365 V 1

REVISION TO AIRCRAFT PUBLICATION : AS 365 N3
PUBLICATION CONCERNED : COMPLEMENTARY FLIGHT MANUAL –Vol 2
APPENDIX.9.1 DATE CERTIFICATION

REVISION No.: 0 11-42 /
PC2DLE CODE: CODE:
- The outline of the revision is given below :

. Sections or supplements affected (added or modified),
. Major points of the revision.
- Check that pages in each section are those specified in the list of effective pages.
- Withdraw old and insert new pages affected by this revision.
- Return the acknowledgement card.
- This list of amended pages may be filed (apart from the manual).
Section, SUP
OUTLINE OF THE REVISION or APP
PAGES
Volume 2
New appendix to complementary Flight Manual dealing with the
APP.9.1 All
introduction of:
PROCEDURE GUIDE FOR OFFSHORE OR ASSIMILATED
ELEVATED HELIDECK - PC2 DLE
This appendix is applicable for aircraft equipped with air intakes
screens.
11-48 Page 1 / 1
COMPLEMENTARY FLIGHT MANUAL
COMPOSITION
OF RUSH REVISIONS (RR)
The Manual contains the following additional yellow page(s):

RR DATE RR DATE
SECTION PAGE CODE SECTION PAGE CODE
No. No.
0.0.P4 1/01*RR* 12-05 R
8A 9.0.P6 1 *RR* 11-20
9.30 1 *RR* 11-20
8B 8.3 2 *RR* 12-05 R
8.3 32 *RR* 12-05 R
8.3 33 *RR* 12-05 R
9.31 5 *RR* 12-05 R
9.31 6 *RR* 12-05 R
AS 365 N3
0.0.P4
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*RR*
LIST OF EFFECTIVE PAGES

(1) Page Revision Code
− R : Revised, to be replaced
− N : New, to be inserted
SECTION PAGE DATE (1) SECTION PAGE DATE (1)
0. 0 P1 1 02-48 7. 1 2 02-48
0. 0 P1 2 02-48 7. 2 1 02-48
0. 0 P1 3 04-10 7. 2 2 02-48
0. 0 P2 1 02-48 7. 2 3 02-48
0. 0 P3 1 02-48 7. 2 4 02-48
0. 0 P4 1 02-48 7. 3 1 07-50
0. 0 P5 1/04 10-40 R 7. 3 2 04-10
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6. 0 P6 1 10-40 R 7. 3 4 02-48
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6. 2 7 02-48 7. 6 1 02-48
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6. 3 1 02-48 7. 7 11 09-23
6. 3 2 02-48 7. 7 12 02-48
6. 3 3 09-23 7. 7 13 02-48
6. 3 4 02-48 7. 7 14 07-50
6. 3 5 02-48 7. 8 1 02-48
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7. 11 2 02-48 8. 0 P6 1 09-23
7. 11 3 06-18 8. 1 1 07-50
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7. 12 6 02-48 8. 2 5 09-23
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7. 12 12 02-48 8. 3 6 10-04
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7. 12 15 02-48 8. 3 9 07-50
7. 13 1 10-40 N 8. 3 10 06-18
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7. 13 3 10-40 N 8. 3 12 06-18
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7. 13 10 10-40 N 8. 3 19 06-18
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8. 3 21 06-18 9. 22 21 02-48
8. 3 22 06-18 9. 23 1 06-18
8. 3 23 06-18 9. 23 2 02-48
8. 3 24 06-18 9. 25 1 02-48
8. 3 25 06-18 9. 25 2 04-10
8. 3 26 06-18 9. 25 3 06-18
8. 3 27 06-18 9. 25 4 02-48
8. 3 28 06-18 9. 25 5 09-23
8. 3 29 06-18 9. 25 6 06-18
8. 3 30 06-18 9. 25 7 06-18
8. 3 31 06-18 9. 25 8 06-18
8. 3 32 06-18 9. 25 9 06-18
8. 5 1 02-48 9. 25 10 09-23
8. 5 2 07-50 9. 25 11 06-18
8. 5 3 06-18 9. 27 1 02-48
8. 5 4 06-18 9. 27 2 02-48
8. 5 5 06-18 9. 27 3 02-48
8. 5 6 02-48 9. 27 4 02-48
8. 5 7 02-48 9. 27 5 02-48
9. 0 P6 1 07-50 9. 27 6 02-48
9. 1 1 02-48 9. 27 7 09-23
9. 1 2 09-23 9. 28 1 06-18
9. 1 3 10-04 9. 28 2 09-23
9. 18 1 02-48 9. 28 3 06-18
9. 20 1 06-18 9. 31 1 07-50
9. 20 2 06-18 9. 31 2 07-50
9. 22 1 02-48 9. 31 3 07-50
9. 22 2 02-48 9. 31 4 07-50
9. 22 3 02-48 9. 32 1 02-48
9. 22 4 02-48 9. 32 2 02-48
9. 22 5 02-48 9. 32 3 02-48
9. 22 6 02-48 9. 32 4 02-48
9. 22 7 02-48 9. 32 5 02-48
9. 22 8 02-48 9. 32 6 02-48
9. 22 9 02-48 9. 33 1 02-48
9. 22 10 02-48 9. 33 2 10-04
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9. 22 12 02-48 9. 33 4 02-48
9. 22 13 02-48 9. 33 5 02-48
9. 22 14 02-48 9. 34 1 02-48
9. 22 15 02-48 9. 34 2 02-48
9. 22 16 02-48 9. 52 1 02-48
9. 22 17 02-48 9. 72 1 02-48
9. 22 18 02-48 9. 73 1 02-48
9. 22 19 02-48 9. 73 2 02-48
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9. 80 1 07-50 10. 2 34 02-48
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10. 1 1 04-10 10. 2 37 02-48
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10. 2 3 04-10 10. 2 41 07-50
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10. 2 7 07-50 10. 2 45 02-48
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10. 2 9 02-48 10. 2 47 02-48
10. 2 10 02-48 10. 2 48 02-48
10. 2 11 02-48 10. 2 49 04-10
10. 2 12 02-48 10. 2 50 02-48
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10. 2 14 02-48 10. 2 52 02-48
10. 2 15 04-10 10. 3 1 04-10
10. 2 16 02-48 10. 3 2 02-48
10. 2 17 02-48 10. 3 3 02-48
10. 2 18 02-48 10. 3 4 02-48
10. 2 19 02-48 10. 3 5 04-10
10. 2 20 02-48 10. 3 6 07-50
10. 2 21 02-48 10. 4 1 04-10
10. 2 22 02-48 10. 5 1 04-10
10. 2 23 02-48 10. 6 1 04-10
10. 2 24 04-10 10. 6 2 04-10
10. 2 25 02-48 10. 6 3 04-10
10. 2 26 02-48 10. 6 4 04-10
10. 2 27 02-48 10. 6 5 04-10
10. 2 28 04-10 10. 7 1 10-40 N
10. 2 29 02-48 10. 7 2 10-40 N
10. 2 30 02-48 10. 7 3 10-40 N
10. 2 31 02-48 10. 7 4 10-40 N
10. 2 32 02-48
LIST OF THE LATEST NORMAL NORMAL REVISION: 7

REVISIONS
No. Date No. Date
0 97-20 5 09-23
1 02-48 6 10-04
2 04-10 7 10-40
3 06-18
4 07-50
AS 365 N3
0.0.P5
10-40 Page 4
LIST OF MODIFICATIONS MENTIONED

IN THE FLIGHT MANUAL
This list includes all modifications that are or have been referenced to in the Flight Manual,
except TUBOMECA modifications.
Modification SUBJECT
07-79B32 Engine chip burning system
07-34C41 MFD 255 STEP 1'
07-71C38 "DIFF NG" Alarm circuit evolution
07-22B61 APM 2010 Automatic Pilot Installation
07-33B62 Right landing light retractable and adjustable and left
Landing light for integration in basic aircraft
AS 365 N3 0.0
10-40 Page 1
SECTION 6
WEIGHT AND BALANCE
CONTENTS
6.1 GENERAL - DEFINITIONS Pages
1. WEIGHTS - CONVENTIONAL TERMS ..........................................................1
2. CENTER OF GRAVITY - CONVENTIONAL TERMS .....................................2
3. WEIGHING .....................................................................................................3
4. CALCULATING LONGITUDINAL CG LOCATION..........................................6
6.2 LONGITUDINAL LOCATION OF VARIABLE LOADS

1. CREW.............................................................................................................1
2. PASSENGERS ...............................................................................................2
3. TRANSPORT OF INTERNAL FREIGHT ........................................................5
4. TRANSPORT OF SLUNG LOADS .................................................................6
5. TRANSPORT OF HOISTED LOADS..............................................................7
6. FUEL ..............................................................................................................8
7. AMBULANCE DUTY.....................................................................................10
8. WEIGHT AND MOMENT OF EQUIPMENT ITEMS......................................11
LOADING CHARTS......................................................................................16
6.3 LATERAL LOCATION OF VARIABLE LOADS

1. CREW.............................................................................................................1
2. PASSENGERS ...............................................................................................2
3. TRANSPORT OF HOISTED LOADS..............................................................4
4. AMBULANCE DUTY.......................................................................................5
AS 365 N3
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10-40 Page 1
3 WEIGHING
Weighing is the only reliable way of obtaining:
• Equipped empty weight (EEW).
• Aircraft center of gravity (C.G.) location.
The aircraft must be weighed:
• On leaving the works.
• Following any major modification.
3.1 PRELIMINARY STEPS

• The weighing operation must be carried out by avoiding the errors caused by
the wind.
• Clean the aircraft carefully before weighing.
• Should the weighing operation be used to determine C.G. location, level the
aircraft before weighing.
• In principle, all equipment items included in the aircraft's empty weight must be
installed. Make an 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 rest on suitable leveled ground for
correct measurement.
• Unless otherwise specified, the fuels cells must be drained.
• The quantities of oil and fuel remaining in the tanks, lines, etc...are called
"residual", and are normally included in the aircraft's empty weight.
• The brakes must be released for jacking up the aircraft.
3.2 WEIGHING PROCEDURE

Aircraft weighing and C.G. location determination are as follow:
• 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 cells are drained.
• The distances of the jacking points are defined by the manufacturer when the
aircraft is assembled on the jig.
• Record the value of the weight measured at each jacking point.
• Compute the moment by multiplying the weight value by the distance of the
corresponding jacking point.
• Make the sum of the moments.
• Divide the total moment by the weight to obtain the aircraft C.G. location.
AS 365 N3 6.1
10-40 Page 3
AS 365 N3 6.1
10-40 Page 4
INVENTORY AT TIME OF AIRCRAFT WEIGHING
MISCELLANEOUS RADIO COMMUNICATION

Aircraft tool kit .................................... RADIO NAVIGATION
AVIONICS
First aid kit .........................................
Flight Manual ..................................... VHF/AM ............................................
Fire extinguisher ................................ UHF/AM ............................................
Engine access ladder ........................ V/UHF ...............................................
Storage net ........................................ VHF/UHF/AM ....................................
OPTIONAL EQUIPMENT VHF/UHF, AM/FM.............................
HF/SSB .............................................
2nd landing light ................................
Hover flight flood light ........................ ICS installation ..................................
LOCATOR searchlight ....................... Headset ............................................
SPECTROLAB light ........................... Recorder ...........................................
Illuminating flares...............................
Storm light ......................................... Emergency locator transmitter ..........
Blind flying screens............................
Tinted transparent panels .................. Encoding altimeter ............................
De-iced windshield............................. Radio-altimeter..................................
Ice detector........................................ ADF...................................................
Fuel heating system........................... 2nd compass gyro ..............................
Very cold weather heating ................. Vertical gyro ......................................
Air conditioner....................................
Baggage compartment ventilation ..... IFF ....................................................
Emergency floatation gear................. TACAN..............................................
Sand filters......................................... DME..................................................
Blade folding system.......................... VOR/ILS - GLIDE - MARKER ...........
Sling................................................... VOR/LOC - GLIDE - MARKER .........
Hoist .................................................. HOMING system...............................
Drip tub ..............................................
Loudspeaker...................................... NADIR...............................................
Hour meter......................................... VLF/OMEGA .....................................
Ferry fuel tank.................................... DOPPLER radar ...............................
Auxiliary fuel tank............................... Weather / navigation radar................
Pressure refueling system ................. GPS ..................................................
Fuel flow meter ..................................
Fuel jettison system ........................... FLIR ..................................................
Crash-resistant fuel tank.................... Coupler .............................................
Reinforced protection of main rotor
blades ................................................
Alternator ...........................................
“Comfort” trimming.............................
8 “Comfort” seat installation...............
8 “Utility” seat installation...................
2 “Utility” back-to-back seat ...............
Ambulance duty installation ...............
Nose wheel castor lock......................
43-Ah battery .....................................
AS 365 N3 6.1
10-40 Page 5
4 CALCULATING LONGITUDINAL C.G. LOCATION

4.1 METHOD
The distance from the center of gravity of the aircraft to the datum plane is found
by means of the following formula:
Sum of moments
= C.G. location
Sum of weights
• Determine the Equipped Empty Weight.
• Referring to the tables of Section 6.2, note then totalize the weights and
moments.
• Check that the total weight is lower than the maximum permissible takeoff
weight.
• Determine the C.G. location and check that it falls within permissible limits.
4.2 EXAMPLE OF CALCULATION.

Weight C.G. location Moment
• Equipped empty weight 2360 kg 4.14 m 9770 m.kg
• Crew
- 1 pilot + 1 copilot 150 kg 296 m.kg
• 8 seat layout
- 4 passengers at front 320 kg 915 m.kg
- 4 passengers at rear 320 kg 1216 m.kg
• Fuel (standard tanks)
- Group 1 (380 l) 300 kg 935 m.kg
- Group 2 (380 l) 300 kg 1345 m.kg
• Load in cargo compartment 100 kg 529 m.kg
________ ___________
• TOTAL: 3850 kg 15006 m.kg
i.e. a C.G. location of 15006 = 3.89 m

3850
within the permissible limits. (Refer to SECTION 2.2, § 2.1).
AS 365 N3 6.1
10-40 Page 6
SECTION 6.2
LONGITUDINAL LOCATION OF VARIABLE LOADS

1 CREW
METRIC SYSTEM ANGLO-SAXON SYSTEM

CREW WEIGHT MOMENT CREW WEIGHT MOMENT
(kg) (m.kg) (lb) (in.lb)
100 197 230 17848

110 217 250 19400
120 236 270 20952
130 256 290 22504
140 276 310 24056
150 296 330 25608
160 315 350 27160
170 335 370 28712
180 355 390 30264
AS 365 N3
6.2
02-48 Page 1
2 PASSENGERS
2.1 8-SEAT COMFORT LAYOUT
NOTE
The 4 front seats may be fitted rearward or forward facing
PASSENGERS MOMENT (m.kg) PASSENGERS MOMENT (in.lb)

WEIGHT (kg) B1 B2 WEIGHT (lb) B1 B2
70 200 266 150 16890 22440

80 229 304 180 20268 26928
90 257 342 200 22520 29920
100 286 380 220 24772 32912
120 343 456 260 29276 38896
140 400 532 300 33780 44880
160 458 608 350 39410 52360
180 515 684 400 45040 59840
200 572 760 440 49544 65824
220 629 836 490 55174 73304
240 686 912 530 59678 79288
260 744 988 570 64182 85272
280 801 1064 620 69812 92752
300 858 1140 660 74316 98736
320 915 1216 700 78820 104720
340 972 1292 750 84450 112200
360 1030 1368 800 90080 119680
AS 365 N3
6.2
09-23 Page 2
2.2 11-SEAT LAYOUT

WEIGHT MOMENT (m.kg) WEIGHT MOMENT (in.lb)
(kg) C1 C2 C3 C4 (lb) C1 C2 C3 C4
70 200 255 304 308 150 16890 21495 25695 25980

80 229 291 348 352 180 20268 25794 30834 31176
90 257 328 391 396 200 22520 28660 34260 34640
100 286 364 435 440 220 24772 31526 37686 38104
120 343 437 522 528 260 29276 37258 44538 45032
140 400 510 609 616 300 33780 42990 51390 51960
160 458 582 696 704 350 39410 50155 59955 60620
180 515 655 783 792 400 45040 57320 68520 69280
200 572 728 440 49544 63052
220 629 801 490 55174 70217
240 686 874 530 59678 75949
260 744 946 570 64182 81681
280 801 1019 620 69812 88846
300 858 660 74316
320 915 700 78820
340 972 750 84450
360 1030 800 90080
AS 365 N3
6.2
09-23 Page 3
2.3 12-SEAT LAYOUT

WEIGHT MOMENT (m.kg) WEIGHT MOMENT (in.lb)
(kg) D1 D2 D3 D4 (lb) D1 D2 D3 D4
70 200 255 304 308 150 16890 21495 25695 25980

80 229 291 348 352 180 20268 25794 30834 31176
90 257 328 391 396 200 22520 28660 34260 34640
100 286 364 435 440 220 24772 31526 37686 38104
120 343 437 522 528 260 29276 37258 44538 45032
140 400 510 609 616 300 33780 42990 51390 51960
160 458 582 696 704 350 39410 50155 59955 60620
180 515 655 783 792 400 45040 57320 68520 69280
200 572 728 440 49544 63052
220 629 801 490 55174 70217
240 686 874 530 59678 75949
260 744 946 570 64182 81681
280 801 1019 620 69812 88846
300 858 660 74316 94578
320 915 700 78820
340 972 750 84450
360 1030 800 90080
AS 365 N3
6.2
09-23 Page 4
8 WEIGHT AND MOMENT OF EQUIPMENT ITEMS

The following list covers the optional equipment items. It gives the approximate weight
and moment of the removable components.
WEIGHT MOMENT
EQUIPMENT
(kg) (lb) (m.kg) (in.lb)
HOIST COMPLETE WITH ARM 65.45 144.29 239.54 20792.2
- Hoist fairing & attachments 4.00 8.82 14.92 1295.7
- Hoist assembly fairing 39.22 86.46 143.153 12432.9
supplement and attachments
- Hoist control elect. Box 6.20 13.67 22.506 1950.7
- Boom assembly 14.18 31.26 52.75 4578.5
- Control grip 0.68 1.50 2.353 204.2
- Ramp with hoist control 1.17 2.58 4.048 351.4
- Hoist operator belt 0.75 1.65
SHEAR INSTALLATION
- On seat
"operating" position 1.72 3.79 7.207 625.5
• Shear 1.50 3.31 6.285 545.5
• Sleeve 0.22 0.49 0.922 80.0
"Folded" position 1.72 3.79 7.602 659.8
• Shear 1.50 3.31 6.630 575.5
• Sleeve 0.22 0.49 0.972 84.4
- On bulkhead 4630 1.72 3.79 7.912 686.7
• Shear 1.50 3.31 6.900 598.9
• Sleeve 0.22 0.49 1.012 87.8
CARGO SLING INSTALLATION 19.00 41.89 63.433 5505.7

