AS350BA Flight Manual

Edition du :
Issue Dated : 29/01/2018
AS 350 BA
SITUATION DES REVISIONS DU MANUEL DE VOL
FLIGHT MANUAL REVISIONS STATUS
CERTIFICATION EASA
Ce manuel doit contenir la révision normale This manual must contain the normal revision
(RN) et les révisions rapides (RR) référencées (RN) and rush revisions (RR) listed under the
dans l'édition (EDIT) considérée. relevant issue (EDIT).
PARTIE REGLEMENTAIRE PARTIE REGLEMENTAIRE

PRESCRIBED SECTION PRESCRIBED SECTION
Volume 1 Volume 1
SECT. . . SECT. . .
/ EDIT . / EDIT .
SUP. . DATE SUP. . DATE
0, 2 => 5.1 RN5 14-40 SUP.27 RN0 99-47
SUP.0 RN14 09-28 SUP.28 RN0 99-21
SUP.4 RN3 14-40 SUP.50 RN0 91-47
SUP.6 RN0 08-15 SUP.51 RN0 91-47
SUP.7 RN1 03-43 SUP.52 RN0 98-02
SUP.11 RN4 17-24 R SUP.55 RN0 99-27
SUP.12 RN4 17-24 R SUP.55.1 RN0 99-48
SUP.13 RN0 91-47 SUP.55.2 RN0 00-10
SUP.14 RN4 14-40 SUP.55.3 RN0 06-26
SUP.15 RN0 92-40 SUP.56 RN0 01-44
SUP.16 RN1 95-41

RR2A 13-32 PARTIE COMPLEMENTAIRE
COMPLEMENTARY SECTION
SUP.17 RN2 11-48
Volume 2
SUP.17.1 RN2 11-48 SECT. EDIT DATE
SUP.17.2 RN1 11-48 1 RN2 14-40
SUP.18 RN2 15-31 5.2 RN3 97-50
SUP.20 RN0 91-47 6 RN2 98-13
SUP.21 RN1 17-23 7 RN4 09-28
SUP.22 RN0 91-47 8 RN9 06.50
SUP.23 RN1 14-31 9 RN7 09-28
SUP.24 RN0 91-47
SUP.25 RN2 14-40
SUP.26 RN0 94-02
Page 1 / 1
FLIGHT MANUAL
Approved 350 BA 0.0.P1

A 14-40 Page 1
FLIGHT MANUAL
PAGE INTENTIONALLY LEFT BLANK
EASA Approved 350 BA 0.0.P1

A 06-50 Page 2
FLIGHT MANUAL
CUSTOMIZATION
R
LIST OF ADDITIONAL APPROVED PAGES
A : AIRCRAFT S/N R
(1) Page Revision Code R

- R Revised, to be replaced R
- N : New, to be inserted R
SECTION PAGE DATE (1) EFFECTIVITY (AIRCRAFT) for R
LIST OF THE LATEST NORMAL NORMAL REVISION:

APPROVED REVISIONS R
No DATE No DATE
EASA Approved: 350 BA O.O.P1

06-50 Page 3
REVISION TO AIRCRAFT PUBLICATION : AS 350 BA
PUBLICATION CONCERNED : Volume 1- SUPPLEMENTS
CUSTOMIZATION AIRCRAFT S/N : /

SUP. 11 REVISION No.: 4 DATE CODE: 17-24 CERTIFICATION CODE: A
SUP. 12 REVISION No.: 4 DATE CODE: 17-24 CERTIFICATION CODE: A
- The outline of the revision is given below :

. Sections or supplements affected (added or modified),
. Major points of the revision.
- Check the 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).
DELETED PAGES INSERTED PAGES

Section, SUP Section, SUP
Pages Revision Pages Revision
or APP or APP
SRD - - 15/01/2018 - - 29/01/2018
SUP.11.P1 1 09-28 SUP.11.P1 1 17-24
SUP.11.P5 1 09-28 SUP.11.P5 1 17-24
SUP.11.P5 2 17-24
SUP.11 All 09-28 SUP.11 All 17-24

Normal
Revision SUP.12.P1 1 09-28 SUP.12.P1 1 17-24
SUP.12.P5 1 09-28 SUP.12.P5 1 17-24
SUP.12.P5 2 17-24
SUP.12 All 09-28 SUP.12 All 17-24
AS 350 BA UPDATE GUIDE

January 2018 Page 1 / 2
SECTION or
DESCRIPTION OF REVISION SUPPLEMENT
PAGES
SUP.11
In the footer : "Approved" instead of "EASA approved" SUP.11 All
Update of page with "Airbus Helicopters" SUP.11.P1 1
Up-date of list of approved effective pages.

SUP.11.P5 1-2
Incorporation of log of approved normal revisions (page 2).
"supplemented" instead of "complemented" SUP.11 1
Modification of the operating limitation for cargo hook SUP.11 3
- "supplemented" instead of "complemented"
- Modification of the normal procedure for cargo hook:
• New §: "Operation with no or low load...." instead of the first
CAUTION SUP.11 4
• " OPERATIONAL INFORMATION " instead of "operational
tips"
• The 2nd CAUTION becomes WARNING 1
SUP.12
In the footer : "Approved" instead of "EASA approved" SUP.12 All
Update of page with "Airbus Helicopters" SUP.12.P1 1
Up-date of list of approved effective pages.

SUP.12.P5 1-2
Incorporation of log of approved normal revisions (page 2).
"supplemented" instead of "complemented" SUP.12 1
Modification of the operating limitation for cargo hook SUP.12 3
- "supplemented" instead of "complemented"
- Modification of the normal procedure for cargo hook:
• New §: "Operation with no or low load...." instead of the first
CAUTION SUP.12 4
• " OPERATIONAL INFORMATION " instead of "operational
tips"
• The 2nd CAUTION becomes WARNING 1
AS 350 BA UPDATE GUIDE

January 2018 Page 2 / 2
FLIGHT MANUAL
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LIMITATIONS
•
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EMERGENCY
PROCEDURES
•
NORMAL
PROCEDURES
•
REGULATORY
PERFORMANCE
• 5
COMPLEMENTARY
PERFORMANCE
WEIGHTAND BALANCE. 6
DESCRIPTION
AND SYSTEMS
• 7
SERVICING
• 8
• 9
OPERATIONAL
INFORMATION

06-50 Page 1
FLIGHT MANUAL
COMPOSITION
OF CONDITIONAL REVISIONS (RC)
This manual assigned to the helicopter mentioned on the title page,

contains the following pink pages except those cancelled when the
conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY INFORMATION
CONCERNED BELOW, THE READER WILL HAVE TO CHANGE THE NUMBER OF THE PINK
PAGE BY HAND, SO THAT THE INFORMATION REMAINS IN ACCORDANCE WITH THE
PARAGRAPH CONCERNED.
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| No. | Section Page Date |Applicable before condition is met: |
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| | 0.0.P3 1/01*RC* 14-40 | | R
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| RCa | 2.1 4*RC* 06-50 |SB 31.00.53 |
| | |(MAIN ROTOR SPEED WARNING BOX) |
| | 3.3 1*RC* 14-40 | | R
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| | 4.1 4*RC* 08-15 | |
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| | 4.1 6*RC* 08-15 | |
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| RCb | 4.1 5*RC* 08-15 |MODIFICATION 07-3317 (HYDR warning |
| | |light flashes when the hydraulic test |
| | |switch is depressed) |
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*RC*
FLIGHT MANUAL
COMPOSITION

CAUTION
RC R
No. Section Page Date Applicable before condition is met : R
R
R

06-50 Page 1
FLIGHT MANUAL
COMPOSITION
OF RUSH REVISIONS (RR)
The manual contains the following additional yellow page(s): R
RR No SECTION - PAGE DATE RR No SECTION - PAGE DATE R

CODE CODE R

06-50 Page 1
FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES - EASA CERTIFICATION
(1) EFFECTIVITY:
- Without indication ...... Applicable to all aircraft.

- |A| ..................... Specific to EASA.
- Clear text definition ... Self-explanatory.
(2) VARIANT OF STANDARD DEFINITION EFFECTIVITY:

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

- YYY ..................... Specific to S/N nnnn.
| | | | | |
| SECTION, PAGE | DATE | (1) | (2) | (3) |
| SUP or APP | CODE | | | |
| | | | | |
| 0.0.P1 1 | 14-40 | | | |
| 0.0.P1 2 | 06-50 | | | |
| 0.0.P1 3 | 06-50 | | | |
| 0.0.P2 1 | 06-50 | | | |
| 0.0.P3 1 | 06-50 | | | |
| 0.0.P4 1 | 06-50 | | | |
| 0.0.P5 1/03 | 14-40 | |A| | | |
| 0.0.P8 1 | 94-35 | | | |
| 0.0.P8 2 | 94-35 | | | |
| 2.0.P6 1 | 14-40 | | | |
| 2.1 1 | 14-40 | | | |
| 2.1 2 | 91-47 | | | |
| 2.1 3 | 14-40 | | | |
| 2.1 4 | 14-40 | | | |
| 2.1 5 | 14-40 | | | |
| 2.1 6 | 14-40 | | | |
| 2.1 7 | 14-40 | | | |
| 2.1 8 | 14-40 | | | |
| 2.1 9 | 14-40 | | | |
| 2.2 1 | 91-47 | | | |
| 2.2 2 | 94-35 | | | |
| 2.2 3 | 94-35 | | | |
| 3.0.P6 1 | 14-40 | | | |
| 3.1 1 | 14-40 | | | |
| 3.1 2 | 14-40 | | | |
| 3.1 3 | 14-40 | | | |
| 3.1 4 | 14-40 | | | |
| 3.1 5 | 14-40 | | | |
| 3.2 1 | 91-47 | | | |
| 3.2 2 | 91-47 | | | |
| 3.2 3 | 14-40 | | | |
| 3.2 4 | 91-47 | | | |
| | | | | |

