING .........................................................1-2

FIGURE 1-2: ACCESS DOORS AND COMPARTMENTS .............................1-3

ORIGINAL ISSUE 1-i

AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH, IF NOT

An operating procedure, practice, etc., which, if not strictly observed,

USE OF PROCEDURAL WORDS

ORIGINAL ISSUE 1-1

1.2 MAIN AIRCRAFT DIMENSIONS

Figure 1-1: Three-view drawing

1-2 ORIGINAL ISSUE

LH HOLD Area 2.60 m2 (27.98 ft2) RH HOLD

Volume 0.235 m3 (8.29 ft3) Volume 0.200 m3 (7.06 ft3)

Area 0.55 m2 (5.92 ft2)

Volume 0.565 m3 (19.94 ft3)

Figure 1-2: Access doors and compartments

ORIGINAL ISSUE 1-3

1.3 DESCRIPTIVE DATA

1.3.3 TAIL ROTOR

1-4 ORIGINAL ISSUE

1.4 SYMBOLS AND ABBREVIATIONS

POWER / ENGINE PARAMETERS

ORIGINAL ISSUE 1-5

WEIGHT AND BALANCE

1-6 ORIGINAL ISSUE

 Symbol used for switches or pushbuttons : [HORN]

 Symbol used for warning lights : GOV GOV

(example) Light ON Light OFF

 Symbol used for VEMD indications : P2 ) P2 )

ORIGINAL ISSUE 1-7

1.5 CONVERSION FACTORS

1.5.2 OTHER UNITS TO METRIC UNITS

1-8 ORIGINAL ISSUE