- Sling 15.30 33.73 62.286 5406.2
- Rear view mirror 3.70 8.16 1.147 99.6
MEDEVAC INSTALLATION WITH 4 43.10 95.02 152.744 13257.4

STRETCHERS (in utiliz. posit.)
- Straps, upper right stretcher hook 1.88 4.14 5.997 520.5
- Straps, upper left stretcher hook 1.88 4.14 5.997 520.5
- Straps for lower right stretcher 1.12 2.47 2.934 254.7
- Straps for lower left stretcher 1.12 2.47 2.934 254.7
- Upper right stretcher 8.33 18.36 29.988 2602.8
- Upper left stretcher 8.33 18.36 29.988 2602.8
- Lower right stretcher 8.33 18.36 28.988 2516.0
- Lower left stretcher 8.33 18.36 28.988 2516.0
- Stowing bag 0.28 0.62 1.565 135.8
- Med. attendant's seat (folded) 3.50 7.72 15.365 1333.6
AS 365 N3 6.2
10-40 Page 11
WEIGHT MOMENT
EQUIPMENT
MEDEVAC INSTALLATION WITHOUT 9.78 21.56 50.890 4416.9
STRETCHERS (Stowing position)
- Straps, upper right stretcher hook 1.88 4.14 10.509 912.1
- Straps, upper left stretcher hook 1.88 4.14 10.509 912.1
- Straps for lower right stretcher 1.12 2.47 6.261 543.4
- Straps for lower left stretcher 1.12 2.47 6.261 543.4
- Stowing bag 0.28 0.62 1.565 135.8
- Med. Attendant's seat (folded) 3.50 7.72 15.785 1370.1
PILOT'S and COPILOT'S DOORS 5.6 12.3 10 861
TAIL SKID BALLAST 15 33 147 12839
EMERGENCY FLOATATION GEAR
- Fwd and rear containers 32.10 70.77 92.416 8021.4
- Fwd and rear fairing 4.60 10.14 11.187 971.0
SAND FILTERS 22.34 49.25 91.371 7930.7
- MGB cowlings with sand filters 19.9 43.87 80.197 6960.8
- Fairing on engine cowling 1.74 3.84 8.056 699.2
- Flexible pipes and attachments 0.70 1.54 3.118 270.6
AIR INTAKE SCREEN 11.32 24.96 45.322 3933.8
CARGO HOLD FUEL TANK 23 50.71 126.04 10939.8
FERRY FUEL TANK 20.74 45.72 83.58 7255.8
FUEL JETTISON SYSTEM (removable 4.6 10.1 18.4 1598
parts)
BALLAST UNDER PILOT and COPILOT 10 22 19.7 1706
SEATS 20 44 39.4 3412
40 88 78.8 6824
70 154 138 11943
LIFE-RAFT (removable parts)
- Standard version 63.1 139.1 178 15342
- Comfort version 55.1 121.5 156 13410
LOUDSPEAKER 250 W 11 24.25 51.6 4474.8
FLIR FSI STAR SAFIRE II 44.5 98.1 125.85 10930.3
SKI 65 143.3 224.9 19520.3
SPECTROLAB LIGHT ASSY 23.5 51.81 74.821 6494.2
- Light outside harness 0.9 1.98 2.925 253.9
- Search light assy 18.4 40.56 59.800 5190.4
- Light support assy 2.80 6.17 9.016 782.6
- Cabled control unit 1.40 3.09 3.080 267.3
AS 365 N3 6.2
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WEIGHT MOMENT
EQUIPMENT
LOCATOR 11.06 24.38 40.34 3500
- Light and attachments 9.58 21.12 36.02 3126
- Support and attachments 0.46 1.01 1.73 149
- Cable loom 0.37 0.82 1.43 125
- Control grip 0.65 1.43 1.16 100
BLIND FLYING SCREENS 4.68 10.32 6.847 594.3

- Blue goggles 0.19 0.42
ABSEILING INSTALLATION 1.70 3.75 6.432 558.3

- Fwd RH/LH rings assy 0.85 1.87 3.052 264.9
- Aft RH/LH rings assy 0.85 1.87 3.380 293.4
- Overhead handles and blanks Negligible Value
ROPING BARS INSTALLATION 4.12 9.08 16.064 1394.3

- LH + RH FWD bars + attachments 2.11 4.65 7.280 631.9
- LH + RH REAR bars + attachments 2.01 4.43 8.784 762.4
REDUCED MOORING HARNESS 1.62 3.57 9.072 787.4
EMERGENCY LOCATOR JOLLIET 0.93 2.05 5.43 471.3
12 UTILITY SEAT
- Utilization position 38.20 84.22 142.547 12372.5
• Two-place seat:
• Fwd. LH 6.25 13.78 18.375 1594.9
• Fwd. RH 6.25 13.78 18.375 1594.9
• Centre LH 6.25 13.78 23.188 2012.6
• Centre RH 6.25 13.78 23.188 2012.6
• Rear four-place seat 9.20 20.28 41.133 3570.2
• Rear seat back 4.00 8.82 18.288 1587.3
- Stowage position 38.20 84.22 141.774 12305.4

• Two-place seat:
• Fwd. LH 6.25 13.78 17.938 1557.0
• Fwd. RH 6.25 13.78 17.938 1557.0
• Centre LH 6.25 13.78 22.875 1985.5
• Centre RH 6.25 13.78 22.875 1985.5
• Rear four-place seat 9.20 20.28 41.860 3633.3
• Rear seat back 4.00 8.82 18.288 1587.3
11 PLACE PASSENGERS SEAT

COMPLEMENT 33.38 73.59 137.687 11950.7
- Three-place bench seat 16.26 35.85 61.625 5348.8
- Rear four-place bench seat 12.09 26.65 53.075 4606.7
- Rear four-place seat backs 5.03 11.09 22.987 1995.2
AS 365 N3 6.2
10-40 Page 13
WEIGHT MOMENT
EQUIPMENT
8 STANDARD SEAT 32.00 70.55 109.788 9529.2
- Two-place seat:
• Front. LH 8.30 18.30 24.402 2118.0
• Front. RH 8.30 18.30 24.402 2118.0
• Aft. LH 7.70 16.98 30.492 2646.6
• Aft. RH 7.70 16.98 30.492 2646.6
8 UTILITY SEAT 25.00 55.12 85.876 7453.7
- Two-place seat:
• Front. LH 6.25 13.78 18.375 1594.9
• Front. RH 6.25 13.78 18.375 1594.9
• Aft. LH 6.25 13.78 24.563 2132.0
• Aft. RH 6.25 13.78 24.563 2132.0
AS 365 N3 6.2
10-40 Page 14
PAGE INTENTIONNALY LEFT BLANK
AS 365 N3 6.2
10-40 Page 15
LOADING CHARTS
The following charts (metric and anglo-saxon 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.
Example: Item on chart

- The weighting operation locates the CG at 4.07 m
(160.23 in) for an EEW of 2500 kg (5511.55 lb) : 1
- 2 front seats used : 175 kg (386 lb) : 2
- 2 passengers FWD seats used : 150 kg (331 lb) : 3
- Freight in the FWD : 50 kg (110 lb) : 4
- Freight in the cargo hold : 50 kg (110 lb) : 5
- Zero fuel weight : 2925 kg (6448.6 lb) : 6
- Fuel : 500 kg (1102 lb)
-TOTAL WEIGHT : 3425 kg (7550.6 lb) : 7
The takeoff weight is 3425 kg (7550.6 lb) (item 7 with a center of gravity at
3.886 m (152.99 in).
The longitudinal CG is within the permissible limits.
 During the flight, after consuming 300 kg (661 lb) of fuel (item 8 ), the center
of gravity will be 3.904 m (153.7 in).
The weight and CG limits are given in LIMITATIONS (SECTION 2) and may
be modified by the Supplements corresponding to the optional items fitted.
AS 365 N3
6.2
10-40 Page 16
AS 365 N3
6.2
10-40 Page 17
AS 365 N3
6.2
10-40 Page 18
2.2 12-SEAT LAYOUT
PASSENGERS MOMENT (m.kg) PASSENGERS MOMENT (in.lb)

WEIGHT (kg) Q1 Q2 WEIGHT (lb) Q1 Q2
60 16 38 130 1378 3224

70 19 44 150 1590 3720
80 22 50 170 1802 4216
90 24 57 190 2014 4712
200 2120 4960
AS 365 N3
6.3
09-23 Page 3
3 TRANSPORT OF HOISTED LOADS

WEIGHT (kg) MOMENT (m.kg) WEIGHT (lb) MOMENT (in.lb)
60 84 130 7163
70 98 150 8265
80 112 170 9367
90 126 190 10469
100 140 210 11571
110 154 230 12673
120 168 250 13775
130 182 270 14877
140 196 290 15979
150 210 310 17081
160 224 330 18183
170 238 350 19285
180 252 370 20387
190 266 390 21489
200 280 410 22591
210 294 430 23693
220 308 450 24795
230 322 470 25897
240 336 490 26999
250 350 510 28101
260 364 530 29203
272 381 550 30305
570 31407
600 33060
AS 365 N3
6.3
02-48 Page 4
SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS
7.1 MAIN DIMENSIONS - OVERALL DIMENSIONS
7.2 COCKPIT
7.3 POWER PLANT
7.4 FUEL SYSTEM
7.5 ROTORS AND TRANSMISSION ASSEMBLIES
7.6 FLIGHT CONTROLS
7.7 HYDRAULIC POWER SYSTEMS
7.8 ELECTRIC POWER SYSTEMS
7.9 AIR DATA SYSTEM
7.10 VENTILATION, HEATING AND DEMISTING
7.11 LIGHTING
7.12 AUTOPILOT SYSTEMS (AFCS)
7.13 DIGITAL AUTOPILOT APM 2010
AS 365 N3
7.0.P6
10-40 Page 1
SECTION 7.1
MAIN DIMENSIONS - OVERALL DIMENSIONS
1 MAIN AIRCRAFT DIMENSIONS
AS 365 N3
7.1
09-23 Page 1
2 DOOR AND COMPARTMENT DIMENSIONS
AS 365 N3
7.1
02-48 Page 2
SECTION 7.3
POWER PLANT
1 DESCRIPTION
1.1 INSTALLATION
The 365 N3 is powered by 2 ARRIEL 2C turbo shaft engines installed side by side
behind the MGB.
The engines are located in two insulated fire-proof bays.
The two air intakes located forward of the MGB take advantage of the ram air
pressure in forward flight.
The power takeoff of each engine is located at the forward end.
The tail rotor drive shaft runs between the two engines and is insulated from the
fire bays by a tunnel.
1.2 SUMMARY
The modular design ARRIEL 2C turbo shaft engine consists of:
• A gas generator assembly comprising:
- a one-stage axial compressor,
- a centrifugal compressor,
- an annular combustion chamber,
- a one-stage turbine.
• A free turbine recovering the driving power.
2 MINIMUM PERFORMANCE DATA

2.1 SERVICE RATINGS (TEST BENCH ENGINE)
POWER (kW)
RATING MAXIMUM TIME
Hp = 0 ISA
OEI 30 s 30 s 718
OEI 2 min 2 min 646
OEI Continuous Unlimited 622
MTOP 5 min 626
MCP Unlimited 581
AS 365 N3
7.3
07-50 Page 1
3 TORQUEMETER
The sensors are torsion bar type.
The signals are sent to the engine control units which convert them into digital signals.
4 GOVERNING
The digital electronic governing essentially provides the following functions:
• suction and filtering of fuel,
• automatic engine starting until idle speed is reached then acceleration up to flight
rating,
• automatic governing of gas generator and free turbine rotational speeds, in order to
maintain the rotor speed at the selected value,
• maintaining the engine within the admissible operating ranges (engine speed
limitations),
• in-flight engine relights,
• normal engine shut-down,
• maintenance aid:
- detection, location, memorization and indication failures of items associated with
the control unit,
- counting and memorization of accumulated engine cycles,
- results of engine health monitoring (t4, torque).
AS 365 N3
7.3
04-10 Page 2
Ɣ A diff. Ng ('Ng) indicator per engine, incorporating:

- a scale graduated from - 8% to + 6%, which shows the 'Ng limit,
- a LED indicating when the bleed valve is open,
- a digital Ng display,
- a "TEST" button,
- two LEDs, one to indicate OEI 30 s and the other OEI 2 min.
Ɣ A triple indicator for Nf1, Nf2 and NR.
In flight, in the absence of failures, the three pointers are superimposed.
6.4 CAUTION ADVISORY PANEL
x Red warning lights :

: Major governing failure on the corresponding
GOV.1 and GOV.2
engine.
ENG.1 and ENG.2 : Oil pressure drop on the corresponding engine.
OIL TEMP : Excessive engine (or MGB) oil temperature.
DIFF NG : Ng difference.
: Overheat in the engine bay.
ENG.F
(Repeat of FIRE warning lights on

overhead panel and fuel shut-off control levers).
AS 365 N3
7.3
06-18 Page 5
Amber caution lights :

CHIP.1 and CHIP.2
: Detection of metallic particles on the
corresponding engine.
GOV : Minor governing failure.
TNG : "Training" mode engaged.
NOTE
Whenever a red warning lights up on the Caution Advisory Panel,
The ALARM lights are activated on the instrument panel.
6.5 "GONG" AUDIO ALARM

This alarm sounds in the ICS in two different forms:
• A single "GONG" strike indicates :
- that the sum of the torques exceeds 102.5 % or
- that the Δg for one of the engines exceeds 0.4 %.
This signal is also associated with illumination of the LIMIT warning lights.
• A series of "GONG" strikes indicates that the torque is different between the two
engines.
These alarms may be inhibited using the "HORN" switch on the overhead panel. In
this case the HORN caption illuminates on the Caution Advisory Panel.
7 MAIN ROTOR NORMAL LAW

Depending on altitude, NR varies between 355 and 360 rpm.
AS 365 N3
7.3
09-23 Page 6
SECTION 7.4
FUEL SYSTEM
1 FUEL TANKS
1.1 DESCRIPTION
Figure 1 - Fuel tank layout
1.1.1 Standard tanks

The fuel is distributed into two independent groups of tanks with a total
capacity of 1158 liters (915 kg).
AS 365 N3
7.4
02-48 Page 1
1.2 TANK CAPACITY

1.2.1 Standard tanks
TOTAL CAPACITY UNUSABLE CAPACITY
Liters Kg * US.Gal Liters Kg * US.Gal
LH GROUP 573 453 151 15 12 4
▪ LH center 222 175 58 .. .. ..
▪ LH front 173 137 46 .. .. ..
▪ RH front 178 141 47 .. .. ..
RH GROUP 585 462 155 8.5 7 2
▪ RH center 234 185 62 ... .. ..
▪ Rear 351 277 93 ... .. ..
TOTAL CAPACITY 1158 915 306 23.5 19 6
* Specific gravity 0.79
2 FUEL SYSTEM
2.1 ENGINE SUPPLY SYSTEM
The LH and RH systems (fig.2) are symmetric. In each system, the booster pumps
(9) draw fuel out of the feeder tank and deliver it through a filter to the engine.
Provided fuel remains in the other tanks, the feeder tank is kept full by the jet
pumps (8).
The fuel shut-off control lever (1) controls a valve which cuts off the fuel supply to
the engine.
2.2 TRANSFER SYSTEM
A two-way pump (7) activated by the control switch (6) on the fuel management
panel is used to transfer fuel from one group to the other.
2.3 FUEL CONTENTS GAUGES
Four variable capacity gauges signal the fuel contents of the LH group (pointer 1)
and RH group (pointer 2) on the instrument panel twin indicator.
A low level detector (12) in each feeder tank warns of a level drop in the tank on
the fuel management panel and on the Caution Advisory Panel by lighting
on the FUEL.Q or QTY caption.
AS 365 N3
7.4
10-40 Page 2
Figure 2 - Fuel system
1. Fuel shut-off control lever 7. Fuel transfer pump

2. Pressure transmitter 8. Jet pumps
3. Fuel low pressure switch 9. Booster pumps
4. Pre-clogging indicator light 10. Feeder-tank valve
5. Fuel transfer indicator light 11. Non-return valve
6. Fuel transfer pump control switch 12. Feeder tank low level sensor
and light
13. Transmitter contents gauge
AS 365 N3
7.4
10-40 Page 3
3 CONTROLS AND INDICATORS

3.1 CONTROL QUADRANT
One fuel shut-off control lever per engine closes the valve fitted on the engine fuel
supply line.
3.2 CAUTION ADVISORY PANEL
-A FUEL.Q light repeats the FUEL.Q or QTY light on fuel

management panel.
-A FUEL light repeats the FILT , FUEL P lights on fuel
or PRS management panel.
3.3 INSTRUMENT PANEL

• Two ALARM lights flash whenever one of the red warning lights
on the Caution Advisory Panel is on.
• Two pressure indicators on the multiple indicator array show the fuel pressure in
each system (fig.3).
• A twin fuel contents indicator shows the fuel contents of each tank group (fig.4).
Figure 3 - Pressure indicators
AS 365 N3
7.4
10-40 Page 4
Figure 4 - Fuel contents indicator
3.4 FUEL MANAGEMENT PANEL ON CONSOLE

• For each tank group :
FUEL.Q or QTY : drop in the feeder tank level
FILT : incipient filter clogging.
FUEL P or PRS : drop in system fuel pressure.
Two ”PUMP“ switches : for booster pumps.
• For entire system (fig.5) :