A 14-40 Page 1
FLIGHT MANUAL
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| 3.3 1 | 06-50 | | | |
| 3.3 2 | 06-50 | | | |
| 3.3 3 | 06-50 | | | |
| 3.3 4 | 14-40 | | | |
| 3.3 5 | 14-40 | | | |
| 3.3 6 | 14-40 | | | |
| 4.0.P6 1 | 14-40 | | | |
| 4.1 1 | 14-40 | | | |
| 4.1 2 | 14-40 | | | |
| 4.1 3 | 14-40 | | | |
| 4.1 4 | 14-40 | | | |
| 4.1 5 | 14-40 | | | |
| 4.1 6 | 14-40 | | | |
| 4.1 7 | 14-40 | | | |
| 4.1 8 | 14-40 | | | |
| 4.2 1 | 91-47 | | | |
| 4.2 2 | 91-47 | | | |
| 5.1.0.P6 1 | 91-47 | | | |
| 5.1 1 | 94-35 | | | |
| 5.1 2 | 91-47 | | | |
| 5.1 3 | 91-47 | | | |
| 5.1 4 | 91-47 | | | |
| 5.1 5 | 91-47 | | | |
| 5.1 6 | 91-47 | | | |
| 5.1 7 | 91-47 | | | |
| 5.1 8 | 91-47 | | | |
| 5.1 9 | 94-35 | | | |
| | | | | |

A 14-40 Page 2
FLIGHT MANUAL
LOG OF APPROVED NORMAL REVISIONS
BASIC RFM REVISIONS - EFFECTIVITY (1) (2) EASA
| | |
| NORMAL REVISION 0 date code 91-47 | |
| | |
| | |
| | |
| | |
| NORMAL REVISION 4 date code 09-10 | EASA approval No. 10028852 |
| | on February 16, 2010 |
| NORMAL REVISION 5 date code 14-40 | EASA Approval No. 10061384 |
| | on March 21, 2017 |
| Title | Addition of recommendations for icing/snow conditions and |
| | integration of various remarks. |
| Revised |0.0.P1, 0.0.P5 (pages 1 to 3), 2.0.P6, 2.1 (pages 1, 3, 4 to 7, |
|information|9), 3.0.P6, 3.1 (pages 1 to 5), 3.2 (page 3), 3.3 (pages 4 to 6),|
| |4.0.P6, 4.1 (pages 1 to 8). |
| | |
| Deleted | None |
|information| |
| | |

A 14-40 Page 3
FLIGHT MANUAL
PRELIMINARY NOTES
1 GENERAL
To achieve the required degree of safety, this manual must be used in

conjunction with the relevant regulations covering aircraft operation,
such as aerial navigation laws in the operator's country. It is essential
for the crew to become familiar with the contents of this manual, special
certification requirements and any information specific to customized
configurations, and to check all revisions and related requirements.
2 DESCRIPTION OF MANUAL
This manual contains legally approved information, together with additional

manufacturer's information not subject to approval; the entire manual
complies with the recommendations of the Helicopter Association
International (HAI).
- The approved sections and subsections are: 2, 3, 4, 5-1, Sup.

- The sections and subsections not subject to approval: 1, 5-2, 6, 7, 8, 9
2.1 Basic Aircraft
The basic helicopter specifications are covered by section 1 through 9.
2.2 Special Systems and Procedures
Information concerning optional equipment systems and operational

procedures is covered by Supplements. These are mini Flight Manuals
covering any differences from the basic aircraft information, section by
section. The supplements are approved on an individual basis.
3 ADAPTATION OF MANUAL TO CERTIFICATION REQUIREMENTS
Specific certification requirements may necessitate modifications to the

text or layout of certain pages. In this case, a specific Flight Manual R
is drawn up; this manual bears an alphabetical certification code marked R
on the title page; all the pages of the approved sections bear the R
certification validity codees) in the lower left corner. R
4 CUSTOMIZATION MODIFICATIONS (printed on green paper)
Special features of a particular helicopter may justify prioritary addenda

to the information on certain basic manual and supplement pages.
The information contained in the green pages supersedes or supplements
the information covered by the relevant white page. No white page is
deleted.
DGAC Approved: 350 BA O.O.P8

94-35 Page 1
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FLIGHT MANUAL
350 BA 1.0.P1
14-40 Page 1
FLIGHT MANUAL
LIST OF EFFECTIVE PAGES
(1) EFFECTIVITY:

- Indicated ............... Specific to indicated civilian airworthiness.
- Clear text definition ... Self-explanatory


- YYY ..................... Specific to S/N nnnn
| | | | | |
| | | | | |
| 1.0.P1 1 | 14-40 | | | |
| 1.0.P5 1/02 | 14-40 | | | |
| 1.0.P6 1 | 14-40 | | | |
| 1.1 1 | 14-40 | | | |
| 1.2 1 | 14-40 | | | |
| 1.2 2 | 14-40 | | | |
| 1.2 3 | 14-40 | | | |
| 1.2 4 | 14-40 | | | |
| 1.2 5 | 14-40 | | | |
| 1.3 1 | 14-40 | | | |
| 1.3 2 | 14-40 | | | |
| | | | | |
350 BA 1.0.P5
14-40 Page 1
FLIGHT MANUAL
LOG OF NORMAL REVISIONS
BASIC RFM REVISIONS - EFFECTIVITY (1) (2)
| | |
| | |
| | |
| | |
| Title | Addition of section TERMINOLOGY |
| | |
| Revised | 1.0.P1, 1.0.P5, 1.1, 1.2, 1.3 - (All pages) |
|information| |
| | |
| Deleted | None |
|information| |
| | |
350 BA 1.0.P5
14-40 Page 2
FLIGHT MANUAL
SECTION 1
GENERAL
CONTENTS
Page
1.1 TERMINOLOGY R
1. GENERAL - - - - - - - - - - - - - - - - - - - - - - - - 1 R
2. USE OF PROCEDURAL WORDS - - - - - - - - - - - - - - - - 2 R
1.2 GENERAL DATA R
1. MAIN AIRCRAFT DIMENSIONS - - - - - - - - - - - - - - - - 1
2. ACCESS DOORS AND COMPARTMENTS DIMENSIONS - - - - - - - - 2
3. ENGINE DATA - - - - - - - - - - - - - - - - - - - - - - 3
4. TRANSMISSION SYSTEM DATA - - - - - - - - - - - - - - - - 3
5. FUEL TANK CAPACITY - - - - - - - - - - - - - - - - - - - 5
6. HYDRAULIC AND LUBRICATION SYSTEM CAPACITIES - - - - - - 5
1.3 SYMBOLS AND CONVERSION FACTORS R
1. SYMBOLS AND ABBREVIATIONS - - - - - - - - - - - - - - - 1
2. CONVERSION FACTORS - - - - - - - - - - - - - - - - - - - 2 R
350 BA 1.0.P6
14-40 Page 1
FLIGHT MANUAL
SECTION 1.1
TERMINOLOGY R
1 GENERAL R
Unless otherwise specified in the text, altitudes are pressure-altitudes R

(Hp), speeds are indicated airspeeds (IAS). R
Warnings, Cautions and Notes are used throughout this manual to emphasize R
important and critical instructions and are used as follows: R
- WARNING: AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH, IF NOT CORRECTLY R

FOLLOWED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE. R
- CAUTION: AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH, IF NOT STRICTLY R

OBSERVED, COULD RESULT IN DAMAGE TO, OR DESTRUCTION OF R
HELICOPTER PARTS OR EQUIPMENT. R
- NOTE: An operating procedure, condition, etc., which is essential to R

highlight. R
2 USE OF PROCEDURAL WORDS R
The concept of procedural word usage and intended meaning which has been R
adhered to in preparing this manual is as follows: R
- "Shall" or "must" has been used only when application of a procedure is R

mandatory. R
- "Should" has been used only when application of procedure is R

recommended. R
- "May" and "Need not" have been used only when application of a procedure R
is optional. R
- "Will" has been used only to indicate future event or action, never to R
indicate a mandatory procedure. R
350 BA 1.1
14-40 Page 1
FLIGHT MANUAL
SECTION 1.2
GENERAL DATA R
1 MAIN AIRCRAFT DIMENSIONS
Overall dimensions of the helicopter
- Overall length, rotor turning 12.94 m 42.45 ft

- Main rotor diameter 10.69 35.07
- Height to top of fin, low L/G * 3.02 9.91
- Length, blades folded 10.93 35.86
- Width, blades folded 2.53 8.30
- Height to rotor head, low L/G * 3.14 10.30
- Ground clearance below cabin, low L/G * 0.39 1.27
- Width of fuselage 1.87 6.14
- Length of fuselage 10.93 35.86
* Plus 0.20 m (0.65 ft) when aircraft is equipped with high L/G
350 BA 1.2
14-40 Page 1
FLIGHT MANUAL
2 ACCESS DOORS AND COMPARTMENTS DIMENSIONS
Cabin Baggage compartment areas
- Max. length 2.42 m 7.94 ft - LH hold 0.43 m2 4.62 sq.ft

- Max. width 1.65 m 5.41 ft - RH hold 0.35 m2 3.76 sq.ft
- Max. height 1.30 m 4.26 ft - Rear hold 0.55 m2 5.92 sq.ft
- Available floor 2.60 m2 27.98 sq.ft
area
- Available volume 3.00 m3 105.94 cu.ft
Cabin doors Baggage compartment volumes
- Forward doors - LH hold 0.235 m3 8.29 cu.ft

. Width 1.12 m 3.67 ft - RH hold 0.200 m3 7.06 cu.ft
. Height 1.10 m 3.60 ft - Rear hold 0.565 m3 19.94 cu.ft
. Area 1.29 m2 13.89 sq.ft
- Rear subdoors
. Width 0.60 m 1.97 ft

. Height 1.10 m 3.60 ft
. Area 0.69 m2 7.43 sq.ft
350 BA 1.2
14-40 Page 2
FLIGHT MANUAL
3 ENGINE DATA
The aircraft is equipped with an ARRIEL 1B modular-design free-turbine

turboshaft engine, mounted aft of the MGB in a separate fireproof bay.
3.1 General
- Direction of rotation (viewed looking forward) ------ Clockwise
- Main dimensions
. Overall length 1.212 m 47.7 in

. Overall height 0.609 m 24.0 in
. Overall width 0.440 m 17.3 in
- Approximate weight of complete engine : 110 kg (240 lb)
3.2 Design Characteristics
The engine comprises :
- a single-stage axial compressor

- a centrifugal compressor
- an annular combustion chamber with centrifugal fuel injection and
ignition
- a two-stage axial turbine driving the compressors
- a single-stage free power turbine
- a hydraulic governor using fuel as the motive fluid, comprising :
. a free turbine governor maintaining constant Nf by modifying the
Ng setpoint of the gas generator governor,
. a gas generator governor controlling the fuel flowrate.
4 TRANSMISSION SYSTEM DATA
The main transmission system components driving the main and tail rotors
are the following :
- engine-to-MGB coupling shaft with hydraulic pump drive pulley

- main gearbox (MGB)
- two-piece tail drive shaft
- tail gearbox (TGB).
350 BA 1.2
14-40 Page 3
FLIGHT MANUAL
In power-on flight the rotor turns at a practically constant speed of

394 rpm. At this speed the transmission components rotate at :
- 42452 rpm for the free power turbine

- 6125 rpm for the engine-to-MGB coupling shaft and the tail rotor
drive shaft
- 2086 rpm for the tail rotor.
| | | | |
| 1 | Tail rotor | 5 | Rotor brake |
| 2 | Tail gearbox | 6 | Main rotor head |
| 3 | Tail rotor drive shaft | 7 | Main gearbox |
| 4 | Engine | 8 | Oil pump |
| | | | |
Transmission System
350 BA 1.2
14-40 Page 4
FLIGHT MANUAL
5 FUEL TANK CAPACITY
| | | | || | | |
| Fuel Quantity |Litres |US gal | UK gal || kg | lb | Remarks |
| | | | || | | |
| | | | || | | |
| Total | 540 | 143 | 119 ||427 |940 |Specific |
| | | | || | |gravity : |
| | | | || | | 0.79 |
|Usable after | | | || | | |
|illumination of low- | 60 | 15.8 | 13.1 ||47.4 |104 | |
|level light | | | || | | |
| | | | || | | |
| | | | || | | |
|Unusable | 1.25 | 0.33 | 0.28 || 1 |2.20 | |
| | | | || | | |
| |s.g.= 0.79 |
| CONVERSION TABLE |
| GAUGE READING - CAPACITY/WEIGHT |
| |
|Graduation | Litres | US gal | UK gal || kg | lb |
| | | | || | |
| 10 | 540 | 143 | 119 || 427 | 940 |
| 9 | 486 | 129 | 107 || 384 | 846 |
| 8 | 432 | 114 | 95 || 342 | 752 |
| 7 | 378 | 100 | 83 || 299 | 658 |
| 6 | 324 | 86 | 71 || 256 | 564 |
| 5 | 270 | 74 | 59 || 213 | 470 |
| 4 | 216 | 57 | 48 || 171 | 376 |
| 3 | 162 | 43 | 36 || 128 | 282 |
| 2 | 108 | 29 | 24 || 85 | 188 |
| 1 | 54 | 14 | 12 || 43 | 94 |
| 0 | 0-3 | 0-0.8 | 0-0.6 || 0-2.3 | 0-5 |
| | | | || | |
6 HYDRAULIC AND LUBRICATION SYSTEM CAPACITIES
The hydraulic and lubrication system capacities are given in the

following table :
| | | |
| Litres | US gal | UK gal |
| | | |
|MGB lubrication system | 6.5 | 1.7 | 1.4 |
|TGB lubrication system | 0.33 | 0.08 | 0.07 |
|Engine lubrication system | 6.2 | 1.64 | 1.36 |
|Hydraulic system | 3 | 0.79 | 0.66 |
350 BA 1.2
14-40 Page 5
FLIGHT MANUAL
SECTION 1.3
SYMBOLS AND CONVERSION FACTORS
1 SYMBOLS AND ABBREVIATIONS

SYMBOL or ABBREVIATION
French English
ATMOSPHERE |
Relative air density - - - - - - - - - - - - σ | σ
Outside air temperature - - - - - - - - - - - θ s | OAT
Outside air pressure - - - - - - - - - - - - p | P
Standard atmosphere - - - - - - - - - - - - Atm. Std. | ISA
|
ALTITUDE/HEIGHTS |
Pressure altitude - - - - - - - - - - - - - - Zp | Hp
Density altitude - - - - - - - - - - - - - - Zσ | Hσ or DA
Height - - - - - - - - - - - - - - - - - - - h | h
|
WEIGHTS |
Empty weight - - - - - - - - - - - - - - - - MV | EW
Equipped empty weight - - - - - - - - - - - - MVE | EEW
Operating empty weight - - - - - - - - - - - MOE | OEW
Useful load - - - - - - - - - - - - - - - - - CU | UL
Payload - - - - - - - - - - - - - - - - - - - CP | P/L
All-up weight - - - - - - - - - - - - - - - - MT | AUW
Maximum take-off weight - - - - - - - - - - - M | MTOW
|
SPEEDS |
Indicated air speed - - - - - - - - - - - - - Vi | IAS
Calibrated air speed - - - - - - - - - - - - Vc | CAS
True air speed - - - - - - - - - - - - - - - Vp | TAS
Never exceed speed - - - - - - - - - - - - - VNE | VNE
Optimum climbing speed - - - - - - - - - - - Vy | Vy
Rate of climb - Rate of descent - - - - - - - Vz | R/C
Wind velocity - - - - - - - - - - - - - - - - Vw | Vw
Take-off or landing safety speed - - - - - - VSD | VTOSS
Rotor speed - - - - - - - - - - - - - - - - - NR | NR
NOTE : Unless otherwise specified, the air speed |
values used refer to indicated air speeds |
|
HOVER/TAKE-OFF/LANDING |
In ground effect - - - - - - - - - - - - - - DES | IGE
Out of ground effect - - - - - - - - - - - - HES | OGE
|
ENGINE (or POWER) PARAMETERS |
Power - - - - - - - - - - - - - - - - - - - - W | W or PWR
Torque - - - - - - - - - - - - - - - - - - - C | T or Tq
Engine generator speed - - - - - - - - - - - Ng | Ng or N1
Free turbine speed - - - - - - - - - - - - - NTL | Nf
Tail pipe temperature - - - - - - - - - - - - t4 | t4
|
MISCELLANEOUS |
Engine - - - - - - - - - - - - - - - - - - - GTM | ENG
Main gear box - - - - - - - - - - - - - - - - BTP | MGB
Intermediate gear box - - - - - - - - - - - - BTI | IGB
Tail gear box - - - - - - - - - - - - - - - - BTA | TGB
350 BA 1.3
14-40 Page 1
FLIGHT MANUAL
2 CONVERSION FACTORS
2.1 Metric units to other units
Multiply By To obtain
centimeter(cm) ................ 0.3937 .................... inches (in)
meters (m) .................... 3.2808 ...................... feet (ft)
meters per second (m/s) ...... 196.85 ....... feet per minute (ft/min)
kilometers (km) ............... 0.5400 ............ nautical miles (NM)
liters (l) .................... 0.2642 ............ US gallons (US gal)
liters (l) .................... 0.2200 ............ UK gallons (UK gal)
kilograms (kg) ................ 2.2046 .................... pounds (lb)
bars (bar) .................... 14.5040 ... pounds per square inch (psi)
kilometers per hour (km/h)..... 0.5400 ...................... knot (kt)
2.2 Other units to metric units
Multiply By To obtain
inches (in) ................... 2.5400 .............. centimeters (cm)
feet (ft) .................... 0.3048 .................... meters (m)
feet per minute (ft/min) ..... 0.00508 ....... meters per second (m/s)
nautical miles (NM) ........... 1.8520 ................ kilometers (km)
US gallons (US gal) ........... 3.7850 ..................... liters (l)
UK gallons (UK gal) ........... 4.5460 ..................... liters (l)
pounds (lb) ................... 0.4536 ................. kilograms (kg)
pounds per square inch (psi) ... 0.0689 ..................... bars (bar)
knot (kt) ...................... 1.8520 ..... kilometers per hour (km/h)
350 BA 1.3
14-40 Page 2
FLIGHT MANUAL
SECTION 2
LIMITATIONS
CONTENTS
Page
2.1 OPERATING LIMITATIONS
1 APPLICABILITY - - - - - - - - - - - - - - - - - - - - - - 1
2 TYPES OF OPERATION APPROVED - - - - - - - - - - - - - - - 1
3 BASIS OF CERTIFICATION - - - - - - - - - - - - - - - - - - 1
4 WEIGHT LIMITS - - - - - - - - - - - - - - - - - - - - - - 1
5 CENTRE-OF-GRAVITY LIMITS - - - - - - - - - - - - - - - - - 2
6 MAXIMUM SPEED - - - - - - - - - - - - - - - - - - - - - - 2
7 APPROVED FLIGHT ENVELOPE - - - - - - - - - - - - - - - - - 3
8 MAIN ROTOR LIMITATIONS - - - - - - - - - - - - - - - - - - 4
9 ROTOR BRAKE LIMITATION - - - - - - - - - - - - - - - - - - 4
10 TORQUE LIMITATIONS - - - - - - - - - - - - - - - - - - - - 4
11 ENGINE LIMITATIONS - - - - - - - - - - - - - - - - - - - - 4
12 LUBRICATION SYSTEM LIMITATIONS - - - - - - - - - - - - - - 7
13 ELECTRICAL AND HYDRAULIC POWER SYSTEM LIMITATIONS - - - - 8
14 LANDING AND STOPPING LIMITATIONS ON SLOPES - - - - - - - - 8
15 RESTRICTIONS - - - - - - - - - - - - - - - - - - - - - - - 9 R
16 MINIMUM CREW - - - - - - - - - - - - - - - - - - - - - - 9
17 OCCUPANTS - - - - - - - - - - - - - - - - - - - - - - - - 9
2.2 PLACARDS AND INSTRUMENT MARKINGS
1 PLACARDS - - - - - - - - - - - - - - - - - - - - - - - - 1
2 INSTRUMENT MARKINGS - - - - - - - - - - - - - - - - - - - 2

A 14-40 Page 1
FLIGHT MANUAL
SECTION 2.1
OPERATING LIMITATIONS
1 APPLICABILITY
THE LIMITATIONS SPECIFIED IN THIS SECTION ARE MANDATORY.
They cover the basic aircraft version.