- a “TRANSFER PUMP” switch (1),
- an illuminated arrow (2) showing the direction of fuel transfer,
- a “FUEL TEST” button (3) to check the fuel contents indicator is functioning
correctly.
AS 365 N3
7.4
10-40 Page 5
or
Figure 5 - Fuel management panel
AS 365 N3
7.4
10-40 Page 6
SECTION 7.6
FLIGHT CONTROLS
1 GENERAL
The flight controls comprise:
• two cyclic pitch control sticks controlling the inclination of the swashplates,
• two collective pitch levers controlling the vertical displacement of the swashplates,
• two pairs of pedals controlling the angle of attack of the fenestron blades. The pedals
also feature assisted differential brakes acting on the main landing gear wheels,
• the pedal assembly is adjustable to the pilot's size.
2 CONTROLS ON CYCLIC PITCH STICK GRIP
AS 365 N3
7.6
02-48 Page 1
3 CONTROLS ON COLLECTIVE PITCH LEVER GRIP
The ramp of the collective pitch lever is fitted with a friction locking device.
AS 365 N3
7.6
07-50 Page 2
6.3 EMERGENCY HYDRAULIC SYSTEM

6.3.1 Warning Light (red)
L/G.PUMP : Allows the operation of the emergency system to be
checked.
REMINDER
The ALARM lights illuminate whenever a Caution Advisory
Panel red light comes on.
6.3.2 Indicators
The pressure of the accumulator can be checked by means of a pressure
indicator on the RH side of the cabin floor. The indicator can be seen from
outside the aircraft.
6.3.3 Control
The control panel is fitted (fig.5) with a three-position "LG PUMP" control
switch "NORM - EMERG - TEST" or "TEST - NORM - EMER" for
emergency extension of the landing gear and hydraulic support on the
ground.
Figure 5 - Control panel (according to version)
AS 365 N3
7.7
09-23 Page 11
6.3.4 On-ground check of emergency system

In the recess of the electrical ground power receptacles, a pushbutton and
a warning light make it possible to check the emergency system and the
repressurization of the accumulators.
This check also illuminates the L/G.PUMP light on the Caution Advisory
Panel.
6.4 CONTROLS AND INDICATORS FOR LANDING GEAR

A control with safety pin for extending/retracting the landing gear.
Indication of landing gear operation :
- no lights illuminated : uplocked position,
- amber light illuminated : landing gear in motion, light extinguishes after
locking,
- green arrows illuminated : downlocked position.
On the instrument panel, the L.GEAR light flashes when the landing gear is not
downlocked at speeds of 55 kt (102 km/h) and below.
AS 365 N3
7.7
02-48 Page 12
7 POWER BRAKES
7.1 GENERAL
To reduce the loads required for applying the wheel brakes and parking brake, the
system (fig.6) incorporates a hydraulic assistance ensured by:
• four transmitters connected to the yaw pedals,
• one braking relay installed under the cabin floor, on pilot side,
• one hydraulic accumulator which powers the braking system.
Figure 6 - Power brakes system
1. Copilot's LH transmitter 7. Accumulator

2. Pilot's LH transmitter 8. RH brake unit
3. Pilot's RH transmitter 9. LH brake unit
4. Copilot's RH transmitter 10. Return to reservoir
5. Auxiliary (or emergency) circuit input 11. Braking relay
6. Pressure gauge on cabin floor 12. Parking brake control
AS 365 N3
7.7
02-48 Page 13
7.2 OPERATION
Any action on the transmitter of one of the control pedals displaces one of the
braking relay pistons, thus pressurizing the corresponding braking circuit.
The accumulator can be charged either automatically through the auxiliary
hydraulic system, or through the electric pump of the emergency system controlled
by the pilot.
On the ground, with rotor stopped, it is possible to charge the accumulator by
pressing the ground test pushbutton located in the electric ground power
receptacle.
NOTE
To protect the electric pump motor, release the pushbutton as soon
as the pressure indicated on the cabin floor gauge reaches 125 bar.
A correctly charged accumulator ensures 20 operations of the brakes and can hold
the pressure for about 24 hours.
AS 365 N3
7.7
07-50 Page 14
6.1.2 Annunciator panel

Engagement of a mode is indicated by the illumination of the
corresponding caption light on the Control unit and of the relevant
annunciator.
Figure 7 - Indication of the modes engaged

For “V/L” and “G/S” modes, the annunciators are combined with amber
warning lights which indicate excessive deviations.
6.1.3 Caution advisory panel
C.P.L. caption illuminates (which blinks for 10 s) in case of:
- coupler disengaged by the pilot,
- loss of the electrical power supply to the coupler,
- loss of the data (validity) in the mode select.
6.1.4 Instruments associated with the coupler
• two airspeed indicators with built-in selection device,
• two HSI indicators,
• a pilot artificial horizon with flight director pointers (and if fitted, copilot
artificial horizon).
6.1.5 Cyclic stick grip
Refer to figure 5 (§ 3.4 - page 4)
• a stick trim release pushbutton (artificial feel loads),
• a four-way switch used for:
- the BEEP TRIM function,
- modification of the speed reference when the "A/S" mode is engaged,
• a pushbutton for engagement or disengagement of the "A/S" mode,
• a general AP release pushbutton,
• a coupler disconnect pushbutton.
6.1.6 Collective lever grip
Figure 8 - Collective lever grip

AS 365 N3
7.12
02-48 Page 9
7 OPERATION OF THE FLIGHT DIRECTOR COUPLER

To use the flight director .............................................press “F/D”
To use the coupler ......................................................press “CPL”
Engagement or disengagement of a function is obtained by depressing the

corresponding pushbutton on the control panel (fig.6), except “G/A” mode on the
collective lever grip (fig.8). With MFD 255 simultaneous engagement of CPL and F/D is
impossible.
Engagement of a mode is shown by illumination of an indicator light on the control panel
and by illumination or flashing of a mode annunciator light (fig.7) above the instrument
panel.
When a new function becomes live, it automatically disengages the function which
was previously engaged on the relevant channel, particularly when a radio-electric
function (“ARM”) is engaged. The previously engaged function will be cut off at the
moment of the actual capture (“CAP”).
NOTE
When a lateral coupling is engaged, the roll attitude reference is blocked at zero.
Steering is carried out through the yaw channel for heading deviations smaller
than 2°, and through the roll channel for heading deviations greater than 2°.
For large heading deviations, the bank angle is limited to 22°.
As the beep trim function is inhibited, the lateral attitude corrections are carried
out by means of the rudder pedals.
7.1 COUPLER MODES

Coupler Annunciator
ACTIONS
Control Unit panel
Keep the aircraft in the level flight automatically at the
Altitude old selected altitude.
ALT
NOTE
ALT The ALT light flashes when the altitude deviation with AS V/S
respect to the engagement altitude is more than 150 ft.
ON
This warning is inhibited during the 45 sec. Which follow
engagement of the “ALT” function.
To change the altitude, it is necessary to cancel the function :
• either by pressing “ALT” pushbutton
• by pressing the coupler release button on cyclic stick
• by engaging a new function of the pitch channel
“Fly-through” steering is possible; in this case, the pilot shall
cancel the loads with the manual trim, before releasing the
cyclic stick.
AS 365 N3
7.12
07-50 Page 10
SECTION 7.13
DIGITAL AUTOPILOT APM 2010
1 GENERAL
The autopilot provides automatic flight control in four axes of helicopter control and is
operated in basic and upper modes.
1.1 DESCRIPTION OF THE INSTALLATION

The AP includes the following components:
− An APM 2010 (Automatic Pilot Module) acquires data, then computes and
transmits the correcting signals to the actuators.
− An APMS (Automatic Pilot Mode Selector) permits the engagement and
adjustment of the various modes.
− A “CYCLIC TRIM FEEL” and a “COLLECTIVE TRIM FEEL” switch
(“ON/OFF" control), on overhead panel, permits to release cyclic or collective
force trim.
− A SEMA actuator (Smart Electro-Mechanical-Actuator) on the yaw axis.
− A SEMA actuator on the pitch axis contributing also to collective axis.
− Two SEMA actuators on the roll axis contributing also to collective axis.
− A trim actuator on pitch, roll, yaw and collective axes.
− Yaw stick position transmitters.
− Collective stick position transmitters.
AS 365 N3
7.13
10-40 Page 1
1.2 OVERALL SYSTEM ARCHITECTURE
Figure 1: Auto Pilot general block diagram.
AS 365 N3
7.13
10-40 Page 2
1.3 COMMANDS
1.3.1 APMS
Figure 2: APMS
“AP” Push-button Engages and disengages the automatic pilot.

OFF AP disengaged
AP engaged
“A-TRIM” push-buttons Engage and disengage the yaw and cyclic

auto-trim functions.
OFF Auto-trim disengaged
Auto-trim engaged
“TEST” push-button Engages the AP Pre-flight test.

ON Flashing during the test
“ALTA” knob Offers the possibility of adjusting pre-selected

altitude. Press this knob and the ALTITUDE
ACQUISITION mode engages. The green
engagement indicator light for this function
comes on.
“TNAV” push-button Engages and disengages the "Rendez-vous"
Not operational mode (NAV or VOR).
ON mode engaged
“HDG” knob Used to change the heading. Press this knob

and the heading mode navigation is engaged.
The green engagement indicator light for this
function comes on.
AS 365 N3
7.13
10-40 Page 3
“VNAV” push-button Engages and disengages the Vertical Navigation

Not operational mode.
A mode armed
C mode captured.
“CR.HT” knob Offers the possibility of adjusting a flying height.

Press this knob and the CRUISE HEIGHT mode
engages. The green engagement indicator light
for this function comes on.
“F/TDN” push-button Engages and disengages the Fix & Trans Down
mode.
A mode armed
C mode captured.
“HT/HOV” knob Offers the possibility of adjusting a hover height.

Press this knob and the HEIGHT HOVER mode
engages. The green engagement indicator light
for this function comes on.
“GSTC” push-button Engages and disengages the ground Speed
mode.
ON mode engaged.
“VS” push-button Engages and disengages the Vertical Speed

mode.
ON mode engaged.
“NAV” push-button Engages and disengages the navigation mode

coupled on a source (VOR or ILS selected on
ND).
A mode armed
C mode captured.
“IAS” push-button Engages and disengages the Airspeed hold
navigation mode.
ON mode engaged
“ALT” push-button Engages and disengages the Altitude hold

navigation mode.
ON mode engaged
AS 365 N3
7.13
10-40 Page 4
1.3.2 Flight control sticks
COLLECTIVE BEEP
GSTC/SAS TRIM
Engage/Disengage
AFCS or SAS OFF

CYCLIC BEEP
TRIM
TRIM RELEASE GO AROUND
CPL REL
COLLECTIVE
RELEASE
CYCLIC STICK COLLECTIVE PITCH

Figure 3: Cyclic and collective
GSTC/SAS push-button. One press allows the engagement/disengagement of GSPD

mode when AP is on.
Double press allows resetting GSPD reference to 0 when
mode engaged.
Allows the engagement of the back-up SAS when AP is off.
CYCLIC BEEP TRIM With no upper mode engaged:
attitude reference change on pitch or roll axis
With upper modes engaged:
Up: increase IAS / Down: decrease IAS.
Heading left / Heading right.
CYCLIC TRIM RELEASE TRIM FEELS release control on the cyclic axis
CPL RELEASE Allows: - On the ground the cyclic stick to return to the
neutral position when the AP is ON
- Rapid disengagement of all engaged upper
modes
AFCS/SAS fast cut-off Disengagement either AP or back-up SAS.
COLLECTIVE BEEP TRIM Control of the collective beep trim.
With vertical upper mode engaged: Forward down,
Backward up
GO-AROUND Engagement/disengagement of Go-Around mode.
COLLECTIVE RELEASE TRIM FEELS release control on the collective axis
AS 365 N3
7.13
10-40 Page 5
1.3.3 Overhead panel controls
Figure 4: Overhead panel controls

1.3.4 SAR modes control
Figure 5:
Hover drift control box hover sensor and
radio altimeters reconfiguration box
- A pilot hover drift control box, for adjustment of lateral and longitudinal ground
speed references.
Figure 6: Hoist operator control
- A hoist operator hover joystick for adjustment of relative helicopter position.
AS 365 N3
7.13
10-40 Page 6
1.4 ANNUNCIATION
1.4.1 AFCS strip of the MFD Color Code
- No display is the nominal for attitude hold
- Green display is the nominal for upper modes engaged or captured.
- White under lining indicates a change in an active reference.
- Blue display is dedicated to armed upper modes.
- Amber display calls for pilot attention (minor degradation).
- Flashing red display warns for major degradation or failure state.
NOTE
Every mode or color change is associated to an attention getting box for 10s.
1.4.2 Upper Mode display
The AFCS strip indicates the armed or engaged modes, and any changes,
degradation or loss of engaged modes.
Figure 6
This information is displayed:
- On two lines:
. The first line (A1, B1, C1) for engaged modes.
. The second line (A2, B2, C2) for armed modes.
- On three columns:
. The first column (A1, A2) for the collective axis.
. The second column (B1, B2) for the lateral roll and yaw axes.
. The third column (C1, C2) for the pitch axis.
1.4.3 List of AFCS strip messages
The list of AFCS strip messages is not exhaustive.
ENGAGED MODES
Collective Axis (A1) Roll/Yaw Axes (B1) Pitch Axis (C1)
CR.HT HDG IAS
ALT VOR ALT
LOC
VS NAV VS
GS GS
GA GA
HHT (*) HOV (*) HOV (*)
GSPD (*) GSPD (*)
TUP (*) TUP (*)
TDN (*) TDN (*) TDN (*)
iFLY UPi
(*) SAR option
AS 365 N3
7.13
10-40 Page 7
1.4.4 Armed modes
Collective Axis (A2) Roll/Yaw Axes (B2) Pitch Axis (C2)
TDN (*) TDN (*) TDN (*)
GS LOC GS
ALT.A ALT.A
VOR
(*) SAR option
1.5 SYMBOLOGY
MFD Display Mode
Box is displayed for 10 s and then disappears New mode engaged
IAS – ALT – HDG – VS –

+ On the corresponding scale
CR.HT
+ On the corresponding scale VOR – LOC – GS engaged
⇑ ⇑
VOR – LOC – GS armed
+ On the vertical speed scale

ALT.A
+ On the corresponding scale GA
Then Then, after 15 s
+ On the corresponding scale VS and IAS
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1.5 WARNINGS AND CAUTIONS
MFD Display Definition

AP/display data transmission fault.
Reduce the usual confidence in displayed
information (upper mode can only be disengaged)
Coupling degraded or failed
▲
XXX
Collective axis trim fault. Move the control position
▼ down or up for manual recentering
◄ XXX ► Roll axis trim fault. Move the control position left or
right for manual recentering
XXX Yaw axis trim fault. Move the control position left or
▲ ▲ right for manual recentering
▲
Pitch axis trim fault. Move the control position aft or
XXX
▼ forward for manual recentering
Box is displayed for 10s

Mode lost in a non-critical phase.
and then disappears
(Flashing)
Engaged upper mode degraded.
Changing the reference value
Excessive deviation.
Warning or disengagement with MANDATORY

Flashes for 10 s, then
manual control recovery.
HHT (*) or CR.HT engaged and deviation over

excessive threshold.
(*) SAR option
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2 OPERATING MODES
2.1 BASIC STABILIZATION
By default, the AP performs an attitude retention on pitch and roll axes and either
heading hold or turn coordination on yaw axis.
The natural cross coupling existing between the helicopter axes are automatically
corrected. When the AP is disengaged: AP on CAP + AP iOFFi on APMS +
OFF OFF OFF on AFCS strip.
2.1.1 Long term attitude retention (ATT)
The ATT mode is engaged by default following AP engagement. The AP
reverts to ATT mode after upper modes disengagement.
Several fly-through modes are available:
- Hover follow-up: When in the hover (i.e. below 30 kt with an hysteresis
up to 40 kt), a longitudinal or lateral pilot action against the spring induces
an attitude reference synchronization to the current attitude together with
a follow-up trim command. During evolutions above 2 deg/s the trim
follow-up is momentarily stopped.
- Beep-trim: Using the 4-way switch located on the cyclic grip, the pilot can
change attitude reference on pitch (beep speed 2 deg/s) and roll axis
(beep speed 4 deg/s).
- Override against the spring loads (IAS > 40kt): The pilot can override
the hold functions. The trim actuators control is automatically disabled
and the AP automatically commutes into an hands-on dedicated mode
called CSAS, on the relevant axis. After fly-through action, the helicopter
returns to the original attitude.
- Stick + beep, the pilot uses the 4-way switch located on the cyclic grip,
and simultaneously overrides the spring loads. The attitude reference
joins slowly the current attitude. The trim is commanded to follow-up the
stick.
- Trim release: When the pilot presses the “Force Trim Release”
pushbutton located on the cyclic grip, cyclic trim actuators are declutched
(efforts are suppressed) and the AP switches into CSAS mode. After fly-
through action, the AP holds the new pitch and roll attitudes references.
When above the IGE radar height (typically 30 ft), the collective trim is
commanded to decrease the power to the power limit.
2.1.2 Stability Augmentation Sub-mode (SAS)
When the auto-trim function is desactivated the AP reverts to the Sub-mode
(SAS): it provides stability augmentation on pitch and roll axes using series
actuators while the yaw axis remains unaffected.
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2.2 LATERAL UPPER MODES
2.2.1 General
- For all lateral modes (NAV, VOR, LOC) engagement is inhibited below 35 kt.
- For HDG, engagement is inhibited below 26 kt.
- For all lateral modes, engagement is inhibited when aircraft is on ground.
2.2.2 Heading select (HDG)
The HDG mode maintains the current heading upon engagement or
acquires and holds a pre-selected heading.
The HDG mode is engaged/disengaged by pressing the “HDG” rotary knob
on APMS.
When the HDG mode is engaged iHDGi label is displayed on AFCS strip.
Conditions that force the HDG mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or cyclic trim feel permanent
release),
- upper modes disengagement via coupler release push-button on any
cyclic grip,
- complete loss of heading for at least 30 s.
- anomaly detected by the monitoring of the data sent to the FDS for
display to the pilot.
The engagement of the NAV, VOR, LOC, HOV (*) or GSPD (*) modes
disengages the HDG mode.
(*) SAR option
2.2.3 VOR navigation mode (VOR)
The VOR mode acquires and holds a pre-selected VOR course. Coupling
can be done on ND display type.
It presents four possible different phases:
- armament when the VOR deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the desired VOR
course within a recommended range of 90 degrees,
- depending on the deviation closing rate, the mode will first align the
aircraft (capture phase), and then, again depending on the closing rate,
will complete the alignment on the selected course (tracking phase),
- loss of bearing validity or rapid deviation change: the VOR reception can
be lost for significant periods of time; also when flying above the VOR
beacon, the VOR bearing exhibits fast and large amplitudes variations.
Therefore, upon detection of this phenomenon for at least 10 s, the mode
holds a heading that aligns the aircraft’s ground speed on the course,
until the VOR signal is stabilized with a confirmation time of 10 s and
resumes the tracking. During that phase iiVORii label is displayed on
AFCS strip.
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a) Armament/disarmament
On ND display once the navigation source is set to the VOR/ILS whatever
VOR1/ILS1 or VOR2/ILS2 receptor is selected and tuned to the frequency
of the relevant beacon, the mode is armed/disarmed by pressing the “NAV”
pushbutton on APMS if the capture conditions are not satisfied:
- iVORi, iVOR 1i or iVOR 2i label is displayed on the armament line of the
AFCS strip.
Conditions that force the VOR mode disarmament:
- AP disengagement,
- AHRS discrepancy,
- loss of roll axis (loss of cyclic auto-trim or roll trim failure or cyclic trim feel
permanent release),
cyclic grip,
- navigation source change for at least 30 s,
- loss of VOR bearing for at least 60 s,
- change of VOR/ILS receiver frequency for at least 30 s,
- complete loss of heading for at least 30 s,
The engagement of the GA mode disarms the VOR mode.
b) Engagement/disengagement
of the relevant beacon, the mode is engaged/disengaged by pressing the
“NAV” pushbutton on APMS if the capture or tracking conditions are
satisfied. If previously armed, the mode automatically engages in the same
conditions:
- iVORi, iVOR 1i or iVOR 2i label is displayed on AFCS strip.
Conditions that force the VOR mode disengagement:
- AP disengagement,
- AHRS discrepancy,
permanent release),
cyclic grip,
- change of VOR/ILS receiver frequency for at least 30 s,
- loss of VOR bearing for at least 60 s,
The engagement of the HDG, NAV, GA, HOV (*) or GSPD (*) modes
disengages the VOR mode.
(*) SAR option
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2.2.4 Navigation mode (NAV)
The NAV mode enables the helicopter to follow a selected path issued from
a navigation computer.
On ND display, once the navigation source is set to the "FMS" position, the
mode is engaged/disengaged by pressing the “NAV” pushbutton on APMS:
- iNAVi label is displayed on AFCS strip.
Conditions that force the NAV mode disengagement:
- AP disengagement,
- AHRS discrepancy,
release),
cyclic grip,
- loss of commanded roll attitude for at least 30 s,
- navigation source selection different from “NAV” for at least 30 s.
The engagement of the HDG, GA, HOV (*), GSPD (*) or TDN (*) modes
disengages the NAV mode.
(*) SAR option
2.2.5 Localizer mode (LOC)
The LOC mode aligns the aircraft along a localizer signal in order to make
an ILS approach to an airport. Coupling can be done on ND HSI mode.
It presents two possible phases:
- Armament, when the LOC deviation is valid but too large, the pilot has to
select a heading that will enable the aircraft to intercept the preset LOC
course.
- Capture, to allow any capture, the localizer deviation must be valid and
lower than 2.5 dots for at least 2 s. Then if the heading difference with
respect to the selected course is higher than 25 degrees the mode aligns
the aircraft on the localizer beam if the LOC deviation is below 2.1 dots. If
the heading difference is less than 25 degrees then the capture occurs at
1 dot.
Figure 8: LOC mode.

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NOTE
1 For low angles of interception (lower than 25 degrees), capture
condition is 1 dot. However a maximum time of 30 s is introduced
when the mode is armed and the deviation below 2.1 dots to capture
the localizer even if the deviation still exceeds 1 dot.
2 Arming the LOC will automatically arm the G/S mode (refer to
paragraph 2.3.5 for G/S mode description).
On ND display, once the selected VOR/ILS receptor is tuned to a LOC
frequency, the mode is armed/disarmed by pressing the “NAV” push-button
on APMS if the capture conditions are not satisfied.
- iLOC ii label is displayed on AFCS strip.
Conditions that force the LOC mode disarmament:
- AP disengagement,
- AHRS discrepancy,
permanent release),
cyclic grip,
- change of ILS frequency for at least 30 s,
- loss of LOC signal for at least 10 s,
- complete loss of heading for at least 10 s,
Conditions that inhibit the LOC mode armament:
- aircraft on the ground,
- airspeed below 35 kt.
The engagement of the GA mode disarms the LOC mode.
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of the relevant beacon, the mode is engaged/disengaged by pressing the
“NAV” pushbutton on APMS if the capture conditions are satisfied. If
previously armed the mode automatically engages in the same conditions:
- iLOC ii label is displayed on the AFCS strip.
Conditions that force the LOC mode disengagement:
- AP disengagement,
- AHRS discrepancy,
permanent release),
cyclic grip,
- loss of LOC signal for at least 10 s,
The engagement of the HDG, NAV, GA, HOV (*) or GSPD (*) mode
disengages the LOC mode.
(*) SAR option
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2.3 VERTICAL AND LONGITUDINAL UPPER MODES
2.3.1 General
- In three axes coupled mode (ALT or VS):
. In case of insufficient collective pitch to meet the vertical mode reference,
helicopter speed decreases and should 60 kt being crossed IAS mode
will self-engage shifting the vertical mode to the collective axis.
In case of engine failure, the collective axis is automatically engaged
and the autopilot will maintain the power rating selected by the pilot: OEI
HI, OEI LO or OEI CT.
- When both IAS and a vertical mode are held, or in CR.HT (with or without
IAS engaged) the following priorities apply, if the required power is over
the available power:
. the power is maintained at maximum according to the figure below,
AEO OEI
FLI FLI
TOP 30 s
MCP continuous
IAS(kt) IAS(kt)
25 40 30 40
. vertical mode reference is held for airspeeds over Vy,

. below Vy present airspeed is maintained.
- During descent or deceleration, the minimum torque obtained is 2 x 5% in

AEO or 10% in OEI.
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2.3.2 Altitude hold (ALT)

The ALT mode maintains the current barometric altitude upon engagement.
- below 60 kt the altitude is controlled through collective axis, however the
mode shifts to the pitch axis if the airspeed exceeds 65 kt for at least 5 s.
- above 60 kt, the altitude is controlled through cyclic axis (3 axes
operation), or through collective axis when IAS is engaged (4 axes
operation),
- adjustment of altitude reference is always obtained through the trim
located on collective stick,
- altitude reference cannot be beeped below an altitude figure
corresponding to a radio height of 30 ft,
- during acquisition of the new reference, upon beep action the
commanded aircraft’s vertical speed is limited to 500 ft/min.
NOTE
1. ALT engagement with a high vertical speed will result in an overshoot,
and possibility in excessive deviation annunciation.
2. During a speed reduction down to 0 with ALT engaged, the autopilot
will adjust the ALT index in order to maintain a constant altitude (static
port compensation)
When the ALT mode is engaged, iALTi label is displayed on AFCS strip.
Action/events to engage the ALT mode:
- pressing on the “ALT” pushbutton on APMS,
- reversion from the ALT.A mode to the ALT mode when the final
reference becomes visible on the altitude scale or near the ground,
- reversion from the VS mode to the ALT mode near the ground,
- reversion from the G/S mode to the ALT mode near the ground,
Conditions that force the ALT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) and loss of collective axis (loss of any cyclic series actuator or
collective trim failure or collective trim feel permanent release),
cyclic grip,
- complete loss of barometric altitude for at least 10 s,
- complete loss of airspeed for at least 10 s if the collective axis is not
available.
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Conditions that inhibit the ALT mode engagement:
- aircraft on ground,
- airspeed below 55 kt if the collective trim is unavailable,
display to the pilot but ground proximity level-off activation. It is signaled
by three amber lines across the AFCS strip.
The mode is disengaged specifically by pressing on the “ALT” pushbutton
on APMS while it is engaged.
The engagement of the ALT.A, VS, G/S, CRHT, GA or HHT (*) mode
disengages the ALT mode.
(*) SAR option
2.3.3 Vertical speed hold (VS)
The VS mode maintains the current vertical speed upon engagement.
- Below 60 kt the vertical speed is controlled through collective axis
however the mode shifts to the pitch axis if the airspeed exceeds 65 kt
for at least 5 s.
- Above 60 kt the vertical speed is controlled through cyclic axis (3 axes
operation) or through collective axis when IAS is engaged (4 axes
operation).
- Adjustment of vertical speed reference is obtained through the beep trim
located on collective stick.
- When approaching the ground the mode automatically reverts to ALT in
order to hold an altitude corresponding to a radio height of 150 ft.
- A safety device prevents the vertical speed reference from exceeding
safety value according to airspeed (see following figure).
When the VS mode is engaged iVSi label is displayed on AFCS strip.

The mode is engaged/disengaged by pressing the VS pushbutton on APMS
The conditions that force the VS mode disengagement are the same
conditions as for the ALT mode.
The engagement of the ALT, G/S, CRHT, GA or HHT (*) mode disengages
the VS mode.
The engagement of the IAS or GSPD (*) mode shifts the VS mode to the
collective axis if it is available or replaces it, if not.
(*) SAR option
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2.3.4 Altitude acquisition mode (ALT.A)

The ALT.A mode acquires and holds a pre-selected altitude.
Turning ALT.A rotary knob on APMS presets a reference altitude
(step = 100 ft above 5000 ft and 50 ft below).
Pressing ALT.A rotary knob on APMS results first in selection of VS mode
(climb or descent) with a default vertical speed according to table below or
current VS if higher until the difference between actual altitude and
reference altitude becomes lower than 300 ft. At this time ALT mode is
automatically engaged.
- When an altitude is pre-selected and ALT.A is not engaged the blue

reference figure blinks to alert the pilot when the difference between the
pre-selected altitude and present altitude is less than 300 ft.
- When approaching the ground, the mode automatically reverts to ALT in
The iVSi label is displayed while the iALT.Ai label underneath on AFCS
strip.
The conditions that force the ALT.A mode disengagement are the same
conditions as for the ALT mode.
The mode is disengaged specifically by pressing any ALT.A rotary knob on
APMS while it is engaged.
The engagement/capture of the ALT, VS, G/S, CRHT, GA or HHT (*)
modes disengages the ALT.A mode.
(*) SAR option
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2.3.5 Glide slope mode (G/S)
The GS mode acquires and holds the selected glide slope in order to make
an ILS approach to an airport. When approaching the ground the AP
automatically reverts to ALT mode in order to hold an altitude corresponding
to a radio height of 80 ft. It requires a VOR/LOC receiver to be tuned to an
ILS frequency and the navigation source set to this receiver. Coupling can
be done on ND HSI mode.
The mode presents two different phases:
- Armament occurs if the LOC mode is armed or engaged and the capture
conditions are not yet met. The formerly engaged mode (for example
ALT) remains active until G/S capture.
- Capture: the mode is allowed to capture if the deviation is valid and
lower than 2.2 dots (glide index at the bottom of the scale) for at least 1 s
and higher –0.7 dot (glide index above the center) for at least 3 s, then
the capture itself takes place if the LOC mode is engaged and if the
deviation is lower than 2.05 dots and higher -0.3 dot (threshold
depending on the flight conditions).
On ND display once the selected VOR/ILS receptor is tuned to a LOC
frequency the mode is armed by pressing the “NAV” pushbutton on APMS if
the capture conditions are not satisfied. iGS ii label is displayed on AFCS
strip.
Conditions that force the G/S mode disarmament:
- AP disengagement,
- AHRS discrepancy,
cyclic grip,
- loss of airspeed and ground speed for at least 30 s if LOC is armed (10 s
if LOC is engaged),
- loss of barometric altitude for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- navigation source change for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- change of ILS frequency for at least 30 s if LOC is armed (10 s if LOC is
engaged),
- loss of GS signal for at least 30 s if LOC is armed (10 s if LOC is
engaged),
Conditions that inhibit the GS mode armament:
- airspeed below 35 kt.
The engagement of the GA mode on the pitch axis disarms the GS mode.
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VOR/ILS 1 or VOR/ILS 2 receptor is selected and tuned to the frequency of
the relevant beacon the mode is engaged by pressing the “NAV”
pushbutton on APMS if the capture conditions are satisfied. If previously
armed the mode also automatically engages in the same conditions. iGS ii
label is displayed on AFCS strip.
Conditions that force the GS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
cyclic grip,
- loss of GS signal for at least 10 s,
- loss of airspeed and ground speed for at least 10 s,
- loss of barometric altitude for at least 10 s.
Conditions that inhibit the G/S mode engagement:
- anomaly detected by the monitoring of the data sent to the FDS, for
display to the pilot,
- airspeed below 35 kt,
- LOC mode not engaged,
- GA mode engaged.
The engagement of the ALT.A, VS, ALT, CRHT, GA or HHT (*) mode
disengages the G/S mode.
The engagement of the IAS or GSPD (*) mode shifts the G/S mode to the
collective axis if it is available or replaces it, if not.
(*) SAR option
NOTE
Before GS mode engagement, it is possible to use the ALT.A mode
even if the GS mode is armed. The GS mode will have priority for
engagement.
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2.3.6 Indicated airspeed (IAS)

The IAS mode maintains the current indicated airspeed upon engagement
or acquires and holds a pre-selected indicated airspeed.
Adjustment of IAS reference is obtained through the cyclic beep trim.
- When approaching the ground ALT mode is automatically engaged in
- A safety device prevents the IAS reference from exceeding VNE and a
bottom limit of 30 kt.
When the IAS mode is engaged iIASi label is displayed on AFCS strip.
Action/events to engage the IAS mode:
- pressing on the “IAS” pushbutton on APMS,
- reversion from the GA or TUP mode to the IAS mode after 15 s (25 s
upon engagement in the hover),
- when bottom airspeed limit of 60 kt is reached with any vertical mode
(ALT, ALT.A, VS or GS) engaged on pitch axis and the collective axis is
available,
- loss of one engine in three axes operation (i.e. with a vertical mode
engaged on pitch axis).
Conditions that force the IAS mode disengagement:
- AP disengagement,
- AHRS discrepancy,
release),
cyclic grip,
- complete loss of airspeed for at least 10 s.
Conditions that inhibit the IAS mode engagement:
display to the pilot except for the OEI reversion case.
The mode is disengaged specifically by pressing the “IAS” pushbutton on
APMS while it is engaged.
The GA, TUP, HOV (*) or GSPD (*) mode disengages the IAS mode.
When the collective axis is not available (3-axes operation) the engagement
of the ALT, ALT.A, VS or GS mode disengages the IAS mode.
(*) SAR option
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2.3.7 Go around (GA)

The GA mode used in case of a missed approach or an automatic
departure from the hover acquires and holds a pre-defined vertical speed of
1 000 ft/min or the current vertical speed (whichever is the highest) and Vy
or the current airspeed (whichever is the highest).
In case of engine failure below Vy VTOSS is acquired or the current
airspeed is held if between VTOSS and Vy.
VTOSS is set by default to 55 kt. On ground when AP is ON the speed
value can be adjusted from 30 kt up to Vy by pressing for at least 0,5 s IAS
button on APMS and using pitch beep on cyclic stick. During VTOSS
modification the pitch trim command is inhibited. After takeoff VTOSS is
reset to 55 kt when flying beyond Vy.
The GA mode is engaged by pressing the GA push-button located on
collective stick: iGAi label is displayed on AFCS strip.
Conditions that force the GA mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of collective axis (loss of any cyclic series actuator or collective trim
failure or collective trim feel permanent release), leading to a reversion to
VS on pitch,
release), leading to a reversion to VS,
cyclic grip,
- complete loss of barometric altitude for at least 10 s.
Condition that inhibits the GA mode engagement:
- Aircraft on ground.
The mode is disengaged by pressing either the “VS” or “IAS” push-button
on APMS, or GA push-button.
The engagement of ALT.A, ALT, CRHT, HT/HOV (*) or GSPD (*) mode also
disengages the GA mode. GS does not disengage GA.
(*) SAR option
NOTE
VTOSS indication on MFD 255 is not computed. The pilot can
adjust this value from 30 kt to Vy IAS. This speed is then used by
the AP under GA function in OEI mode
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2.3.8 Capture and retention of radar height mode (CR.HT)

The CR.HT mode acquires and holds a pre-selected radio height.
Turning CR.HT rotary knob on APMS presets a reference height (step =
10 ft).
- The reference height can be adjusted either by the rotary knob on APMS
or by the trim located on collective stick. It cannot exceed 2450 ft and is
downward limited to the highest decision height (DH).
When flying below a safety limit (the lowest value between 200 ft and
CRHT – 30 ft) the iFLY-UPi label replaces iCR.HTi in the collective axis
column and the collective pitch increases until the helicopter is back on
the reference CR.HT value.
Pressing the CR.HT rotary knob on APMS engages/disengages the CR.HT
mode.
When the CR.HT mode is engaged: iCR.HTi label is displayed on AFCS
strip
Conditions that force the CRHT mode disengagement:
- AP disengagement,
- AHRS discrepancy,
failure or collective trim feel permanent release),
cyclic grip,
- complete loss of radio height for at least 10 s.
Conditions that inhibit the CRHT mode engagement:
The engagement of the ALT, VS, ALT.A, GS, H.HT (*) or TDN (*) mode
disengages the CR.HT mode.
(*) SAR option
2.4 SAR MODES (OPTIONNAL)