Any additional restrictions resulting from installation of optional
equipment items are specified in the relevant SUPPLEMENTS.
2 TYPES OF OPERATION APPROVED
The helicopter is approved to operate: R

- by day and night in VFR. R
NOTE: Additional equipment may be required by the operational regulation R
3 BASIS OF CERTIFICATION
The helicopter is approved in the "NORMAL" category of FAR PART 27.
4 WEIGHT LIMITS
- Maximum permissible weight : ------------------ 2100 kg (4630 lb)
Approved 350 BA 2.1

A 14-40 Page 1
FLIGHT MANUAL
5 CENTRE OF GRAVITY LIMITS
5.1 Longitudinal c.g.
The c.g. datum is located 3.40 m (133.8 in) forward of the main rotor
head centre line.
The longitudinal c.g. limits are given by the graph below :
5.2 Lateral c.g.
- L.H. limit : - - - - - - - - - - - - - - - - - - - 0.18 m (7.08 in)

- R.H. limit : - - - - - - - - - - - - - - - - - - - 0.14 m (5.51 in)
The datum is the aircraft symmetry plane.
6 MAXIMUM SPEED
6.1 VNE with doors closed
6.1.1 VNE Power-on
- Absolute VNE is 155 knots (287 km/hr - 178 MPH) at zero pressure-
altitude.
- At higher altitudes this speed is to be reduced by 3 knots (5,5 km -
3.5 MPH) per 1000 ft or 18 km/Hr per 1000 m.
VNE values versus altitudes are marked on the airspeed indicator.
- In cold weather the following must be subtracted from VNE :
. 10 knots (19 km/hr - 12 MPH) when O.A.T. is below - 30°C.
6.1.2 VNE Power-off
- Absolute VNE is 125 knots (231 km/hr - 144 MPH) at zero pressure-
altitude.
- At higher altitudes this speed is to be reduced by 3 knots (5.5 km/h
or 3.5 MPH) per 1000 ft and 18 km/hr per 1000 m.
- In cold weather, reduce the VNE as follows :
. 20 knots (37 km/hr, 23 MPH) when O.A.T. is below - 20°C without
dropping below 65 knots (120 km/hr, 75 MPH).
DGAC Approved 350 BA 2.1

A 91-47 Page 2
FLIGHT MANUAL
6.2 VNE with doors opened or removed
CAUTION: THE CONFIGURATIONS NOT REPRESENTED ARE PROHIBITED. R
In all open doors configurations, there must not be loose objects in the R
cabin, cushions of unoccupied seats must be removed and belts must R
be stowed. R
6.2.1 Aircraft fitted with four standard doors (LH and RH hand doors) R
7 APPROVED FLIGHT ENVELOPE
7.1 Altitude
Maximum substantiated pressure-altitude : 16000 ft (4875 m)
7.2 Temperature
- Minimum temperature - - - - - - - - - 40°C
For aircraft equipped with spherical thrust bearings

P/N 704A33.633.109, the operating temperature is limited to - 25°C.
The instructions for operation in cold weather are given in

Supplement 4.
- Maximum temperature - - - - - - - - ISA + 35°C limited to + 50°C
7.3 Manoeuvring limitations
Continued operation in servo-transparency (where force feedback are felt

in the controls) is prohibited.
Approved 350 BA 2.1

A 14-40 Page 3
FLIGHT MANUAL
7.4 Flight in falling snow
- Flight when visibility is greater than 1500 m (0.81 NM) : flight

in falling snow is authorized.
- Flight when visibility is 800 to 1500 m (0.43 to 0.81 NM) : the

total flying time in falling snow is limited to 10 minutes. This
time limit includes the time required to leave all snowy
conditions, irrespective of the visibility.
- Flight when visibility is less than 800 m (0.43 NM) : flight in

falling snow is prohibited.
NOTE : For the preparation before flight, refer to Supp. 4.
8 MAIN ROTOR LIMITATIONS
8.1 Power On
. On the ground at low pitch - - - - - - - - - - - 380 +/- 5 rpm

. In stabilized flight - - - - - - - - - - - - - - 390 + 4/- 5 rpm
8.2 Power Off
. Maximum - - - - - - - - - - - - - - - - - - - - 430 rpm

. Minimum - - - - - - - - - - - - - - - - - - - - 320 rpm
NOTE : The horn sounds when the rotor speed is:

- below 360 rpm (continuous sound)
- above 410 rpm (intermittent sound).
9 ROTOR BRAKE LIMITATION
- Maximum rotor speed for rotor brake application : 170 rpm

- Minimum time between two consecutive brakings : 5 minutes
10 TORQUE LIMITATIONS
Maximum torque : IAS 40 kt-74 km/h - 46 mph or higher .......... 83 %

IAS below 40Kt-74 KM/H - 46 mph ............... 88 %
11 ENGINE LIMITATIONS
The aircraft is equipped with a TURBOMECA "ARRIEL 1B" engine.

Operating limitations are determined by the gas generator rotation speed
(Ng), by the exhaust gas temperature (t4) or by the free turbine rotation
speed (Nf) depending on the operating conditions.
11.1 Gas Generator Speed
- Maximum transient rating (5 sec. max.) .................... 105 %

- Maximum takeoff rating (5 minutes) ........................ 100 %
- Maximum continuous rating ................................. 98 %
Approved 350 BA 2.1

A 14-40 Page 4
FLIGHT MANUAL
The paragraph 8 page 4 is to be replaced by the following:
8 MAIN ROTOR SPEED
8.1 Power On
· On the ground at low pitch - - - - - - - - 380 ± 5 rpm

· In stabilized flight - - - - 390 + 4 rpm
- 5
8.2 Power Off
· Maximum - - - - - - 430 rpm

· Minimum 320 rpm
NOTE The horn sounds when the rotor speed is:

- below 360 rpm (continuous sound).
CAUTION: THIS PAGE MUST ONLY BE REMOVED FROM THE MANUAL AFTER
APPLICATION OF SB 31.00.53.
EASA Approved: 350 BA 2.1

06-50 Page 4
*RC*
FLIGHT MANUAL
When OAT is higher than ISA + 15°C, reduce the max. takeoff and
max. continuous ratings by 0.05 % per degree C ; these corrections are
marked on a plate fitted in the cockpit and shown in Section 2.2.
When the heating and demisting systems are being used and the outside
air temperature is + 10°C or more, subtract 1 % Ng from the above limits.
- Minimum stabilized rating ................................. 67 %
NOTE : 100 % Ng corresponds to 51800 rpm
11.2 t4 Temperature
- During starting
. maximum t4 .............................................. 840°C
(5 seconds max. beyond 775°C)
- At takeoff rating
. maximum t4 .............................................. 810°C
- At max. continuous rating
. maximum t4 .............................................. 775°C
11.3 Fuels
NOTE: commercial designations of authorized fuels and additives are R

specified in the TURBOMECA documentation. R
11.3.1 Standard Fuels
| | | | |
| Type of fuel | NATO | SPECIFICATIONS |Anti-ice |
| | CODE | U.S. | U.K. | FRENCH |Additive | R
| | | | | | |
|Kerosene - 50 | F 34 |MIL-T-83133| D.ENG.RD |AIR 3405- | Yes |
|(AVTUR-FSII)(JP8) | | (JP8) | 2453 | F34 | |
| | | | | | |
|Kerosene - 50 | F 35 |ASTM-D-1655| D.ENG.RD |AIR 3405- | No |
|(AVTUR) (JP1) | | JET A1 | 2494 | F35 | |
| | | | | | |
|Kerosene | - |ASTM-D-1655| - | - | No |
| | | JET A | | | |
| | | | | | |
|Wide cut (JP4) | F 40 |MIL-T-5624 | D.ENG.RD |AIR 3407 | Yes |
|(AVTAG FS II) | | JP4 | 2454 | | |
| | | | | | |
|Wide cut | - |ASTM-D-1655| - | - | No |
| | | JET B | | | |
| | | | | | |
|High flash point | - | - |D.ENG.RD |AIR 3404 | |
|(JP5) (AVCAT) | F 43 | - | 2498 | F43 | No |
| | | | | | |
|High flash point | F 44 |MIL-T.5624 | D.ENG.RD |AIR 3404 | |
|(JP5) (AVCAT FS11) | | (JP5) | 2452 | F44 | Yes |
| | | | | | |
|Chinese standard | | | | | |
|national fuel | | | | | No |
|PRC N°3 JET FUEL | | | | | |
| | | | | | |
Approved 350 BA 2.1

A 14-40 Page 5
FLIGHT MANUAL
NOTE: All specifications are effective at latest issue or amendment R
11.3.2 Emergency fuels
| | | |
| Type of fuel | NATO | SPECIFICATION |
| | CODE | U.S. | U.K. | FRENCH | R
| | | | | |
|Aviation Gasoline | F 12 |MIL G 5572 | - | AIR 3401 80/87 |
| | |Grade 80/87 | | |
| (AVGAS) | F 18 |MIL G 5572 |D.ENG.RD 2485 |AIR 3401 100/130 |
| | |Grade 100/130 | | |
| | F 22 |MIL G 5572 | - |AIR 3401 115/145 |
| | |Grade 115/145 | | |
|Automotive | F 46 |MIL G 3056 |DEF. 2401 |DCEA/2DMT 80 |
|Gasoline | | | | |
Restrictions
- Within any one period between overhauls of the engine, the use of
gasoline is limited to 25 hours maximum.
- Add 2 % of mineral lubricating oil if possible.
- Hp up to 1500 ft.
- Fuel temperature up to 30°C.
11.4 Fuel Pressure
- Pressure in the event of filter clogging : under 0.4 bar.