For AFCS the SAR option will be automatically activated through a dedicated
configuration file delivered by FDS system.
The following SAR modes are provided:
- autonomous transition or hover height acquisition and hold (HT/HOV),
- ground speed hold (GSPD),
- transition up acceleration from hover to acquisition and hold of a predefined
radar height and airspeed (TUP),
- guided transition down to a designated flyover point (TDN).
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2.4.1 Hover height hold mode (HT/HOV)
The HT/HOV mode acquires and holds a pre-selected hover height (i.e.
HHT) and pre-selected ground speed reference (i.e. HOV) set by
pilot/hoist's operator thumb-wheels.
This mode also coordinates the descent and deceleration along a 4.5
degrees slope in case of engagement away from 3D hover references also
named autonomous transition down.
Action to engage the HT/HOV mode:
- Pressing on the “HT/HOV” rotary knob on APMS.
- Reversion from the TDN mode to the HT/HOV mode.
When the HT/HOV mode is engaged: iHOVi and iH.HTi label are displayed
on AFCS strip.
NOTE
The HOV mode may be combined with ALT, ALT.A, VS, or CR.HT
mode instead of H.HT mode. Particularly in case of unsteady radio
height (due to an obstacle,...) it is advised to combine HOV mode
with ALT mode. In this case once HT/HOV is engaged press the ALT
push-button on APMS at the desired altitude:
- The iALTi label will be displayed in the collective axe column
replacing the iH.HTi one.
Conditions that force the HT/HOV mode disengagement:
- AP disengagement,
- AHRS discrepancy,
cyclic grip.
Conditions that force the HOV mode disengagement:
release) leading to disengagement on pitch axis,
release) leading to disengagement on roll axis,
- complete loss of ground speed for at least 30 s.
Conditions that force the H.HT mode disengagement:
failure or collective trim feel permanent release),
- Complete loss of radio height for at least 10 s.
Conditions that inhibit the HT/HOV mode engagement:
- anomaly detected by the monitoring of the data sent to the FDS, for
The mode is disengaged specifically by pressing the “HT/HOV” rotary knob
on APMS.
The engagement of the ALT, ALT.A, VS, CR.HT or TUP mode disengages
the HHT mode.
The engagement of the IAS, GA, HDG, NAV, VOR, LOC, GSPD or TUP
modes disengages the HOV mode.
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Reference management:
HHT: The HHT reference is permanently selectable/modifiable via
"HT/HOV" APMS rotary knob unless a problem has been identified in the
visualization feedback to the pilot. Once the mode is engaged to give more
comfort of use provided no inhibition condition has been detected and the
hover is established the collective beep can be used in order to modify this
reference at beep rate of 150 ft/min.
Upon engagement without prior preselection or first HHT reference setting,
the HHT reference is set at the current value. Upon first HHT or CR.HT
preselection the HHT reference is set at either the current height or 100 ft
whichever is the smallest. Every subsequent preselection starts from the
last selected or engaged HHT reference.
The upper limit reference is 2450 ft and the bottom limit is zero. However
the HHT reference cannot be lowered if already below the highest pilot and
copilot Decision Heights.
When flying below a safety limit (the lowest value between 100 ft and HHT
– 20 ft) the iFLY-UPi label replaces iH.HTi in the collective axis column and
the collective pitch increases until the helicopter is back on the reference
HHT value.
The reference is materialized by a green triangle or "bug" that appears in
front of the height to be held and a iH.HTi label associated with its
alphanumerical value on the ND right bottom upon mode's engagement.
Before engagement only the HHT label associated with its alphanumerical
value are displayed in blue. Every reference change is associated to a white
blinking underlining of the mode's label together with a white-green blinking
of the reference "bug" and of alphanumeric value.
HOV: The ground speed references are the sum of the references delivered
by:
- the pilot thumb-wheels
. -10/+50 kt longitudinal axis
. -20/+20 kt lateral axis
plus
- the hoist's operator joystick
. -10/+10 kt authority for both longitudinal and lateral axes.
Pilot thumb-wheels have priority on hoist operator joystick.
Once in the hover the beep commands a 5 kt speed change in the direction
of the beep. A beep pulse commands a 1m-motion in the relevant direction.
During the coordinated descent and deceleration the lateral beep modifies
the track.
The reference is materialized by a green circle that appears on the hover
page upon mode's engagement. Every reference change is associated to a
white blinking underlining of the mode's label together with a white-green
blinking of the reference circle.
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2.4.2 Ground speed mode (GSPD)

The GSPD mode acquires zero ground speed upon engagement but allows
synchronization on current ground speed (cyclic trim release) and
acceleration (beep). When combined with HHT and engaged away from 3D
hover this mode also coordinates the descent and deceleration along a 4.5
deg slope.
Action to engage the GSPD mode:
- pressing on the “GSTC” push-button on APMS.
- pressing the 'GSTC' push-button on any cyclic grip.
When the GSPD mode is engaged: iGSPDi label is displayed on AFCS
strip.
Conditions that force the GSPD mode disengagement:
- AP disengagement,
- AHRS discrepancy,
cyclic grip,
release),
release),
- complete loss of ground speed for at least 30 s.
Conditions that inhibit the GSPD mode engagement:
NOTE
The GSPD mode may be combined with H.HT, ALT, ALT.A, VS or
CR.HT mode.
The engagement of the IAS, GA, HDG, NAV, VOR, LOC, HOV, TDN or
TUP mode disengages the GSPD mode.
The ground speed references are zero but they can be adjusted:
- by the pilot, using cyclic force trim release, beep or thumb-wheels
- by the hoist's operator, using joystick.
The reference is materialized by a green circle that appears on the hover
page upon mode's engagement. Every reference change is associated to a
white blinking underlining of the mode's label together with a white-green
blinking of the reference circle.
The ground speed reference is bounded within –10/+50 kt in longitudinal
axis and +20/-20 kt in lateral axis.
AS 365 N3
7.13
10-40 Page 27
2.4.3 Guided transition down (TDN)
This transition down mode is guided via the FMS with several hover point
designation possibilities:
- Using “F/TDN” (Fix and TransDown) pushbutton on APMS when flying
over the target.
This action automatically configures both the AP and FMS to run the
complete procedure:
. The FMS defines the guidance pattern and issues the corresponding
roll steering command for the AP.
. The AP coupling to the FMS (NAV mode) is automatically engaged
and the TDN mode is armed. This requires at least one of the pilot
navigation source must be configured to “FMS”, otherwise nothing
happens.
- For distant designation by entering the coordinates of the point into the
FMS. This function can be activated by engaging the NAV mode
depressing the ‘NAV’ push-button on APMS. The hover point designation
in the FMS then automatically arms the TDN mode.
The TDN mode acquires and holds the hover at the pre-selected hover
height, at a distance of 0.1 Nm from the designated point. It presents two
different phases:
- Guidance/Navigation: during this phase the FMS delivers roll steering
command to bring the aircraft head wind,
- TransDown: when the aircraft reaches the distance necessary to
establish the descent down to the preselected height and hold the hover,
the FMS delivers the top of descent and the AFCS coordinates the
descent and deceleration nominally along a 4.5 deg ground slope limited
to 1000ft/mn vertical speed.
During the guidance phase the iNAVi label is displayed on AFCS strip while
iTDNi label is displayed on the armament line in all axes columns. During
the TransDown phase iTDNi label is displayed on AFCS strip in all axes
columns (in degraded mode label colour changes into amber).
Conditions that force the TDN mode disarmament:
- NAV mode disengagement,
- complete loss of ground speed for at least 30 s,
- reset of armament signal from FMS for at least 10 s,
- navigation source selection different from FMS selection for at least 30 s,
Conditions that force the TDN mode disengagement:
- AP disengagement,
- AHRS discrepancy,
- loss of either pitch, roll or collective axes (loss of any cyclic series
actuator or loss of cyclic auto-trim or collective trim failure or any trim feel
permanent release),
cyclic grip,
AS 365 N3
7.13
10-40 Page 28
- complete loss of ground speed for at least 30 s,

- reset of engagement signal from FMS for at least 10 s,
- navigation source selection different from FMS selection for at least 30 s.
Condition that inhibits the TDN mode engagement:
display to the pilot,
The mode is disengaged specifically by pressing the coupler release push-
button on any cyclic grip.
The engagement of the HDG, NAV, GSPD, HT/HOV or TUP mode
disengages the TDN mode.
2.4.4 Transition up (TUP)

The TUP mode acquires CR.HT reference and accelerates like GA mode.
The TUP mode is engaged by pressing the GA pushbutton on any collective
grip if TDN, CR.HT or H.HT mode is engaged.
Conditions that force the TUP mode disengagement:
- AP disengagement.
- AHRS discrepancy.
- Loss of collective axis (loss of any cyclic series actuator or collective trim
failure or collective trim feel permanent release) or complete loss of radio
height for at least 10 s leading to a reversion to IAS.
- Loss of pitch axis (loss of cyclic auto-trim or cyclic trim feel permanent
release) leading to a reversion to CR.HT.
Condition that inhibits the TUP mode engagement:
The TUP mode is disengaged specifically by pressing either the “CR.HT” or
“IAS” pushbutton on APMS or the GA button when TUP is engaged.
IAS: Same as for GA mode. Every airspeed reference change is associated
to a white blinking underlining of the TUP label in the pitch column together
with a white-green blinking of the reference "bug".
CRHT: The mode reference is the preselected radio height. It is managed
like the CR.HT mode reference. Every reference change is associated to a
white blinking underlining of the TUP label in the collective column together
with a white-green blinking of the reference "bug".
To ensure the aircraft will climb the CR.HT reference must be higher than
the H.HT reference. Consequently if the CR.HT reference was lower than
the H.HT reference upon TUP engagement then is set at either 300 ft or the
H.HT reference whichever is the highest.
AS 365 N3
7.13
10-40 Page 29
SECTION 8
SERVICING
CONTENTS
8.1 HANDLING Pages
1. TOWING.........................................................................................................1
8.2 MAINTENANCE DATA

1. COMMERCIAL DESIGNATION OF FUELS,
LUBRICANTS AND HYDRAULIC FLUIDS .....................................................1
2. FUEL ADDITIVES...........................................................................................3
3. REFUELING ...................................................................................................5
4. REFUELING WITH ROTOR TURNING, AIRCRAFT ON THE GROUND.......5
8.3 TEST SCHEDULE

1. GENERAL ......................................................................................................1
2. TEST SHEETS ...............................................................................................2
8.4 RESERVED
8.5 MAINTENANCE AID SYSTEM

1. GENERAL ......................................................................................................1
2. PROCEDURE.................................................................................................2
3. DISPLAY ACCORDING TO OPERATING MODE ..........................................3
AS 365 N3
8.0.P6
09-23 Page 1
SECTION 8.1
HANDLING
1 TOWING
1.1 GENERAL
Towing with the towing bar allows the aircraft to be moved on grounds of the same
nature and condition as those on which it can normally move by its own means.
The towing bar is fitted with a shear pin (ultimate load 1000 ± 50 daN).
If the shear pin breaks, the towing ring remains integral with the towing bar.
CAUTION
DO NOT TOW THE AIRCRAFT WITH A TOWING BAR ON
WICH THE SEAR PIN HAS BROKEN.
NOTE
The minimum steering radius is 3.90 m.
1.2 PRELIMINARY STEPS

Make sure that the aircraft surroundings and handling area are unobstructed.
Make sure that the mooring devices are removed.
CAUTION
DEPENDING ON THE AIRCRAFT VERSION, UNLOCK THE NOSE
WHEEL ALIGNMENT LOCKING DEVICE BEFORE TOWING THE
AIRCRAFT (CONTROL IN COCKPIT).
AS 365 N3
8.1
07-50 Page 1
1.3 HANDLING THE AIRCRAFT
NOTE
Have an assistant in the cockpit:
- to apply the parking brake
- to actuate the nose wheel alignment lock control
(if necessary).
• Install the towing bar on the bobbins fitted on the nose landing gear shaft.
• Depending on the version, make sure that the nose landing gear is not locked in
the aircraft centerline.
• Hook the towing bar to the tractor.
• If the handling area is not completely cleared off, have an assistant on either
side of the aircraft to supervise the operation.
• Release the parking brake and remove the chocks, if there are any.
• Tow the aircraft using the tractor.
CAUTION
• AVOID SUDDEN ACCELERATION OR DECELERATION
• MAXIMUM TOWING SPEED : 5 kt (10km/h)
• DO NOT TURN THE NOSE WHEELS BEFORE ROLLING THE
AIRCRAFT IN ORDER TO AVOID TYRE DISTORSION AND
CREEPING WITH RESPECT TO RIMS.
1.4 FINAL STEPS

• Return the nose wheels to aircraft centerline.
• Apply the parking brake.
• Chock the wheels if necessary.
• Disengage the towing bar from the tractor.
• Remove the towing bar.
AS 365 N3
8.1
02-48 Page 2
3 REFUELING
• Place the helicopter on a level surface.
• Connect the bower earthing cable to the electro-static balance connector on the
helicopter.
• Check, on the fuel gauges, the quantity of fuel remaining in the tanks.
• 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 rules of safety,
- ensure, during refueling (or de-fuelling) that the bower (or the de-fuelling unit) is
connected to the aircraft by the electro-static balance connectors,
- strictly prohibit draining of fuel tanks, whether partial or total, inside a hangar or
shop.
• Fill the groups of tanks, monitoring the quantity of fuel delivered on the bower
flowmeter.
• Position the cap on the filler neck. Check the correct seating and locking : locking
lever folded back onto the cap.
• Disconnect the bower earthing connector from the aircraft electro-static balance
connector.
• Check that the difference in the aircraft fuel gauge readings corresponds to the
quantity of fuel delivered and determine the corresponding weight.
4 REFUELING WITH ROTOR TURNING, AIRCRAFT ON THE

GROUND
WARNING
REFUELING WITH ROTOR TURNING SHALL BE PERFORMED ONLY AFTER
PRIOR AGREEMENT GIVEN BY THE COMPETENT AUTHORITY IN COMPLIANCE
WITH OPERATIONAL INFORMATIONS.
Refueling on the ground with rotor turning can be achieved by gravity, in the same
conditions as those defined in paragraph §3.
The following additional instructions are to be observed.
4.1 SPECIAL INSTRUCTIONS
CAUTION
MAXIMUM FUEL FLOW: 100L / MIN
- Electrical power supply is switched ON: no electrical switch move.

- Close all doors and windows.
- Switch off air conditioner, heating and ventilation.
- Do not transmit on HF/SSB frequency (if fitted).
AS 365 N3
8.2
09-23 Page 5
RR8B COMPLEMENTARY FLIGHT MANUAL
2 TEST SHEETS
AS 365 N3
8.3
12-05 Page 2
*RR*
AS 365 N3
8.3
02-48 Page 5
AS 365 N3
8.3
10-04 Page 6
AS 365 N3
8.3
06-18 Page 7
AS 365 N3
8.3
07-50 Page 8
AS 365 N3
8.3
07-50 Page 9
AS 365 N3
8.3
06-18 Page 10
SHEET N° HELICOPTER
SELF-COMPENSATION
7 AS 365 N3 On ground and in-flight
RESULTS TO BE OBTAINED OR
TEST PHASES AND REQUIREMENTS RÉSULTS OBTAINED
LIMITATIONS
For each affected AHRS:
On ground:
- Set AHRS to OFF.
- Press and maintain COMP pushbutton pressed.
- Set AHRS to ON then release COMP pushbutton. -COMP- steady. Correct Incorrect
After two minutes, end of the alignment: Correct Incorrect
-DG- steady. Correct Incorrect

In-flight :
RR8B
- Level flight at IAS = 100 kt.

- Press the COMP pushbutton. -DG- Correct Incorrect
- Execute manually a right turn with a bank angle of Once right turn is initiated, COMP- blinks. Correct Incorrect
30°.
- Maintain turn as long as COMP- blinks.
AS 365 N3
When -COMP- steady:
- Execute a left turn with bank angle of 30°. Once left turn initiated: COMP- blinks. Correct Incorrect
12-05
- Maintain turn as long as COMP- blinks (See NOTE).
-COMP- Self-compensation is achieved Correct Incorrect
If -COMP- remains steady after 5 turns approximately:
- Execute the procedure again.
NOTE
COMP extinction is obtained more quickly with slight bank angle variations around 30°.
Page 32
*RR*
8.3
AS 365 N3
8.3
12-05 Page 33
*RR*
SECTION 8.5
MAINTENANCE AID SYSTEM

1 GENERAL
Alphanumeric indicators provide information on the engines (failures, control unit
condition, values recorded by sensors).
The system essentially consists of the following items:
• failure annunciator unit, located in the hold,
• alphanumeric indicators,
• mode selector with a pushbutton, located on the overhead panel.
NOTE
The pushbutton is only operational in “MEM” and “PRMTR” modes.
AS 365 N3
8.5
02-48 Page 1
2 PROCEDURE
The rotary switch is used to display the various modes required on the indicators:
2.1 “PRMTR” MODE (PARAMETER)
The pushbutton is used to select a parameter by its alphabetical code.
The code is displayed in the LH digit.
The value of the parameter is displayed in the remaining four digits to the right.
This display is maintained until another parameter is selected.
2.2 “FAULT” MODE (FAILURE)
Any failure existing on the engine or its governor at the time of selecting the mode,
are shown on the indicator.
In the event of several failures existing on the same engine, they are displayed in
sequence every 2 s.
2.3 “MEM” MODE (MEMORY)
This mode enables the crew, after the flight, to view the engine information which
was displayed during the flight.
The pushbutton is used to scroll through the memorized codes.
These parameters are stored until the next engine shut down.
NOTE
In flight, Ng 20 %, the indicator is inhibited.
At each engine shutdown (Ng 40 % decreasing), the Failure Annunciator Unit

reads the digital indicators and stores the data, the aircraft configuration and the
cumulative number of engine starts.
After engine shutdown, the crew or the aircraft mechanic can read the parameters
memorized by the Failure Annunciator Unit, via the digital indicators.
The pushbutton can be used to scroll through the identification code letters in the
LH digit, the parameters being displayed in the remaining four digits to the right.
NOTE
Special case of max. torque and max. t4:
these two values are the maximum values achieved during
the normal flight (no values are recorded in “Training mode”).
AS 365 N3
8.5
07-50 Page 2
FLIGHT MANUAL
FLIGHT MANUAL APPENDIX
AS 365 N3
PROCEDURE GUIDE FOR OFFSHORE OR ASSIMILATED
ELEVATED HELIDECK - PC2 DLE
IMPORTANTE NOTE
The effectivity of the appendix at the latest revision is specified on the

List of Effective Pages.
EUROCOPTER Direction Technique Support

Aéroport international Marseille-Provence 13725 Marignane Cedex - France
AS 365 N3
APP.9.1.P1
11-42 Page 1
LIST OF EFFECTIVE PAGES

(1) AIRWORTHINESS EFFECTIVITY:
 Without indication............... Applicable to all aircraft.
 Indicated ............................ Specific to indicated civilian Airworthiness Authority.
(2) VARIANT OF STANDARD DEFINITION EFFECTIVITY:

 XXX.................................... Specific to aircraft equipped with XXX.
(3) GROUP OF AIRCRAFT EFFECTIVITY:

 PC2 DLE ........................... Specific to aircraft authorized to use PC2 DLE
procedures.
DATE
APPENDIX PAGES (1) (2) (3)
CODE
APP.9.1.P1 1 11-42
APP.9.1.P5 1/2 11-42 PC2 DLE
APP.9.1 1 11-42
APP.9.1 2 11-42
APP.9.1 2 11-42
APP.9.1 3 11-42
APP.9.1 4 11-42
APP.9.1 5 11-42
APP.9.1 6 11-42
APP.9.1 7 11-42
APP.9.1 8 11-42
APP.9.1 9 11-42
APP.9.1 10 11-42
APP.9.1 11 11-42
APP.9.1 12 11-42
APP.9.1 13 11-42
APP.9.1 14 11-42
APP.9.1 15 11-42
APP.9.1 16 11-42
APP.9.1 17 11-42
APP.9.1 18 11-42
APP.9.1 19 11-42
APP.9.1 20 11-42
APP.9.1 21 11-42
APP.9.1 22 11-42
AS 1365 N3 APP.9.1.P5
PC2 DLE 11-42 Page 1
DATE
APPENDIX PAGES (1) (2) (3)
CODE
APP.9.1 23 11-42
APP.9.1 24 11-42
APP.9.1 25 11-42
APP.9.1 26 11-42
APP.9.1 27 11-42
APP.9.1 28 11-42
LOG OF NORMAL REVISIONS
BASIC RFM REVISIONS - EFFECTIVITY (1) (2)
NORMAL REVISION 0 DATE CODE 11-42

Title Creation of the Appendix dealing with PC2 DLE performance.
Revised
All
information
Deleted
None
information
CUSTOMIZED RFM REVISIONS - EFFECTIVITY (3) PC2 DLE
NORMAL REVISION 0 date code 11-42

Title Creation of the Appendix dealing with PC2 DLE performance.
Revised
All
information
Deleted
None
information
AS 365 N3 APP.9.1.P5
PC2 DLE 11-42 Page 2
APPENDIX 9.1
PROCEDURE GUIDE FOR OFFSHORE OR
ASSIMILATED ELEVATED HELIDECK - PC2 DLE
1 GENERAL
This section provides additional procedure and performance: PC2 DLE (PC2 Defined
Limited Exposure) in order to operate over OFFSHORE or assimilated elevated helideck
environment.
It is the operator duty to check that there is no objection from their National Aviation
Authority of using PC2DLE procedures
The principle of PC2 DLE is to determine the optimized take-off and landing weight for
the mission taking into account the best safety compromise between:
- Risks induced by helideck environment (AEO)

- Risks induced by exposure time after an engine failure (OEI)
- Risks induced by potential additional flights.
Depending of the needs, 2 ways are offered:
- Either calculation of the take-off and landing weight versus the wished (defined) Total
Theoretical Exposure Time (TTET) and Hp, OAT, available drop down, factorized
headwind.
- Or calculation of the defined TTET versus the wished take-off and landing weight and
Hp, OAT, available drop down, factorized headwind.
Observations:
The Total Theoretical Exposure Time (TTET) is calculated with factored Headwind (see
definition) for a total and sudden engine failure and with the remaining engine without
power margin.
In many case the real exposure time should be lower due to positive effect of actual
headwind, engine failure profile and available engine power margins.
Performances dealing with the PC2 DLE operation given in this section are based on
the following standard takeoff and landing procedures.
AS 365 N3
APP.9.1
11-42 Page 1
1.1 DEFINITIONS
ITEM DEFINITION
CAT. A
CAT.A performance: climb at VTOSS, OEI 2 min from 35 ft to 200 ft.
1st segment
CAT. A CAT.A performance: climb at Vy, OEI CONTINUOUS from 200 ft to
2d segment 1000 ft.
Committal Point. The committal point is defined as the point in the
approach at which the pilot flying decides that, in the event of an engine
CP
failure being recognised, the safest option is to continue to the deck.
CP < 40 ft.
Defined Point After Takeoff. The point within the takeoff and initial
DPATO climbing phase before which the helicopter’s ability to continue the flight
safely with OEI is not assured and a forced landing may be required.
Defined Point Before Landing (VLSS and -200 ft/min < R/D < 0 ft/min).
The point within the approach and landing phase after which the
DPBL
helicopter’s ability to continue the flight safely with OEI is not assured
and a forced landing may be required.
Drop down Height loss below the elevated helideck surface.
The actual period during which the OEI performance of the helicopter in
Exposure
still air does not guarantee a safe forced landing or the safe
time
continuation of the flight.
Factored
Headwind after factoring.
wind
PC2 DLE Performance Class 2 Defined Limited Exposure.
RP Rotation Point. The rotation point is defined as the point at which a
cyclic input is made to initiate a nose-down attitude change during the
takeoff flight path when reaching a height of 15 ft with the rotor at the
edge of the elevated helideck.
TTET Total Theoretical Exposure Time.
V1 Decision speed: V1 = VTOSS - 10 kt
VLSS Minimum groundspeed 40 ft above the helideck at which the drop down
is possible.
VTOSS Takeoff Safety Speed is determined for:
Tempered condition ISA - 10 ≤ OAT ≤ ISA + 10: VTOSS is 50 kt IAS.
Hot condition ISA + 10 < OAT ≤ ISA + 30: VTOSS is 55 kt IAS.
AS 365 N3
APP.9.1
11-42 Page 2
2 OPERATING FLIGHT ENVELOPE LIMITS

The performance given in this appendix is only applicable within the following operative
flight envelope:
• - 1000 ft ≤ Hp ≤ + 1000 ft
• ISA - 10 ≤ OAT ≤ ISA + 30
NOTE
For ISA - 10 ≤ OAT ≤ ISA + 10 (A - tempered conditions) or ISA + 10 < OAT ≤ ISA +
30 (B - hot conditions) use the appropriate set of graph.
B
A
3 TAKEOFF PROCEDURES
3.1 NORMAL TWIN-ENGINE TAKE-OFF FROM ELEVATED HELIDECK
kt
Figure 1: Elevated helideck normal AEO takeoff

AS 365 N3
APP.9.1
11-42 Page 3
1. Heating system..................................................... Off

2. RPM 365 switch ................................................... ON RPM 365
3. NR increases........................................................ Check 365 rpm
4. Altimeter and Radio altimeter DH ......................... adjusted
5. Parking brake ....................................................... Applied
6. Hover at 3 ft.......................................................... Rotor at the edge of the elevated
helideck
7. Pitch position ........................................................ Memorized (use trigger depress
if fitted)
NOTE
Hover 3 ft collective pitch position can be memorized as a predetermined

reference to adjust 350 rpm following an engine failure.
8. Apply MTOP ......................................................... Establish through collective effort

(if fitted) (heavy, use ground
effect to increase rate of climb
setting)
At the RP:
9. Pitch Attitude change set...................................... Nose down - 15°
When airspeed reaches 40 kt:
10. Attitude ................................................................. Nose-down reduce
11. Power ................................................................... Reduce to MCP and collective
trim released (if fitted)
12. Vy ......................................................................... Establish
13. Landing gear ........................................................ Retract
As soon as the climb is established :
14. RPM 365 switch....................................................OFF RPM 365
15. NR decreases ....................................................... Check
16. Vy ........................................................................ Keep until the desired flight
altitude is reached
17. Parking brake ....................................................... released
AS 365 N3
APP.9.1
11-42 Page 4
3.2 TAKEOFF WITH AN ENGINE FAILURE BEFORE OR AT THE RP

(BEFORE FUSELAGE ROTATION)
A safe force landing on the deck is enabled – Aircraft is operating outside the
exposure time
RP
15 ft
Figure 2: Elevated helideck rejected takeoff
AS SOON AS FAILURE IS DETECTED: ABORTED TAKEOFF

1. Collective pitch............................................... Slightly decrease around pitch
position memorized at hover 3 ft
(use trim release if fitted)
2. RPM = 350 rpm.............................................. Maintain
3. Attitude........................................................... Adjust to reach the landing area
Before touch down:
4. Collective pitch............................................... Apply continuously to decrease
vertical speed
Near the ground
5. Collective pitch............................................... Apply maximum pitch if necessary
After touch-down:
6. Collective pitch............................................... Fully lower
AS 365 N3
APP.9.1
11-42 Page 5
3.3 TAKEOFF WITH AN ENGINE FAILURE AT OR AFTER DPATO:

The aircraft is capable of continuing the flight. Aircraft is operating outside the
exposure time
3ft
Figure 3: Elevated helideck OEI at or after DPATO
AS SOON AS FAILURE IS DETECTED: CONTINUED TAKEOFF

1. Pitch Attitude set ............................................Quickly nose-down - 15°
2. Collective pitch ...............................................Maintain until audio horn then lower
to maintain NR above 340 rpm
At V1:
3. Pitch attitude...................................................Nose-on the horizon
4. Collective pitch ...............................................Adjust to maintain NR = 350 rpm
Once clear of obstacle:
5. OEI 2 min .......................................................Select
6. Collective pitch ...............................................Adjust to maintain NR = 350 rpm
AS 365 N3
APP.9.1
11-42 Page 6
At 200 ft
7. In level flight, IAS................................... Vy .
8. At Vy, landing gear ................................ Retract.
When the OEI 2 min indication flashes:
9. OEI continuous ...................................... Select.
10. Collective pitch ...................................... Adjust to maintain.
NR = 350 rpm.
When the climb is established:
11. RPM 365 switch..................................... OFF RPM 365
12. NR = 350 rpm ........................................ Maintain.
13. Parking brake ........................................ Released
At 1000 ft:
14. Affected engine ENG #.......................... OFF.
15. Affected engine booster pumps ............. OFF.
AS 365 N3
APP.9.1
11-42 Page 7
3.4 TAKEOFF WITH AN ENGINE FAILURE BETWEEN THE RP

(FUSELAGE ROTATION STARTED) AND BEFORE DPATO
A safe forced landing is not assured - Aircraft is operating within the exposure time.
3f
Figure 4 Elevated helideck OEI landing or ditching

AS SOON AS FAILURE IS DETECTED:
1. Pitch Attitude set ..........................................Nose down – 15° until the edge
of the elevated heliport is cleared
2. Collective pitch .............................................Maintain until audio horn then
released to maintain above 350 rpm
Approaching the surface:
3. Nose down attitude.......................................reduce to decrease rate of descent
If the rate of descent is stopped after the nose down attitude is reduced, the
flight might be continued.
ELSE
4. IAS ...............................................................Reduce for touch down
5. Floatation (if fitted) ......................................Inflated for ditching
6. Control attitude and cushion touch down
NOTE
The Total Theoretical Exposure Time (TTET) is calculated with factored wind
and with the remaining engine without power margin (see § 4).
In many case the real exposure time should be lower due to positive effect of:
- Actual wind (see § 4 example 1, 2): with the wind correction the real exposure
time could be estimated - Headwind 10 kt (respectively 20 kt ...) greater than
the factored wind reduced the exposure time by 1.5 s (respectively 3 s ...).
- Engine failure profile.
- Available engine power margins.
AS 365 N3
APP.9.1
11-42 Page 8
4 INFORMATION ON PERFORMANCE WITH AN ENGINE

FAILURE UPON ELEVATED HELIDECK TAKEOFF
The takeoff weight of this section guaranties at least the CATEGORY A 1st and 2d
segments climbing performance and the twin-engine hover performance OGE.
For each OAT Range (Temperate conditions ISA - 10 ≤ OAT ≤ ISA + 10 (refer to figure 6)
and Hot conditions ISA + 10 < OAT ≤ ISA + 30 (refer to figure 7)), the Takeoff
performance is presented through two charts and a correction table to take account of
wind, Hp and OAT.
- The upper chart (refer to example figure 5) gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 5) gives the Total Theoretical Exposure Time
(wind 0 kt, SL, ISA or ISA + 20) depending on the takeoff weight and the available
drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
Charts and table enable determining:

- Either the TTET depending on Hp, OAT, factored wind, available drop down and
wished takeoff weight (see example 1 figure 5).
- Or the takeoff weight depending on HP, OAT, factored wind, available drop down and
wished TTET (see example 2 figure 5).
NOTE
1) TTET begins at the Rotation Point. It includes:

- The theoretical exposure time to deck edge (around 0.5 s up to ISA+10)
corresponding to the hatched blue zone on the TTET graph determination.
- The theoretical exposure time when deck edge is cleared (drop down).
2) TTET is calculated with factored wind and with the remaining engine without
power margin.
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be
estimated - see example 1
AS 365 N3
APP.9.1
11-42 Page 9
4.3
4.28
4.22
4.1
1.5
TOTAL THEORETICAL EXPOSURE TIME CORRECTION (Minimum TTET 0.5 s)

(Factored) wind effect Pressure altitude effect ISA effect
+10 ktdecrease TTET by 1.5s
+1000 ftincrease TTET by +10°Cincrease TTET by 1.0s
1.0s -10°C same TTET
-1000 ft same TTET
CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA TAKEOFF PERFORMANCE
- AIR INTAKES SCREENS
Figure 5 Example
AS 365 N3
APP.9.1
11-42 Page 10
Example 1 (refer to figure 5): TTET determination depending on Wished

takeoff weight = 4100 kg for:
- Hp= 500 ft
- OAT= 24°C (ISA+10) (see graph)
- Actual headwind = 20 kt  factored wind 10 kt
- Available drop down = 10 ft
A) Ensure that the operating flight envelope limits are observed (refer to § 2)  OK.
B) Use the appropriate set of OAT range
C) The upper chart gives a Maximum weight = 4280 kg (above wished takeoff weight 
OK).
D) The lower chart gives (for a weight of 4100 kg) a TTET = 1.5 s
(without wind, sea level, ISA).
E) The table gives the following corrections for TTET determination:
- Factored wind correction  -1.5 s,
- Hp correction  +0.5 s
- ISA correction  +1.0 s
TTET = 1.5 (TTET without wind) - 1.5 (wind correction effect) + 0.5 (Hp correction) +
1.0 (ISA correction) = 1.5 s.
Observation: Due to the wind factorisation, the real exposure time should be lower.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
For example 1: Actual headwind = 20 kt  factored wind 10 kt. So actual headwind 10 kt

greater than the factored wind, real TTET should be = 1.5 - 1.5 ≤ 0.5 s.
AS 365 N3
APP.9.1
11-42 Page 11
Example 2 (refer to figure 5): Takeoff weight determination depending on

Wished total theoretical exposure time = 0.5 s for:
- Hp= -500 ft
- OAT= 16°C (ISA) (see graph)
- Actual wind = 20 kt  Factored wind 10 kt
C) The table gives the following corrections to be applied to TTET to determine the total
theoretical exposure time without wind at sea level and ISA:
- Factored wind correction  +1.5 s
- Hp correction  0 s.
- ISA correction  0 s.
TTET without wind at sea level and ISA (to be used for weight determination) = 0.5
(Wished total theoretical exposure time)+ 1.5 (Factored wind correction)  2.0 s.
D) The lower chart gives (for a TTET of 2.0 s) a weight = 4220 kg.
E) The upper chart gives maximum weight which at least guaranties to respect the
CATEGORY A 1st and 2d segments climbing performance = 4300 kg.
F) The maximum takeoff weight is the minimum value between 4220 kg and 4300 kg
Maximum takeoff weight  4220 kg.
With a headwind 10 kt (respectively 20 kt, ...) greater than the factored
wind, the exposure time is reduced by 1.5 s (respectively 3.0 s, ...).
For example 2: Actual headwind = 20 kt  factored wind 10 kt. So actual headwind 10 kt

greater than the factored wind, real TTET should be = 0.5 - 1.5 ≤ 0.5 s.
AS 365 N3
APP.9.1
11-42 Page 12
5 TAKEOFF PERFORMANCE
5.1 SL/ISA
TOTAL THEORETICAL EXPOSURE TIME CORRECTION (Minimum TTET 0.5 s)

+1000 ftincrease TTET by +10°Cincrease TTET by 1.0s
1.0s -10°C same TTET
-1000 ft same TTET
CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA TAKEOFF PERFORMANCE
Figure 6
AS 365 N3
APP.9.1
11-42 Page 13
5.2 SL/ISA + 20
TOTAL THEORETICAL EXPOSURE TIME CORRECTION (Minimum TTET 1 s)

(Factored) wind effect Pressure altitude effect ISA + 20 effect
+1000 ftincrease TTET by 1.0s +10°Cincrease TTET by 1.5s
-1000 ftsame TTET -10°C decrease TTET by 0.5s
CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA + 20 TAKEOFF PERFORMANCE
Figure 7
AS 365 N3
APP.9.1
11-42 Page 14
6 LANDING PROCEDURES
6.1 NORMAL TWIN ENGINE LANDING ON ELEVATED HELIDECK
Figure 14 Flat offset approach
Figure 8 Normal AEO landing
CAUTION
THE PILOT MUST HAVE THE HELIDECK ON HIS SIDE OF THE HELICOPTER.
NOTE
VLSS is the minimum ground speed, 40 ft above the deck at which drop down is
possible.
AS 365 N3
APP.9.1
11-42 Page 15
1. Compute VLSS and TTET (refer to landing performance § 8).

2. RPM 365 switch............................................................. ON RPM 365
3. NR increases ................................................................. Check 365 rpm

4. Parking brake ................................................................ Applied
5. Carry out a shallow approach aiming to achieve VLSS with a rate of descent lower
than 200 ft/min
6. Reduce speed from VLSS to 10 kt of groundspeed at a rate of approximately 2kt/s.
7. From the committal point drift to the helideck while reducing speed.
Proceed with normal landing:
8. Touch down vertically.
CAUTION
NOSE-UP ATTITUDE MUST NOT EXCEED 10° NEAR GROUND LEVEL TO

PREVENT TAIL ROTOR GUARD FROM STRIKING THE GROUND.
9. Cyclic stick..................................................................... Centered.