- Preclogging indicator set for 200 mb differential pressure.
NOTE : The filter is equipped with a clogging indicator.
11.5 Additives
11.5.1 Anti-Ice Additive
If the fuel does not contain a fuel system icing inhibitor, the use
of an anti-icing additive is compulsory if O.A.T. is below 0°C. The
additive shall comply with French specification AIR 3652 (equivalent
to MIL-I-27686, D.Eng.RD 2451, S 748, PHILLIPS PFA/55MB).
Maximum concentration must be between 0.08 and 0.15 % by volume.
11.5.2 Antistatic Additive
SHELL ASA 3.
11.5.3 Jet fuel thermal stability improver:
- Type +100 - NATO Code S1749, MIL-DTL 83133 E, SPEC AID 8Q462, R
APA 101.
Concentration by volume: 256 mg/l.
NOTE: Additive for F34 and F35.
Approved 350 BA 2.1

A 14-40 Page 6
FLIGHT MANUAL
12 LUBRICATION SYSTEM LIMITATIONS
12.1 Authorized Main and Tail Gearbox Lubricants
| NORMAL USE MAIN AND TAIL GEARBOX | R

| | | SPECIFICATIONS | | R
| OIL TYPE | NATO | (Are to be used at the latest | TEMP. | R
| | CODE | amendment and dash number) | USE | R
| | | FRENCH | U.S. | U.K. | | R
| Fluid synthetic oil | 0.156 | | MIL.L.23699 |DERD.2499 | -20°C | R
| 5 cSt | | | | | ≤OAT≤ | R
| | | | | | +50°C | R
| Mineral base oil * | 0.155 | AIR 3525 | MIL.L.6086 | DTD.581 | -20°C**| R
| | | | | | ≤OAT≤ | R
| | | | | | +50°C | R
| * SHELL PROHIBITED | R
| USE IN COLD WEATHER MAIN AND TAIL GEARBOX | R
| Fluid synthetic oil | 0.148 | | MIL.L.7808 | | -40°C | R
| 3 cSt | | | | | ≤OAT≤ | R
| | | | | | + 0°C | R
| Fluid synthetic oil | 0.150 | AIR 3514 | | | -40°C | R
| 3 cSt | | | | | ≤OAT≤ | R
| | | | | | + 0°C | R
| Fluid synthetic oil | 0.160 | | | D.ENG.RD | -40°C | R
| 5 cSt | | | | | ≤OAT≤ | R
| | | | | 2497 | + 0°C | R
(**) Operation at OAT <-20°C is approved provided that MGB and TGB oil R
temperature at engine start is ≥-20°C. R
Mineral-base and synthetic oils are not miscible.

In the event of a change in oil specification, refer to procedure defined
in the Maintenance Manual.
12.2 MGB Oil Pressure and Temperature
The oil low pressure warning light and the oil overheating warning light
must remain off in flight.
Approved 350 BA 2.1

A 14-40 Page 7
FLIGHT MANUAL
12.3 Approved Engine Lubricants

R
| NORMAL USE | R
| | | SPECIFICATIONS | R
| OIL TYPE | NATO | | R
| | CODE | FRENCH | U.S. | U.K. | R
| | | | | | R
|Medium synthetic oil | O.156 | | MIL.L.23699 | | R
| 5 cSt at 98.9°C | | | | | R
| | | | | | R
R
| OTHER OILS | R
| AUTHORIZED BUT NOT RECOMMENDED | R
| PROHIBITED ABOVE 15°C | R
| | | | | | R
| | O.148 | | MIL.L.7808 | | R
| Fluid synthetic oil | | | | | R
| 3 to 3.5 cSt at | | | | | R
| 98.9°C | O.150 | AIR 3514 | | | R
| | | | | | R
| | | | | | R
| Fluid synthetic oil | | | | | R
| 3.9 cSt at 98.9°C | | | | | R
| | | | | | R
R
| OTHER OILS | R
| USE PROHIBITED BELOW - 10°C | R
| | | | | | R
| Thick synthetic oil | O.149 | | | DERD.2487 | R
| 7.5 cSt at 98.9°C | | | | | R
| | | | | | R
NOTE : - The temperature limitations mentioned above apply to engine starting

- When the oil specification or grade differs from the approved one,
the engine manufacturer's agreement must be obtained for using this
oil.
- The oils mentioned under OTHER OILS may be the subject of particular
recommendations from the engine manufacturer.
- Commercial designation of oils authorized for engines is specified
in TURBOMECA document.
- In the event of a change in oil grade or specification, the oil
system must be flushed as prescribed in TURBOMECA Maintenance Manual.
Approved 350 BA 2.1

A 14-40 Page 8
FLIGHT MANUAL
12.4 Engine Oil Pressure and Temperature
12.4.1 Oil Pressure
- Minimum pressure : 1.9 bar (27 psi).

In flight, oil pressure should be between 3.2 bar and 9 bar (46 psi
and 130 psi) for Ng over 85 %.
12.4.2 Oil Temperature
- Maximum oil temperature - - - - - - - - - - - - - - - - 110°C

- Minimum oil temperature before power application- - - - 0°C
13 ELECTRICAL AND HYDRAULIC POWER SYSTEM LIMITATIONS
13.1 Hydraulic System
13.1.1 Fluid Used
- Synthetic - - - - - - - - - - - - - - - - MIL-H-83282 (recommended)

- Mineral-base - - - - - - - - - - - - - - MIL-H-5606 (AIR 3520 -
DTD 585 - NATO H 515)
If the fluid specification is changed, refer to the procedure
specified in the Maintenance Manual.
13.1.2 Hydraulic System Pressure
In flight the warning light must be off.
13.2 Electrical System (direct current)
- Maximum voltage - - - - - - - - - - - - - - - - - - - - - 31.5 V

Rated voltage range 26-29 V
- Maximum current - - - - - - - - - - - - - - - - - - - - - 150 A
14 LANDING AND STOPPING LIMITATIONS ON SLOPES
- Nose-up - - - - - - - - - - - - - - - - - - - - - - - - - - 10°
- Nose-down - - - - - - - - - - - - - - - - - - - - - - - - - 6°
- Sideways - - - - - - - - - - - - - - - - - - - - - - - - - 8°
15 RESTRICTIONS R
The following are prohibited :

- Aerobatics
- Engine starting when snow or ice accumulations are in or around the R
engine air intake. R
- Engine power reduction in flight using fuel flow control except for
autorotational training and providing the altitude is below 8000 ft
(2440 m).
16 MINIMUM CREW
One pilot, in RH seat. R
17 OCCUPANTS
Maximum number of occupants including flight crew: 6.

R
Approved 350 BA 2.1

A 14-40 Page 9
FLIGHT MANUAL
SECTION 2.2
PLACARDS AND INSTRUMENT MARKINGS
1 PLACARDS
1.1 Plates Displayed in the Cockpit
. Operating limitations.
THE MARKINGS AND PLACARDS INSTALLED ON THIS HELICOPTER CONTAIN OPERATING
LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS ROTORCRAFT.
OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING
THIS ROTORCRAFT ARE CONTAINED IN THE ROTORCRAFT FLIGHT MANUAL. THE
"AIRWORTHINESS LIMITATIONS" SECTION OF THE ROTORCRAFT MAINTENANCE MANUAL
MUST BE COMPLIED WITH .
. Gas generator speed limitations
MAX. GENERATOR SPEEDS (%) REGIMES GENERATEUR MAXI

CONTINUOUS 98 98 97.5 97 CONTINU
TAKE OFF 100 100 99.5 99 DECOLLAGE
16000 I 1 I 4875
'~ " <, 4000
g
12000
<, .__~
,t::::
3000
g
Q. 8000 ~ Q.
o
o
3:
<, <,
C<
2000 N
cD
;
o
ci
4000
O
-, <,
, "
1000
O
-20 -10 O 10
It)
:> 20 30 40 50
:::¡ O.A.T. re)
1.2 Loading Instruction Plates

On the side face of the console
Max. distributed loads on rear cabin floor 310 kg.
on L.H. forward cabin floor 150 kg.
· In the rear hold
Max. distributed load 80 kg
· In the L.H. load
Max. load 120 kg
· In the R.H. hold

Max. load 100 kg
DGAC Approved: 350 BA 2.2

IAIBlolEIFIGI 91-47 Page 1
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lvnNVW l.H~I':i
FLIGHT MANUAL
INSTRUMENTS MARKINGS RANGE
ENGINE OIL PRESSURE Red line 1.9 bar (27 PSI)

INDICATOR Yellow arc 1.9 to 3.2 bars (27 to 46 PSI)
Green arc 3.2 to 9 bars (46 to 130 PSI)
Yellow arc 9 to 10 bars (130 to 145 PSI)
Green arc 30 - 110·C

ENGINE OIL TEMPERATURE Red line 110·C
FUEL PRESS. INDICATOR Yellow arc O - 0.4 bar (O to 5.8 PSI)
VOLTMETER Green arc 26 - 29 volts

Yellow arc 29 - 31.5 volts
Red line 31.5 volts
AMMETER Red line 150 amperes

I A I FIG I 94-35 Page 3
FLIGHT MANUAL
SECTION 3
EMERGENCY PROCEDURES
CONTENTS
Page
3.1 EMERGENCY PROCEDURES
1 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - 1
2 AUTOROTATION LANDING - - - - - - - - - - - - - - - - - - - - 1
3 ENGINE FAILURES - - - - - - - - - - - - - - - - - - - - - - 2
4 GOVERNOR FAILURES - - - - - - - - - - - - - - - - - - - - - 3
5 ENGINE FIRE - - - - - - - - - - - - - - - - - - - - - - - - 3
6 SMOKE IN THE CABIN - - - - - - - - - - - - - - - - - - - - - 4
7 TAIL ROTOR FAILURE - - - - - - - - - - - - - - - - - - - - - 4
3.2 SYSTEM FAILURES
1 LOW (OR NO) FUEL PRESSURE - - - - - - - - - - - - - - - - - 1
2 ENGINE SYSTEM FAILURES - - - - - - - - - - - - - - - - - - - 1
3 Ng-TORQUE-t4-NR INDICATOR FAILURES - - - - - - - - - - - - - 2
4 HYDRAULIC SYSTEM FAILURES - - - - - - - - - - - - - - - - - 3
5 BLEED VALVE POSITION INDICATOR LIGHT - - - - - - - - - - - - 4
3.3 WARNING-CAUTION-ADVISORY PANEL AND AURAL WARNING
1 AURAL WARNING - - - - - - - - - - - - - - - - - - - - - - - 1
2 WARNING-CAUTION-ADVISORY PANEL - - - - - - - - - - - - - - - 2

A 14-40 Page 1
FLIGHT MANUAL
SECTION 3.1
1 INTRODUCTION
The procedures outlined in this section deal with the common types of
emergencies ; however, the actions taken in each actual emergency must
relate to the complete situation.
Throughout this section, "LAND IMMEDIATELY", "LAND AS SOON AS POSSIBLE", R
"LAND AS SOON AS PRACTICABLE" and "CONTINUE FLIGHT" are used to reflect R
the degree of urgency and are to be interpreted as follows : R
- LAND (OR DITCH) IMMEDIATELY R
- LAND AS SOON AS POSSIBLE: land at the nearest site at which a safe R
landing can be made
- LAND AS SOON AS PRACTICABLE: extended flight is not recommended. The R
landing site and duration of the flight are at the discretion of the
pilot.
- CONTINUE FLIGHT: continue flight as planned. Repair at the destination R
according to the maintenance manual. R
2 AUTOROTATION LANDING
2.1 Autorotation Landing Procedure following Engine Failure
- Set low collective pitch.

- Monitor and control rotor r.p.m.
- Establish approximately 65 knots (120 km/hr) airspeed.
- Move the fuel flow control to the shutdown position.
- According to the cause of loss of the engine :
. Re-light the engine (see paragraph 3.2 of this Section).
. Otherwise : close the fuel shut-off valve
switch off : the booster pump
generator
inverter (if installed)
electrical power master switch (MASTER SW.)
(if smell of burning).
. Manoeuvre to head the helicopter into the wind in final approach.
. At a height of approximately 65 ft (20 m) above the ground, flare
to a nose-up attitude.
- At height 20-25 ft (6-8 m) and at constant attitude, gradually apply
collective pitch to reduce the sink rate.
- Resume level attitude before touch-down, and cancel any side-slip
tendency.
- Gently reduce collective pitch after touch-down.
NOTE : IT IS POSSIBLE THAT THE TAIL SKID MAY TOUCH THE GROUND FIRST.
2.2 Landing after Engine Failure in Hover IGE
- Do not reduce collective pitch.

- Control yaw.
- Cushion touch-down by increasing collective pitch.
- Reduce collective pitch as soon as the aircraft is on the ground.
Approved 350 BA 3.1

A 14-40 Page 1
FLIGHT MANUAL
2.3 Landing after Engine Failure in Hover OGE
- Reduce collective pitch.

- Apply forward cyclic pitch to gain air speed according to available
height.
- Terminate in accordance with paragraph 2.1 procedure.
R
R
R
R
R
3 ENGINE FAILURES R
3.1 Flame-out in Flight
The symptoms of an engine failure are as follows :
. Jerk in the yaw axis (only in high-power flight).

. Drop in rotor speed (aural warning sounds below 360 rpm).
. Torque at zero.
. Ng falling off to zero :
. Generator warning light illuminates.
. Engine oil pressure drop warning light illuminates.
In the event of an engine failure in flight, carry out autorotation
transition procedure (see paragraph 2).
3.2 Relighting the Engine in Flight
The normal relighting ceiling is 13000 feet, but relighting may be

attempted throughout the altitude envelope.
Proceed as outlined below :
- Booster pump - on
R
- Wait until Ng falls below 30 % then carry out normal starting
procedure.
Above Ng 70 %, reduce the rate of engine acceleration, to avoid

backlash on synchronization.
Approved 350 BA 3.1

A 14-40 Page 2
FLIGHT MANUAL
4 GOVERNOR FAILURES R
4.1 Large Drop in Fuel Flow Rate
Same symptoms as for complete engine failure but after a few seconds, Ng
stabilizes at a low rpm value (less than 70 %).
. Establish autorotation IAS 65 kt (120 km/h), then advance the fuel
flow control into the emergency sector. Ng and t4 should rise.
. Control engine speed to 70 % Ng.
. If necessary, increase collective pitch to bring rotor speed to
350 rpm.
. Increase fuel flow until rotor speed is approximately 380 rpm.
. Trim collective pitch and fuel flow control to hold level flight at
this rotor speed.
4.2 Excessive Fuel Flow Rate
Ng, t4, NR and torque increase

. Do not reduce collective pitch.
. Reduce fuel flow until rotor speed corresponds to a position of
the indicator pointer in the centre of the green area.
. Continue flight with the governor out of action. Any reduction of
collective pitch will cause an increase in rotor speed which must be
counteracted by adjusting the fuel flow control position.
In both cases mentioned above, the landing approach should be made
along a low gradient path, at 65 knots (120 km/h) I.A.S., holding the
rotor at the upper limit of the green area (394 rpm) using the fuel
flow control. In final approach, reduce forward speed without touching
the fuel flow control. The rotor speed will drop when the collective
pitch is increased on touchdown. After touchdown, reduce the fuel
flow control setting before decreasing the collective pitch.
4.3 Surging
Surging is evidenced by oscillations of the rpm, torque and t4

readings and jerks in the yaw axis.
. Change the collective pitch setting.
If surging persists while fuel pressure and engine oil pressure are
correct, reduce fuel flow slightly to leave the governed range.
If surging still persists, land as soon as possible and shut down
the engine if there is a tendency to divergence (see paragraph 2.1).
5 ENGINE FIRE
5.1 Fire during Engine Start
- Close the fuel shut-off cock and apply the rotor brake if necessary.
- Switch off the booster pump.
- Crank the engine for 10 seconds then switch off the battery.
- Use the nearby extinguishers to fight the fire.
Approved 350 BA 3.1

A 14-40 Page 3
FLIGHT MANUAL
5.2 Fire in Flight ("FIRE" light on)
- Enter autorotation (see paragraph 2.1).

- Close the fuel shut-off cock to shut down the engine.
- Switch off the booster pumps, generator and inverter.
(if installed).
- Switch off the electrical master cut off switch if there is a smell
of burning.
6 SMOKE IN THE CABIN
6.1 If Source of Smoke is identified
- Shut off the corresponding system.

- If necessary, use the fire extinguisher*.
- Air the cabin by opening :
. The front ventilator
. The ventilation ports
. The bad weather windows.
CONTINUE FLIGHT depending on system failed. R
6.2 If Source of Smoke is not identified
- Shut off the heating * / demisting system.

If the smoke does not clear :
- Switch off the electrical master cut off switch.
- When the smell of smoke has cleared, set all switches to "OFF",
including the generator and inverter (if installed), close the
cabin ventilators.
- Reset the electrical master cut off switch to normal position.
- Switch on the generator, check voltage and current.
- If everything is normal, switch on the circuits one by one until the
malfunction is identified.
NOTE : If the electrical power supply system is faulty, carry out the
appropriate procedure as detailed in Section 3.3.
7 TAIL ROTOR FAILURES R
7.1 Tail Rotor Drive Failure
Loss of the tail rotor in power-on flight results in a yaw movement to

the left ; the extent of such rotation will depend on the power and
speed configuration at the time the failure occurs.
7.1.1 Failure of the Tail Rotor in Hover or at Low Speed
- I.G.E. : bring the aircraft to the ground by reducing collective

pitch before the yaw rate is too high.
- O.G.E. : reduce collective pitch moderately, to reduce yaw torque,
and simultaneously start to pick up speed.
* If installed
Approved 350 BA 3.1

A 14-40 Page 4
FLIGHT MANUAL
7.1.2 Failure in Forward Flight
- In forward flight reduce the power as much as possible and maintain

forward speed (weathercock effect), select a suitable landing area
for a steep approach at a power enabling a reasonably coordinated
flight.
- On final approach, shut down the engine and make an autorotative
landing at the lowest possible speed.
7.2 Tail Rotor Control Failure
WARNING: LANDING IS MADE EASIER WITH A RH WIND COMPONENT. R

WHEN AIRSPEED IS LESS THAN 20 KT(37 KM/H), GO-AROUND IS R
IMPOSSIBLE DUE TO LOSS OF VERTICAL FIN EFFICIENCY. R
- Set I.A.S. 70 knots (130 km/hr), in level flight.

- Press the hyd. accumulator test button
(This will bring the tail rotor pitch down to low pitch, if necessary).
After 5 seconds reset the test button to the normal position.
- Make a shallow approach to a clear landing area with a slight side

slip to the left. Perform a run-on landing ; the side slip will be
reduced progressively as power is applied.
Approved 350 BA 3.1

A 14-40 Page 5
FLIGHT MANUAL
SECTION 3.2
SYSTEM FAILURES
1 FUEL SYSTEM FAILURES

1) No pressure
- Check that the booster pump is switched on.
- Check the fuel gauge reading.
- Check the fuse.
If failure/malfunction is confinmed
- Do not continue flight longer than necessary, particularly in hot
weather and at high altitude (risk of premature fuel pump wear).
- Do not take off with the booster (priming) pump inoperative.
2) low pressure (indicator pointer in yellow arc)
- Test F. FILTER light for illumination.

If the test is correct and the light remains off this means the fuel
filter is not clogged. Check system voltage; if voltage is correct
the fuel pump and/or the measuring/indicating system is in question.
Flight may be continued.
- F. FILTER does not illuminate when tested: LAND AS SOON AS POSSIBLE.
2 ENGINE SYSTEM FAILURES

2.1 Low Engine Oil pressure "Gauge pointer in yellow arc for Ng above 85 %"
- Test Warning-Caution-Advisory Panel and check ENG. P. light
illuminates.
Light does not illuminate when tested
If torquemeter reading is much too low, shut down engine and make an
autorotation landing.
If torquemeter reading is correct, land as soon as possible .
. light illuminates when tested:
If torquemeter reading is much too low, land as soon as possible.
If torquemeter reading is correct, land as soon as practicable.
Monitor ENG.P. light.