After touch-down:
10. Collective pitch lever.................................................... Low-pitch stop.
11. RPM 365 switch........................................................... OFF RPM 365
12. NR decreases.............................................................. Check
AS 365 N3
APP.9.1
11-42 Page 16
6.2 ENGINE FAILURE BEFORE OR AT DPBL - ABORTED LANDING

AND OEI CLIMB
Go around is mandatory – Aircraft is operating outside the exposure time
- 5°
Figure 9: Aborted landing and OEI climb
AS 365 N3
APP.9.1
11-42 Page 17
AS SOON AS THE FAILURE IS DETECTED: GO AROUND

1. Collective pitch.......................................Raise as necessary while maintaining
NR > 350 rpm.
2. Pitch Attitude..........................................Set - 5° within approx. 1,5 seconds
to accelerate to VTOSS (50 or 55 kt
depending on OAT). Maintain
collective position.
Once the flight path is established:

3. OEI 2 min...............................................Select.
4. Climb to 200 ft keeping 350 rpm ≤ NR ≤ 360 rpm
At 200 ft:
5. In level flight IAS ....................................Vy.
6. Landing gear ..........................................Retract.
Before or as soon as the OEI 2 min starts to flash:
7. OEI continuous ......................................Select.
8. Collective pitch.......................................Adjust to maintain NR > 350 rpm.
As soon as the climb is established :
9. RPM 365 switch .....................................OFF. RPM 365
10. NR ≥ 350 rpm ......................................Maintain.
11. Parking brake.......................................Released
At 1000 ft:
12. Affected engine ENG # ........................OFF.
13. Affected engine booster pumps ...........OFF.
AS 365 N3
APP.9.1
11-42 Page 18
6.3 LANDING WITH AN ENGINE FAILURE AT OR AFTER THE CP

Landing is mandatory.
Figure 10: Landing with an engine failure at or after the CP
AS SOON AS THE FAILURE IS DETECTED:

1. Continue drift to the helideck without pausing for hover IGE.
2. Control NR.
As aircraft approaches the helideck surface:
3. Control attitude and cushion touchdown.
4. On the helideck, reduce collective pitch to minimum.
AS 365 N3
APP.9.1
11-42 Page 19
6.4 LANDING WITH AN ENGINE FAILURE AFTER DPBL AND BEFORE CP

A safe forced landing is not assured. Aircraft is operating within the exposure time.
- 20°
Figure 11: Landing with an engine failure after DPBL and before CP
AS 365 N3
APP.9.1
11-42 Page 20
AS SOON AS FAILURE IS DETECTED:

1. Pitch Attitude set .......................................... Nose down – 20°
2. Collective pitch ............................................. Maintain until audio horn then
released to maintain above 340 rpm
Approaching the ground:

3. Nose down attitude ...................................... reduce to decrease rate of descent
If the rate of descent is stopped after the nose down attitude is reduced, the flight
might be continued.
ELSE
4. IAS ............................................................... Reduce for touch down
5. Floatation (if fitted) ...................................... Inflated for ditching
6. Control attitude and cushion touch down
NOTE
The Total Theoretical Exposure Time (TTET) is calculated with factored wind and
with the remaining engine without power margin (see § 7).
In many case the real exposure time should be lower due to positive effect of:
- Actual wind: (see § 7 example 1, 2) with the wind correction the real exposure
time could be estimated - Headwind 10 kt (respectively 20 kt ...) greater than
the factored wind reduced the exposure time by 4 s (respectively 8 s ...).
- Engine failure profile.
- Available engine power margins.
AS 365 N3
APP.9.1
11-42 Page 21
7 INFORMATION ON PERFORMANCE WITH AN ENGINE

FAILURE - LANDING ON ELEVATED HELIDECK
The landing weight of this section guaranties at least the CATEGORY A 1st and 2d
segments climbing performance in case of go-around and the twin-engine hover
performance OGE.
For each OAT Range (Temperate conditions ISA - 10 ≤ OAT ≤ ISA + 10 (refer to figure
14) and Hot conditions ISA + 10 < OAT ≤ ISA + 30 (refer to figure 15)), the Landing
performance is presented through two charts and correction table to take account of
wind, Hp and OAT.
- The upper chart (refer to example figure 13)gives the maximum weight which at least
guarantees to respect the CATEGORY A 1st and 2d segments climbing performance
and the twin-engine hover performance OGE depending on Hp and ISA (or ISA +20).
- The lower chart (refer to example figure 13) gives the Total Theoretical Exposure
Time and the VLSS (wind 0 kt, SL, ISA or ISA + 20) depending on the landing
weight and the available drop down (helideck height minus wished margin).
- The correction table (for each OAT range) gives the corrections to be applied to the
Total Theoretical Exposure Time given by the second chart (wind 0 kt, SL, ISA (or
ISA + 20)) due to the factored wind, actual Hp and ISA conditions.
AS 365 N3
APP.9.1
11-42 Page 22
Charts and table enable determining:

- Either the TTET and VLSS depending on Hp, OAT, factored wind, available drop
down and wished landing weight (see example 1 figure 13).
- Or the landing weight depending on HP, OAT, factored wind, available drop down
and wished TTET (see example 2 figure 13).
NOTE
1) The TTET consists of:
- The exposure time which begins at the DPBL and ends at CP (drop down) -
cf. ZONE A.
- Only for heavy weights and ISA + 20, it could include an exposure time to
deck which begins at CP - cf. ZONE B (refer to figure 12).
2) TTET is calculated with factored wind and with the remaining engine without
power margin.
Figure 12
In many cases the real exposure time should be lower due to positive effect of
actual headwind, engine failure profile and available engine power margins.
With the wind correction the effect on the real exposure time could be estimated
- see example 1
AS 365 N3
APP.9.1
11-42 Page 23
4.3
4.28
4.24
2.8 5.75
15.5
TOTAL THEORETICAL EXPOSURE TIME CORRECTION

-1000 ft decrease TTET by 0.5s -10°C decrease TTET by 0.5s
CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA LANDING PERFORMANCE
Figure 13 Example
AS 365 N3
APP.9.1
11-42 Page 24
Example 1 (refer to figure 13): TTET and VLSS determination depending on

Wished takeoff weight = 4000 kg for:
- Hp= 500 ft
- OAT= 24°C (ISA+10) (see graph)
- Actual headwind = 20 kt  factored wind 10 kt
C) The upper chart gives a Maximum weight = 4280 kg (above wished landing weight 
OK).
D) The lower chart gives (for a weight of 4000 kg) a TTET = 2.8 s (without wind, sea
level, ISA) and a VLSS ≈ 15.5 kt.
E) The table gives the following corrections for TTET determination:
- Factored wind correction  -4.5 s,
- Hp correction  +1.0 s
- ISA correction  +2.5 s
TTET = 2.8 (TTET without wind) - 4.5 (wind correction effect) + 1 (Hp correction) +
2.5 (ISA correction) = 1.8 s.
With a headwind 10 kt (respectively 20 kt ...) greater than the factored
wind, the exposure time is reduced by 4.5 s (respectively 9 s ...).
For example 1: Actual headwind = 20 kt  factored wind 10 kt. So actual headwind
10 kt greater than the factored wind, real TTET should be = 1.8 - 4. ≤ 0 s.
AS 365 N3
APP.9.1
11-42 Page 25
Example 2 (refer to figure 13): Landing weight determination depending on
Wished total theoretical exposure time = 1 s for:
- Hp= -500 ft
- OAT= 16°C (ISA) (see graph)
- Actual wind = 20 kt  Factored wind 10 kt
C) The table gives the following corrections to be applied to TTET to determine the total
theoretical exposure time without wind at sea level and ISA:
- Factored wind correction  +4.5 s
- Hp correction  +0.25 s.
- ISA correction  0 s.
TTET without wind at sea level and ISA (to be used for weight determination) = 1
(Wished total theoretical exposure time) + 4.5 (Factored wind correction) + 0.25 (Hp
correction)  5.75 s.
D) The lower chart gives (for a TTET of 5.75 s) a weight = 4240 kg and a VLSS ≈ 21 kt.
E) The upper chart gives maximum weight which at least guaranties to respect the
CATEGORY A 1st and 2d segments climbing performance = 4300 kg.
F) The maximum landing weight is the minimum value between 4240 kg and 4300 kg
Maximum landing weight  4240 kg.
With a headwind 10 kt (respectively 20 kt ...) greater than the factored
wind, the exposure time is reduced by 4.5 s (respectively 9 s ...).
For example 2: Actual headwind = 20 kt  factored wind 10 kt. So actual headwind
10 kt greater than the factored wind, real TTET should be = 1 - 4.5 ≤ 0 s.
AS 365 N3
APP.9.1
11-42 Page 26
8 LANDING PERFORMANCE
8.1 SL/ISA

CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA LANDING PERFORMANCE
Figure 14
AS 365 N3
APP.9.1
11-42 Page 27
8.2 SL/ISA + 20

(Factored) wind effect Pressure altitude effect ISA + 20 effect
CONDITIONS
PC2DLE MAXIMUM
- NR=365 rpm SL/ISA + 20 LANDING PERFORMANCE
Figure 15
AS 365 N3
APP.9.1
11-42 Page 28
RR8A COMPLEMENTARY FLIGHT MANUAL
SECTION 9
OPERATIONAL DATA
Some sub-sections covering installations or procedures not used on this helicopter may be
withdrawn from this manual. However they still appear in the table of contents and in the
list of effective pages.
CONTENTS
9.29 RESERVED
9.30 DUAL GNS 430W SYSTEM
AS 365 N3
9.0.P6
11-20 Page 1
*RR*
SECTION 9
OPERATIONAL DATA
Some sub-sections covering installations or procedures not used on this helicopter may be
withdrawn from this manual. However they still appear in the table of contents and in the
list of effective pages.
CONTENTS
9.1 GUIDANCE FOR CARGO SLING OPERATIONS
9.2 to 9.17 RESERVED
9.18 NOISE CONTROL PROCEDURES
9.19 RESERVED
9.20 1 - BENDIX RDR-1500B RADAR
2 - BENDIX RDR-1400B RADAR
9.21 RESERVED
9.22 FLIGHT DIRECTOR COUPLER CDV 155
9.23 COCKPIT VOICE RECORDER
9.24 RESERVED
9.25 1 - JOLLIET EMERGENCY LOCATOR TRANSMITTER
2 - LIFERAFTS
3 - KANNAD 406 AF EMERGENCY LOCATOR TRANSMITTER
4 - ADELT CPT 609 DISTRESS BEACON INSTALLATION
5 - SMITH 503 DISTRESS BEACON INSTALLATION
9.26 RESERVED
9.27 M’ARMS
9.28 COCKPIT VOICE AND FLIGHT DATA RECORDER : CVFDR
9.31 MFD 255 EF MULTIFUNCTION DISPLAY
9.32 EFIS 40 AND 50:
ELECTRONIC FLIGHT INSTRUMENTATION SYSTEM
9.33 1 - LOCATOR SEARCHLIGHT
2 - SECOND LANDING LIGHT
3 - SPECTROLAB SEARCHLIGHT
9.34 1 - SECOND GYROMAGNETIC COMPASS
2 - STANDBY ARTIFICIAL HORIZON
9.52 FOOTSTEPS
9.72 ENGINE WASHING
9.73 FUEL FLOWMETER SYSTEM
9.80 DYNAMICS MONITORING SYSTEM: DMS
AS 365 N3
9.0.P6
07-50 Page 1
SECTION 9.1
GUIDANCE FOR CARGO SLING OPERATIONS

1 PERSONNEL TRAINING
Cargo sling operations may only be conducted by pilots who already have considerable
experience with their aircraft.
No pilot may perform solo cargo-carrying flights without first having accomplished such
operation in the company of an instructor.
Mechanics on ground duty must be fully informed by the pilot before each new
operation, in particular as regards :
x their position on the ground considering the proposed flight path,
x the direction in which to move away,
x the hook-up operation,
x hand signals to be used or radio instructions,
x protective equipment : helmets, gloves, glasses (if applicable),
x the number of round trips between replenishments,
x the manner of retrieving slings and nets.
2 IMPERATIVE PRE-OPERATIONAL CHECKS

2.1 HELICOPTER CONDITION
In addition to the usual examination of the helicopter, the release unit must be
carefully examined and the mechanism checked for correct release operation.
2.2 CONDITION OF SLING EQUIPMENT
The nets, strops and sling 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.
2.3 PREPARATION OF LOADS
Check the weight of the loads and the method of suspension.
2.4 CONDITION OF LOADING AND UNLOADING AREAS
Remove or tie down all that might be displaced by the rotor downwash.
2.5 TOTAL WEIGHT OF HELICOPTER WITH LOAD
Define maximum acceptable load compatible with terrain configuration and
atmospheric conditions. Unless the platforms are in clear surroundings and fairly
large, consider as maximum weight that which can be held in hover OGE calm air
over the higher of the two platforms (takeoff or landing).
AS 365 N3
9.1
02-48 Page 1
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 both 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.
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 slightly nose down when the
helicopter is hovering.
4 FLIGHT PRECAUTIONS
After hooking on the load the ground mechanic is to check the position of sling cables
then move away. The pilot must then make sure that the mechanic has moved away
and has given the hand-signal for takeoff.
Power must be applied slowly enough to allow the helicopter to center itself above the
load.
A vertical takeoff must be made, avoiding dragging the load along the ground or striking
any obstacle.
If the load starts to swing, reduce speed.
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 sliding items 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.
CAUTION
NEVER FLY AWAY WITH AN EMPTY NET OR AN UNBALLASTED SLING.
AS 365 N3
9.1
09-23 Page 2
5 CARGO RING SIZE RULE

Extreme 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 sided of the A/C illustrates the following:

• Cables, straps, rope…must not be used directly on the cargo hook load beam.
• Only one primary ring linked to a unique secondary ring shall be attached to
the hook load beam.
Cargo hook rigging shall respect the following rules:
Cargo hook Cargo hook

A B C E
Supplier Supplier P/N
Indraero SIREN AS 21-5-7* 110mm-40mm 16mm-20mm > 40mm < 110mm
Indraero SIREN AS 21-5-x 60mm-40mm 16mm-20mm > 40mm < 60mm
* double keeper cargo hook
AS 365 N3
9.1
10-04 Page 3
3 OPERATION
3.1 PRE-FLIGHT CHECKS
• On the transmitter: check that “ARM-OFF-ON” switch is set to “ARM”.
• In the cockpit: check that the remote control switch is set to “ARMED”.
3.2 OPERATION TESTING

NOTE
Test procedure is to be conducted once per month
The self-test mode is a temporary mode.

This mode is selected either:
• when switching from “OFF” to “ARM” the switch on the transmitter.
• when switching to “TEST/RESET” on the remote control panel (provided that the
switch on the transmitter is set to “ARM”).
The buzzer operates during the self-test procedure.
3.3 POST-FLIGHT CHECK

After landing, set the VHF receiver to 121.5 MHz to check that the emergency
locator transmitter has not been activated accidentally.
NOTE
It is strictly prohibited to test the ELT by transmitting.
4 OPERATING PROCEDURE
4.1 AUTOMATIC OPERATION
The transmitter is activated automatically in the event of an impact assuming the
switches are set to “ARMED”.
NOTE
The “TEST/RESET” position stops the locator
transmission and resets the impact detector.
4.2 MANUAL OPERATION

The unit may be activated manually by setting the transmitter switch to “ON” or,
the switch on transmitter being set to “ARM”, by setting the switch on the remote
control panel to “ON”.
4.3 PORTABLE OPERATION

The transmitter may be used autonomously on the ground as follows:
• disconnect the coax from the aircraft antenna,
• remove the transmitter from its mounting bracket,
• 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”.
AS 365 N3
9.25
09-23 Page 5
SECTION 9.25
4 - ADELT CPT-609 DISTRESS BEACON INSTALLATION
1 GENERAL
Designed for guiding offshore search and rescue operations, the emergency locator
transmitter transmits a signal on the international distress frequencies (121.5 MHZ, 243
MHZ and 406.025 MHz).
The beacon switches on as soon as it is ejected from the aircraft, after using the control
unit or automatically using different detectors (frangible or hydrostatic switches).
A radar transponder, operating in the 9.3 to 9.5 GHz range, enables all ships or aircraft
to use their own radar system to locate the transmitter.
2 DESCRIPTION
The emergency locator transmitter system is composed of:
- A case containing the buoy and its deployment system, secured in the trapezoid
fairing at the rear of the fin.
- A battery which feeds the firing circuit of the deployment system.
- A cockpit control panel and indicator.
- A set of sensors (impact and immersion).
1 . Firing circuit test light.

2 . Pushbutton: Used to test the firing circuit, the battery condition,
the indicator lights (5) and (6).
3 . Battery condition test light.
4 . Sensors arming control.
5 . Deployed indicator light.
6 . “Manual control” or “automatic control” selector.
7 . “FR/SW” light indicating that a sensor is operating.
AS 365 N3
9.25
06-18 Page 6
SECTION 9.25
5 - SMITH 503 DISTRESS BEACON INSTALLATION
1 GENERAL
Designed for guiding offshore search and rescue operations, the emergency locator
transmitter transmits a signal on the international distress frequencies (121.5 MHZ and
406.025 MHz).
The beacon switches on as soon as it is ejected from the aircraft, after using the control
unit or automatically using different detectors (frangible or hydrostatic switches).
CAUTION
THE OPERATING TIME OF THE SMITH 503 EMERGENCY LOCATOR
TRANSMITTER IS REDUCED AT TEMPERATURES BELOW -20°C.
IF THE TRANSMITTER IS DEPLOYED ON HARD GROUND, IT MAY BE
DAMAGED AND NOT OPERATE.
2 DESCRIPTION
The emergency locator transmitter system is composed of:
- A cockpit control panel and indicator.
- A configuration unit.
- A system interface unit.
- A beacon release unit.
- A water activated switch.
- A beacon.
1. Distress signal transmit light.