91-47 Page 1
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lvnNVW .lH9Il.:l
FLIGHT MANUAL
3.4 Abnormal NR Reading
3.4.1 Rotor rpm (NR) indicator reading low in power-on flight (pointer below
the green range)
This anomaly may be due to any of three causes :
- Excessive power demand.

. In this case, reduce collective pitch.
- Electrical power supply voltage too low (less than 18 V gives a
rotor rpm indicator reading lower than the actual rotor speed).
. In this case, a correct indicator reading can be obtained by
pressing the "MASTER SW" pushbutton.
- Engine governor malfunction
. Refer to Section 3.1 page 3.
3.4.2 Rotor rpm indicator failure
In case of complete loss of rpm indication :
- Maintain the torque above 20 %.

- LAND AS SOON AS PRACTICABLE. R
4 HYDRAULIC SYSTEM FAILURES
4.1 Yaw Servo-control Slide-valve Seizure
- In hover : If no movement about the yaw axis, land normally ;

if rotation about the yaw axis, cut off hydraulic
pressure by actuating the switch situated on the
collective pitch control lever.
- In cruising flight : Reduce speed, entering into a side-slip if
necessary, then cut off hydraulic pressure by
actuating the switch situated on the collective
pitch control lever.
4.2 Main Servo-control Slide-valve Seizure
- Actuate the switch, situated on the collective pitch control lever,

to cut off hydraulic pressure.
Load feedback will be felt immediately ; load feedback may be heavy
if the helicopter is flying at high speed :
. collective pitch : 20 kgf pitch increase load
. cyclic : 7 to 12 kgf left-hand cyclic load R
. cyclic : 2 to 4 kgf forward cyclic load
. yaw pedals : practically no load in cruising flight.
- Reduce speed to 60 knots (110 km/h) and proceed as in the case of
illumination of the "HYD" light.
Approved 350 BA 3.2

A 14-40 Page 3
FLIGHT MANUAL
5 BLEED VALVE POSITION INDICATOR LIGHT
Light illumination conditions
The indicator light normally illuminates when the engine rpm (Ng) is
below 93 %.
Functional anomalies
The bleed valve remains open (light illuminated) :
- increased fuel consumption,

- limited power, especially at high altitudes.
The bleed valve is jammed closed (light off) :
- increased possibility of surging.
In all cases avoid fast power variations.
DGAC Approved 350 BA 3.2

A 91-47 Page 4
FLIGHT MANUAL
| |
| RC a |
| |
The section 3.3 page 1 is to be replaced by the following charts:
SECTION 3.3
WARNING-CAUTION-ADVISORY PANEL AND AURAL WARNING
1 AURAL WARNING
The horn sounds to warn of:

- rotor speed (NR) between approx. 250 and 360 rpm. R
- hydraulic pressure drop (below 30 bar)
- It also sounds at nominal rotor speed when testing the warning-caution-
advisory panel.
It is operative only if the "HORN" push-button is pushed in.

When this pushbutton is out, at nominal rotor speed, the HORN light of
the warning caution advisory panel is ON.
Alarm procedure, (if HORN sounds):

- Reduce speed, and straighten up if in a turn
. If the HYD light is on, the malfunction is in the hydraulic system;
refer paragraph 2.
. If the primary action (reducing collective pitch and speed) has muted
the horn, the malfunction was a drop in rotor speed below 360 rpm.
. This can logically only occur subsequently to an engine failure when
the fuel flow control lever is in "flight" gate.
Check the engine parameters, applying collective pitch very gradually.
| |
| CAUTION: THIS PAGE MUST ONLY BE REMOVED FROM THE MANUAL AFTER |
| APPLICATION OF SB 31.00.53. |
| |
Approved 350 BA 3.3

A 14-40 Page 1
*RC*
FLIGHT MANUAL
SECTION 3.3
WARNING-CAUTION-ADVISORY PANEL AND AURAL WARNING

1 AURAL WARNING
The horn sounds to warn of :

- Rotor speed (NR) between approx. 250 and 360 rpm (continuous sound). R
- Rotor speed above 410 rpm (intermittent sound). R
- Hydraulic pressure drop (below 30 bar). R
- It also sounds at nominal rotor speed when testing the caution panel. R
It is operative only if the IIHORNII push-button is pushed in.
When this push-button is out, at nominal rotor speed, the HORN light of
the warning-caution-advisory panel is ON.
Alarm procedure (HORN sounds continuously) R

- Reduce speed, and level up. R
If the HYD light is on, the malfunction is in the hydraulic system;
refer to paragraph 2. R
. If the primary action (reducing collective pitch and speed) has
muted the horn, the malfunction was a drop in rotor speed below
360 rpm. R
This can logically only occur subsequently to an engine failure,
when the fuel flow control is in the IIflight detent. li
R
Check the engine parameters, applying collective pitch very
gradually.
Alarm procedure (Horn sounds intermittently) R
If NR above 410 rpm: Slightly increase collective pitch in order not to R

exceed 430 rpm. R
HORN CAPTION LOGICS
HORN PUSH-BUTTON IN "OFF" POSITION ------------
(the horn cannot operate)
o rpm 250 360 410
NR .. - THE IHYOI CAPTION LIGHT GOES OUT
~ I I I WHEN PRESSURE IS HIGHER THAN 30 BAR
~ ~~ CAPTION ffiQJ LIGHT OUT ~
PRi£7~ p < 30 b~?ZV~~2Jf>:~ZZZZZZZZZZZZZZZZC - THE ~ CAPTION LIGHT COMES ON

O ~ "A /f WHEN HYD. P HIGHER THAN 30 BAR:
CAPTION -W:n~ ~>IHORNt'.~~ d... STEADY LIGHT WHEN NR IS EITHER LOWER
T ~ __T'!';''''''':T ~ ~ 250rpmORHIGHERTHAN360rpm
HORN [(] MUTE ~ . FLASHING LIGHT WHEN NR IS BETWEEN
I I 250 AND 360 rpm
HORN PUSH-BUTTON IN "ON" POSITION ------------
o rpm 250 360 410

NR .... --------. -- -- - THE IHYDI CAPTION LIGHT GOES OUT
I I I WHEN PRESSURE IS HIGHER THAN 30 BAR
CAPTION IHYQJ LIGHT OUT ~
- THE HORN SOUNDS WHEN:

. HYD. P LESS THAN 30 BAR
(CONTINUOUS SOUND)
.NR BETWEEN 250 rpm (APPROX) AND
360 rpm (CONTINUOUS SOUND)
. NR HIGHER THAN 410 rpm
(INTERMITTENT SOUND)

06-50 Page 1
FLIGHT MANUAL
2 WARNING-CAUTION-ADVISORY PANEL
The warning-caution-advisory panel located on the instrument panel includes
lights of different colours:
- Red to indicate a failure requiring immediate action.

- Amber to indicate a failure which does not require immediate action.
2.1 Red lights
Light Failure Pilot action
HYD Loss of hydraulic Keep aircraft to a more or less level R

pressure attitude. R
Avoid abrupt manoeuvres. R
or
CAUTION: DO NOT ATTEMPT TO CARRY OUT R
HOVER FLIGHT OR ANY LOW SPEED R
Pressure <30 bars MANEUVER. THE INTENSITY AND R
DIRECTION OF THE CONTROL FEED- R
BACK FORCES WILL CHANGE RAPIDLY. R
THIS WILL RESULT IN EXCESSIVE R
PILOT WORKLOAD, POOR AIRCRAFT R
CONTROL, AND POSSIBLE LOSS OF R
CONTROL. R
NOTE: There is no
--
accumulator NOTE 1: Pressure in accumulators allows R
in the yaw enough time to secure the flight R
servo cir- and to establish the safety R
cuit. speed. R
NOTE 2: Do not silence the horn by using R

the horn switch. The horn will R
be silenced when the pilot R
selects the hydraulic R
cut-off switch to OFF. R
- ln haver IGE: R
· Land normally. R
· Collective --------------- LOCK. R
· Shutdown procedure ------- APPLY. R
- In flight: Smoothly, R
· Collective/Cyclic -------- SET lAS R
within 40 R
ta 60 kt R
(hydraulic R
failure R
safety R
speed). R
· Collective HYD R
switch ------------------- OFF. R

06-50 Page 2
FLIGHT MANUAL
2.1 Red lights (Cont'd) R
| | | |
| Light | Failure | Pilot action |
| | | |
| | | |
| | | Pilot has to exert forces: | R
| | |- On collective to increase or | R
| | | decrease power around no | R
| | | force feedback point. | R
| | |- On forward and left cyclic. | R
| | | |
| | | LAND AS SOON AS POSSIBLE | R
| | | |
| | |NOTE: Speed may be increased as | R
| | | necessary but control | R
| | | loads will increase with | R
| | | speed. | R
| | |- Approach and landing: | R
| | | . Over a clear and flat area, | R
| | | make a flat final approach, | R
| | | nose into wind. | R
| | | . Perform a no-hover/slow | R
| | | run-on landing around 10 kt. | R
| | | . Do not hover or taxi | R
| | | without hydraulic pressure | R
| | | assistance | R
| | |- After landing: | R
| | | . Collective ---------- LOCK. | R
| | | . Shutdown procedure -- APPLY. | R
| | | |
| | | |
| FIRE/FEU | |Refer to Section 3.1 § 5 |
| | | |
| | | |
| PH |Main gearbox oil minimum |- Reduce power, and |
| BTP |pressure. | LAND AS SOON AS POSSIBLE. | R
| | | |
| MGB.P | |NOTE: The MGB has successfully |
| | | passed a bench test |
| | | consisting in running |
| | | the gearbox with zero |
| | | oil pressure for |
| | | 45 min at the power | R
| | | corresponding to the min. |
| | | power in level flight |
| | | (at 55 kt). |
| | | |
EASA Approved 350 BA 3.3