2. Switch: Self test function, or reset.
3. Deployed indicator light (beacon is transmitting).
4. Activation of beacon deploy.
5. Activation of transmit.
AS 365 N3
9.25
06-18 Page 9
3 OPERATION
The beacon may be deployed upon ditching automatically or manually when decided by
the crew.
3.1 PRE-FLIGHT CHECK

- On system interface unit:
• ARM/OFF Switch...............................ARM (Guarded)
- Control panel:
• DEPLOY and TRANSMIT switches ...Guarded.
- Operation testing:
• Press TEST/RESET pushbutton (2) ..The two annunciators on the control
panel illuminate, then extinguish.
NOTE
• If the annunciators remain illuminated after three tests, the beacon is
inoperative.
• Limit the number of beacon tests to minimize battery operation.
3.2 POST-FLIGHT CHECK

- On system interface unit:
• ARM/OFF Switch...............................OFF
4 OPERATING PROCEDURE
– Deploy switch (4)..............................................A c t i v a t i o n o f b e a c o n d e p l o y .
Deployment of the beacon will
cause TX/TEST and BEACON
GONE annunciators to illuminate
together, with an audible tone.
– Transmit switch (5) ...........................................Activation of Transmit. This initiates
beacon transmissions and causes
the TX/TEST annunciator to
illuminate together with an audible
tone.
AS 365 N3
9.25
09-23 Page 10
4.4 SPECIAL CHECKS (FIRST FLIGHT OF THE DAY)

TEST:...................... Press CVR FDR ~ 10 s, then CVR FDR
If CVR and/or FDR : refer to maintenance manual.
4.5 ROTOR TUNING

4.5.1 General
M’ARMS allows measurement of vibration level to establish main or tail
rotor tuning diagnostic.
• ∇ key switches from one field to another.
• ENTER key activates the acquisition.
Main rotor tuning is performed in 4 configurations:
• MAIN.R-FPOG : on ground, rotor turning, flat pitch.
• MAIN.R-HOVER : in hover, ZRA < 50 ft.
• MAIN.R-100KT : level flight, IAS between 90 and 110 kt.
• MAIN.R-MCP : level flight, IAS > 130 kt.
Tail rotor tuning is performed in one configuration:
• TAIL.R-FPOG : on ground, rotor turning, flat pitch.
4.5.2 Operation
Join selected aircraft configuration
From main menu :
• Press ∇ twice .................... ROTOR T access to rotor tuning
menu
• Press ENTER ................... MAIN.R-FPOG
MAIN.R-HOVER
• Press ∇ as required .......... MAIN.R-MCP select needed

configuration
• Press ENTER ................... MAIN.R-MCP acquisition activated
• Check................................ MAIN.R-MCP acquisition ended
In case of FAIL, check aircraft configuration, try again.

In case of another failure, abort and apply maintenance procedures on
ground.
AS 365 N3
9.27
09-23 Page 7
SECTION 9.28
COCKPIT VOICE AND FLIGHT DATA RECORDER

1 GENERAL
The CVFDR performs the following main functions :
x FDR function : the helicopter system configuration and flight parameter
acquisition and recording,
x CVR function : the cockpit audio signal acquisition and recording (voice,
communications and background).
The CVFDR System is designed to help in drawing up a diagnosis in the event
of an accident.
2 DESCRIPTION
CVFDR/CP or CVFDR/S located on the console.
Figure 1
Figure 2
.
AS 365 N3
9.28
06-18 Page 1
CVR caution light : indicates a voice recording fault.

FDR caution light : indicates a flight data recording fault.
MFDAU caution light (figure1) : indicates a Flight Data Acquisition unit fault.
or
DFDAU caution light (figure2)
ERASE pushbutton : used to erase the audio tracks. This button must be
actuated simultaneously with second pushbutton
located in the cargo compartment.
TEST pushbutton : used to trigger the CVFDR built-in test sequence.
EVENT MKR pushbutton : used to mark an event on the flight data recording
system.
HEADSET 600 ȍ (figure2) : used to connect a headset to listen to the audio
tracks
For aircraft unequipped with MFD 255, two valves located on the overhead panel
isolate the static and total pressures in case of a leakage in the CVFDR. Thus, the
information available in the cockpit remains correct.
3 OPERATION
The CVFDR starts as soon as the aircraft electric network is energized, and performs
power on Built in Test to determine the integrity of the system.
During the test:
• The MFDAU or DFDAU caution light remains on and then goes off as soon as the
equipment is operating.
• The CVR and FDR caution lights remain off.
• If a failure occurs the corresponding light remains on after the test sequence.
Push to TEST
- As aircraft version plug the appropriate headset in jack on control box or in jack in
cargo compartment, push 2 s the pushbutton TEST on the control box, a tone 800Hz
indicates a successful self-test.
- A no aural tone indicates the existence of the failure condition (stored in memory) the
CVR or/and FDR indicator are lighting.
Push to EVENT
- Pushbutton is used by the crew to mark an event on the FDR frame.
AS 365 N3
9.28
09-23 Page 2
RR8A COMPLEMENTARY FLIGHT MANUAL
SECTION 9.30
DUAL GNS 430W SYSTEM
OPERATOR'S MANUAL PUBLISHED BY THE MANUFACTURER, MUST BE USED FOR
COMPLETE OPERATING INSTRUCTIONS.
1 GENERAL
This system allows radio communications and radio navigation.
2 DESCRIPTION
The control units are located on the console.
NOTE 1
VHF2 121.5 push-button is to be used in case radio control is lost on both GNS
430W:
- if pushed less than 2 sec, VHF2 active-preset frequencies are swapped
- if pushed longer than 2 sec, VHF2 active frequency is set to 121.5 MHz.
NOTE 2
Due to the presence of two radio volume settings for each GNS 430W (one on
the equipment and the other on the ICS), improper combination of both settings
may lead to unbalanced side-tone/reception audio levels.
To achieve proper balance, it is advised to set the volume potentiometer on the
GNS 430W at approximately 3 o'clock (90 degrees right) and then to adjust the
volume on the ICS as necessary.
AS 365 N3
9.30
11-20 Page 1
*RR*
SECTION 9.31
MFD 255 EF MULTIFUNCTION DISPLAY
THIS SECTION ONLY DEALS WITH GENERAL INFORMATION AND THE OPERATING
PRINCIPLE OF THE MFD, THE PILOT’S GUIDE PUBLISHED BY THE
MANUFACTURER MUST BE USED FOR THE COMPLETE OPERATING
INSTRUCTIONS.
1 GENERAL
1.1 SYSTEM CONFIGURATION
The MFD Multi Function Display System includes:
− two upper PFD displays units, with a mechanical side-slip indicator,
− two lower ND displays units,
− two symbol generator units,
− one system reconfiguration unit,
− one flight director adapter unit,
− two reconfiguration control and indicating units.
1.2 ASSOCIATED EQUIPMENT

The equipment items associated with the MFD are as follows:
− two vertical gyro units,
− two gyro-magnetic compasses,
− one radio-altimeter,
− two VOR / ILS receivers,
− one DME receiver,
− one flight coupler
Depending on the version, the MFD system can also be associated with the
following equipment items:
− two Air Data Computers,
− one or two ADF receiver(s),
− one Weather Radar,
− one GPS,
− one or two navigation Computer(s),
− a second Radio-altimeter
− one TACAN,
− one PLS.
AS 365 N3
9.31
07-50 Page 1
1.3 BRIEF DESCRIPTION

The navigation and radio-navigation equipment, the autopilot and flight coupler,
interface with the MFD system via the switching unit.
The structure of the system compensates for the loss of essential information:
- Loss of an attitude or heading gyro or air data computer ( reconfiguration on the
second sensor),
- Loss of the upper PFD screen (display of PFD function on lower screen and
possibility of complementary display of main navigation information in
COMPOSITE mode),
- Loss of ND screen (possibility of complementary display of main navigation
information on PFD upper screen in COMPOSITE mode).
Figure 1 - Display System
AS 365 N3
9.31
07-50 Page 2
1.4 MFD TEST PAGE
This page allows to check built-in test of MFD:

• Access on ground by pressing TST pushbutton on advisory panel.
• Revert to PFD and ND by pressing MODE pushbutton bezel key.
AS 365 N3
9.31
07-50 Page 3
1.5 ARCHITECTURE
AS 365 N3
9.31
07-50 Page 4
1.6 RECONFIGURATION CONTROL UNIT (RCU)
The RCU is located on the console and is used to select the valid sensor in the
event of a component failure.
Without SAR modes
With SAR modes
AHRS, ADC and RA:

Position "NORM": Normal operation: Pilot = 2, Copilot = 1. Comparison between the
data from 1 and 2.
Position "1" : Channel 1 is displayed on both sides.
Position "2" : Channel 2 is displayed on both sides.
HOV SPD
Position "NORM": Normal operation: pure GPS, then Doppler if GPS fault
Position "GPS" : Use of GPS speeds only
Position "DOP" : Use of Doppler speeds only
MAG TRUE : Selects magnetic or true heading
AS 365 N3
9.31
12-05 Page 5
*RR*
1.7 AHRS CONTROL UNIT

The AHRS control unit is located on the console.
No. Function
ON/OFF pushbutton: Energizes the AHRSs.
1
IOFFI – Switches off the AHRSs.
COMP pushbutton: Compensates the directional gyros.
ICOMPI – Magnetic compensation position selected. This mode can only be
2 initiated on the ground, before startup. To disengage the mode,
press the DG key.
ICOMPI (Blinking) – No magnetic compensation or faulty magnetic indications.
Three-position HDG switch with two spring-loaded positions (LH and RH):
3
Sets the DIRECTIONAL GYRO heading in the desired direction (left or right).
DG/MG pushbutton: Selects the DIRECTIONAL GYRO or MAGNETIC GYRO
4 heading hold mode.
IDGI – Directional gyro position selected.
On power-up, the ALIGNMENT mode is automatically initiated, and the IALIGNMENTI
message is displayed on the MFDs. (None of the heading, roll and pitch data are
displayed during this period).
On completion of the alignment phase, the system components automatically switch to
the normal operating mode.
AS 365 N3
9.31
12-05 Page 6
*RR*
SECTION 9.33
1 - “LOCATOR” SEARCHLIGHT
1 GENERAL
The LOCATOR searchlight mounted at the LH rear bottom structure fairing is designed
for multiple purposes (surveillance, search and rescue,...).
It is energized and oriented by means of control switches provided on a handgrip
hooked onto a support secured to the console.
2 DESCRIPTION
450 W power LOCATOR searchlight:
1. mount
2. casing
3. glass dome
4. swiveling parabolic reflector
5. fixed arc lamp
3 OPERATION
• four way pushbutton is used to

direct the light beam in the
desired direction.
• pushbutton on control handgrip used

to switch the light on or off.
caption on the Caution Advisory Panel

LAND.LT indicates that the searchlight is on.
NOTE
To avoid premature deterioration of the lamp, it is recommended:
• that the lamp be allowed to reach full brightness (15 s) before extinguishing,
that, after extinguishing, the lamp is given 30 to 60 s to cool before switching it
on again.
AS 365 N3
9.33
02-48 Page 1
SECTION 9.33
2 - SECOND LANDING LIGHT

1 GENERAL
An additional landing light, controllable in elevation and azimuth, can be mounted in the
nose area, on the LH side or RH side after MOD 07 33B62 of the lower fairing
symmetrically to the basic landing light.
2 DESCRIPTION
The installation includes:
• a retractable and controllable light,
• a light selector-switch on the console,
• a switch on the pilot's and copilot's collective pitch lever for turning on the light and
retracting it automatically,
• a four way pushbutton on the pilot's and copilot's collective pitch lever for controlling
the light in elevation and azimuth,
• a LAND.LT caption on the Caution advisory Panel which illuminates when the
light is on.
2nd landing light
AS 365 N3
9.33
10-04 Page 2
SECTION 9.80
DYNAMICS MONITORING SYSTEM
1 GENERAL
This system allows monitoring drive trains health by the vibratory analysis.
The monitoring equipment must allow to make vibratory measurements in the purpose:
- to inform of an excessive vibratory level,
- to make measurements with an immediate help in adjustment of certain mechanical
components of the aircraft (rotors, drive shaft, fan,...)
- to store data on a ground station to follow-up the H/C vibration trend.
2 OPERATION
The faceplate of the DMS Control Panel includes a display and 6 pushbuttons.
Once the system has been initialized, the default message "Monitoring In Progress..."
is displayed. Other alert messages may be displayed when the system is inoperative.
List of chapters:
"---> ROTOR TUNING": Initiate the different rotor tuning acquisitions.
"---> CONFIGURATION": Display or adjust the different system parameters.
"---> HEALTH MONITORING": Manually revert to the stand-alone health monitoring
mode "Monitoring In Progress".
Press CD2 and CD4 to scroll through the different chapters of the menu.
• Select chapter by pressing the engraved arrows.
• Press ENTER to get into a chapter, and EXIT to leave it.
• When 4 fields are displayed, press CD1, CD2, CD3, or CD4 to select the associated
field.
• Use CD2 and CD4 to, respectively, increase/decrease the displayed value.
AS 365 N3
9.80
07-50 Page 1
• Press ENTER to initiate the action or validate the displayed value.
NOTE
With no action on the Control Panel keys for 30 seconds, the system automatically
reverts to the stand-alone health monitoring mode with the message
"Monitoring In Progress".
AS 365 N3
9.80
07-50 Page 2
SECTION 10
ADDITIONAL PERFORMANCE DATA
CONTENTS
10.1 CORRESPONDENCE CHARTS Pages
1. PRESSURE ALTITUDE / DENSITY ALTITUDE .............................................1
2. TAS / CAS ......................................................................................................2
10.2 LEVEL FLIGHT PERFORMANCE

1. EFFECT OF EQUIPMENT .............................................................................1
2. SINGLE AND TWIN-ENGINE LEVEL FLIGHT
SPEED AND HOURLY FUEL CONSUMPTION CHARTS .............................2
3. PERFORMANCE CHARTS WITH AIR INTAKE SCREENS ...........................3
4. PERFORMANCE CHARTS WITH SAND FILTERS INACTIVE ....................28
10.3 HOVER FLIGHT PERFORMANCE

1. TWIN ENGINE : IGE AT MCP .......................................................................1
2. TWIN ENGINE : OGE AT MCP......................................................................2
3. OEI : IGE AT 30 s RATING ............................................................................3
4. OEI : IGE AT 2 min RATING ..........................................................................4
5. OEI : OGE AT 30 s RATING...........................................................................5
6. OEI : OGE AT 2 min RATING.........................................................................6
10.4 MINIMUM ROTOR RPM IN AUTOROTATION

10.5 “CATEGORY A” EN-ROUTE PERFORMANCE
10.6 HOVER FLIGHT PERFORMANCE :
HEIGHT LOSS AFTER ENGINE FAILURE
1. MGB LIMITATION ..........................................................................................4
2. ENGINE LIMITATION.....................................................................................5
10.7 RATE OF CLIMB WITH TRAINING MODE AT OEI 30s
AS 365 N3
10.0.P6
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10.2
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AS 365 N3
10.2
02-48 Page 8
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10.2
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AS 365 N3
10.2
02-48 Page 42
AS 365 N3
10.3
04-10 Page 5
AS 365 N3
10.3
07-50 Page 6
10.7 RATE OF CLIMB WITH TRAINING MODE AT OEI 30s

The determination of R/C requires the use of reduced weights (M/σ).
In order to simplify the use of the figures and in order to avoid confusion between
“density weight” and “actual weight”, the M/σ parameter is converted into a
dimension called the “WEIGHT INDEX” (M/σ in kg divided by 1000).
Determination of the rate of climb :
3 curves are required to determine R/C, the first 2 enable the weight index to be
determined (Figures 1 and 2).
1 and 2 3
For training procedure refer to SUP 56.
NOTE
This rating can be used for more than 30 s.
AS 365 N3
10.7
10-40 Page 1
Figure 1
AS 365 N3
10.7
10-40 Page 2
Figure 2
AS 365 N3
10.7
10-40 Page 3
Figure 3
AS 365 N3
10.7
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REVISION TO AIRCRAFT PUBLICATION : AS 365 N3

PUBLICATION CONCERNED : COMPLEMENTARY FLIGHT MANUAL –Vol 2

APPENDIX.9.1 DATE CERTIFICATION

- The outline of the revision is given below :

The Manual contains the following additional yellow page(s):

LIST OF EFFECTIVE PAGES

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

SECTION PAGE DATE (1) SECTION PAGE DATE (1)

9. 73 4 02-48 10. 2 33 02-48

LIST OF THE LATEST NORMAL NORMAL REVISION: 7

LIST OF MODIFICATIONS MENTIONED

6.2 LONGITUDINAL LOCATION OF VARIABLE LOADS

6.3 LATERAL LOCATION OF VARIABLE LOADS

3.1 PRELIMINARY STEPS

3.2 WEIGHING PROCEDURE

INVENTORY AT TIME OF AIRCRAFT WEIGHING

MISCELLANEOUS RADIO COMMUNICATION

4 CALCULATING LONGITUDINAL C.G. LOCATION

4.2 EXAMPLE OF CALCULATION.

• TOTAL: 3850 kg 15006 m.kg

i.e. a C.G. location of 15006 = 3.89 m

LONGITUDINAL LOCATION OF VARIABLE LOADS

METRIC SYSTEM ANGLO-SAXON SYSTEM

100 197 230 17848

The 4 front seats may be fitted rearward or forward facing

METRIC SYSTEM ANGLO-SAXON SYSTEM

PASSENGERS MOMENT (m.kg) PASSENGERS MOMENT (in.lb)

70 200 266 150 16890 22440

2.2 11-SEAT LAYOUT

METRIC SYSTEM ANGLO-SAXON SYSTEM

70 200 255 304 308 150 16890 21495 25695 25980

2.3 12-SEAT LAYOUT

METRIC SYSTEM ANGLO-SAXON SYSTEM

70 200 255 304 308 150 16890 21495 25695 25980

8 WEIGHT AND MOMENT OF EQUIPMENT ITEMS

CARGO SLING INSTALLATION 19.00 41.89 63.433 5505.7

MEDEVAC INSTALLATION WITH 4 43.10 95.02 152.744 13257.4

BLIND FLYING SCREENS 4.68 10.32 6.847 594.3

ABSEILING INSTALLATION 1.70 3.75 6.432 558.3

ROPING BARS INSTALLATION 4.12 9.08 16.064 1394.3

REDUCED MOORING HARNESS 1.62 3.57 9.072 787.4

EMERGENCY LOCATOR JOLLIET 0.93 2.05 5.43 471.3

- Stowage position 38.20 84.22 141.774 12305.4

11 PLACE PASSENGERS SEAT

8 UTILITY SEAT 25.00 55.12 85.876 7453.7

PAGE INTENTIONNALY LEFT BLANK

Example: Item on chart

2.2 12-SEAT LAYOUT

METRIC SYSTEM ANGLO-SAXON SYSTEM

PASSENGERS MOMENT (m.kg) PASSENGERS MOMENT (in.lb)

60 16 38 130 1378 3224

3 TRANSPORT OF HOISTED LOADS

METRIC SYSTEM ANGLO-SAXON SYSTEM

2 DOOR AND COMPARTMENT DIMENSIONS

2 MINIMUM PERFORMANCE DATA

Ɣ A diff. Ng ('Ng) indicator per engine, incorporating:

6.4 CAUTION ADVISORY PANEL

x Red warning lights :

OIL TEMP : Excessive engine (or MGB) oil temperature.

(Repeat of FIRE warning lights on

Amber caution lights :

TDN () TDN () TDN (*)