A 06-50 Page 3
FLIGHT MANUAL
2.1 Red lights (Cont'd)
| | | |
| | | |
| | | |
|TH.BTP |Main gearbox oil max. |- Test the warning caution |
| |temperature | advisory panel to check the |
|MGB.T | | MGB.P light. |
| | | . If the light does not |
| | | illuminate, proceed as for |
| | | MGB oil pressure at zero. |
| | | . If the light illuminates, |
| | | land and check the M.G.B. |
| | | oil level. If the oil level |
| | | is normal, fly to the |
| | | nearest base. |
| | | |
| | | |
|T.BATT |Battery maximum temperature |- Isolate the battery (push- |
| | | button "OFF") |
|BAT T. | |- Check Voltage: | R
| | | . If normal: | R
| | | LAND AS SOON AS PRACTICABLE | R
| | | . If above U max: | R
| | | - BAT set ON, | R
| | | - GENE set OFF, | R
| | | - Unnecessary equipment OFF,| R
| | | LAND AS SOON AS PRATICABLE | R
| | | |
| | | |
|PH M |Engine oil pressure warning |- Reduce power. |
| | |- Check engine oil pressure |
|ENG P | | indicator : |
| | | . If pressure is low or zero |
| | | read torquemeter : |
| | | . If reading very low shut |
| | | down engine |
| | | . If reading correct | R
| | | LAND IMMEDIATELY | R
| | | . If both pressure and |
| | | torquemeter readings are |
| | | correct, | R
| | | LAND AS SOON AS POSSIBLE. | R
| | | |
| | | |
Approved 350 BA 3.3

A 14-40 Page 4
FLIGHT MANUAL
2.2 Amber lights
| | | |
| | | |
| | | |
| |- DC power supply failure |- Test the DC voltage. |
| | (See NOTE 1) |- Check the position of the |
| GENE |- Overvoltage detected | push-button. |
| | |- Attempt to reset. |
| | |- If unsuccessful : |
| | | Shed the least essential |
| GEN | | consumer circuits ; continue |
| | | flight, according to |
| | | circumstances, keeping a close|
| | | check on voltage (22 volts |
| | | minimum). |
| | | | R
| | | (See NOTE 2) | R
| | | | R
| | | | R
| | |- LAND AS SOON AS PRACTICABLE. |
| | | |
| BATT |Battery isolated from the d.c. |- Check the push-button (ON). |
| |network ; no longer charging |- If OFF: switch ON and | R
| |(see NOTE 2) | CONTINUE FLIGHT | R
| | |- If ON: | R
| | | Monitor the voltage. | R
| BAT | | LAND AS SOON AS PRATICABLE | R
| | | |
| | | |
| KLAXON |Horn not set |- Set the horn by actuating |
| | | the push-button situated on |
| HORN | | the control pedestal panel |
| | | (see section 3.3 paragraph.1).|
| | | |
| | | |
| COMB |Fuel quantity less than 60 |- Avoid large attitude changes. |
| |litres (15.8 US.Gal) | NOTE : Remaining usable fuel |
| FUEL | | allows approximately |
| | | 25 min level flight |
| | | at maximum continuous |
| | | power. |
| | | |
| PORTES |One or both baggage hold side |- Reduce airspeed (120 kt - |
| |doors unlocked | 222 km/hr - 138 MPH maximum). |
| DOORS | |- Check visually that doors are |
| |NOTE : If sliding doors fitted | closed. |
| | see relevant supplement. |- If one or both doors are open,|
| | | or if checking is impossible :|
| | | Land if possible, or | R
| | | CONTINUE FLIGHT at reduced | R
| | | speed (120 kt - 222 km/hr - | R
| | | 138 MPH maximum). | R
| | |- Maintain low sink rate and |
| | | flat landing approach. |
| | | |
Approved 350 BA 3.3

A 14-40 Page 5
FLIGHT MANUAL
2.2 Amber lights (Cont'd)
| | | |
| | | |
| | | |
| PITOT |Pitot heating system not |- Check the push-button (ON). |
|(if |energized |- Monitor airspeed indicator. |
| fitted) | | |
| | | |
| | | |
| |Metal particles in engine | LAND AS SOON AS POSSIBLE |
|MOT LIM |oil system. | |
| | |It is prohibited to take off |
|ENG CHIP | |again as long as the checks |
| | |scheduled in TURBOMECA |
| | |Maintenance Manual have not been |
| | |performed. |
| | | |
| | | |
|FILTRE C |Fuel filter pre-clogging |Reduce engine power |
| | |- If light goes out, CONTINUE |
|F. FILT | | FLIGHT at reduced power. |
| | |- if light remains on, |
| | | LAND AS SOON AS POSSIBLE. |
| | | |
| | | |
|LIM BTA |Metal particles detected |- CONTINUE FLIGHT, avoiding |
|CHIP TGB |in TGB | prolonged hovering. |
| | | |
| | | |
| | | |
|LIM BTP |Metal particles detected |- Reduce engine power. |
| |in MGB |- Monitor MGB.P and MGB.T |
|CHIP MGB | | lights. |
| | | | R
| | | LAND AS SOON AS POSSIBLE | R
| | | | R
NOTE 1: Whenever an electrical circuit failure occurs, check the

corresponding fuse and replace it if necessary. R
Replacement fuses are provided on R.H. side of cabin.
NOTE 2: List of functions which must remain ON when flying on the

battery only :
- Day : Battery, fuel pump, VHF, Radio-Nav.

- Night : Same as day plus : Instrument lighting (1 and 2),
horizon, position lights, anticollision light.
Approved 350 BA 3.3

A 14-40 Page 6
FLIGHT MANUAL
SECTION 4
NORMAL PROCEDURES
CONTENTS
Page
4.1 OPERATING PROCEDURES
1 EXTERIOR CHECKS - - - - - - - - - - - - - - - - - - - - - - 1 R
2 INTERIOR CHECK - - - - - - - - - - - - - - - - - - - - - - - 2 R
3 TURN AROUND CHECK - - - - - - - - - - - - - - - - - - - - - 3 R
4 CHECKS BEFORE STARTING THE ENGINE - - - - - - - - - - - - - 3 R
5 STARTING - - - - - - - - - - - - - - - - - - - - - - - - - - 4 R
6 CHECKS BEFORE TAKEOFF - - - - - - - - - - - - - - - - - - - 6 R
7 TAKEOFF - - - - - - - - - - - - - - - - - - - - - - - - - - 7 R
8 CLIMB - - - - - - - - - - - - - - - - - - - - - - - - - - - 7 R
9 CRUISING FLIGHT, MANEUVERS - - - - - - - - - - - - - - - - 7 R
10 APPROACH AND LANDING - - - - - - - - - - - - - - - - - - - 8 R
11 AFTER LANDING - - - - - - - - - - - - - - - - - - - - - - - 8 R
4.2 ENGINE POWER CHECK
1 IN-FLIGHT CHECK PROCEDURES - - - - - - - - - - - - - - - - 1
2 GROUND CHECK PROCEDURES - - - - - - - - - - - - - - - - - - 1
3 USING THE ENGINE POWER CHECK CHARTS - - - - - - - - - - - - 1

A 14-40 Page 1
FLIGHT MANUAL
SECTION 4.1
OPERATING PROCEDURES
1 EXTERIOR CHECKS
- Make sure that all flightworthiness-required corrective maintenance R

operations have been performed. R
- These preflight checks can be done without opening any cowlings unless R
the helicopter had been parked for more than 2 days or in case of any R
visible leak or doubt. R
- Check that the aircraft area is clean and unobstructed. R
- Remove all picketing items if applicable. R
- Carry out the following checks:
Figure 1
Station 1
- Transparent panels - - - - - - - Condition - cleanliness. R

- Windshield wiper (if fitted) - - Condition. R
- Total pressure head (PITOT) - - Cover removed - Condition. R
- Landing gear (cross-members, - - Security - visual check
skids, wear-resistant plates)
- Mirror (if fitted) - - - - - - - Set to avoid dazzling (night flight). R
Station 2
WARNING: ICE OR SNOW ACCUMULATIONS THAT REMAIN IN OR AROUND THE ENGINE AIR R
INTAKE MAY BE INGESTED AND CAN CAUSE A SUDDEN IN-FLIGHT ENGINE R
FAILURE. R
- Port hold - - - - - - - - - - - - Door opening action. No loose objects.

Closing, latching.
- Fuel tank Filler plug - - - - - - Closed, locked. R
- Fuel tank - - - - - - - - - - - - Drained (before first flight, if R
OAT ≥ 0°C), absence of leakage at the R
drain. R
- M.G.B. cowl - - - - - - - - - - - Check M.G.B. oil level (steps). Close
cowl, check closed.
- All lower fairing panels - - - - Closed, check.
- Main Rotor Head - - - - - - - - - Inspect star, sleeves (peeling),
spherical thrust bearing, adapters
(separation).
- Rear hold - - - - - - - - - - - - If applicable : open door, net hooked in
place, close door.
Approved 350 BA 4.1

A 14-40 Page 1
FLIGHT MANUAL
- Main Rotor Blades - - - - - - - - - Security (attachment), inspect from

ground for signs of impact.
Station 3
- Oil leaks - - - - - - - - - - - - - No oil under scuppers.
- Tail boom and TGB fairings - - - - Security (Dzus fasteners locked).
- Tail Rotor Gear Box - - - - - - - - Oil level.
- Tail unit - - - - - - - - - - - - - Security.
Station 4
- Tail rotor head - - - - - - - - - - Condition, laminated bearing. R
Checked for separation, cracks, etc. R
- Tail rotor blades - - - - - - - - - Visual inspection, no impact. R
- TGB and Tail boom fairings - - - Security (Dzus fasteners locked).
Station 5
- Starboard hold - - - - - - - - - - If necessary : open door, check no loose
objects, close door, check
- Landing gear (crossmembers,
skids, wear resistant plates) - - - Security - visual check.
- All lower fairing panels - - - - - Closed, check.
- External power receptacle door - - Closed, check.
- Engine air intake - - - - - - - - - Clean - No foreign object or R
accumulation of ice or snow in or R
around the engine air intake and no R
stagnant water at the drain hole. R
- Engine cowl - - - - - - - - - - - - locked. R
- Exhaust cover - - - - - - - - - - - Removed. R
- MGB cowl - - - - - - - - - - - - - Check engine oil level.
- Foreign objects on transmission deck.
- Close cowl, check.
- Hydraulic Unit/System - - - - - - - Check hyd. reservoir fluid level.
2 INTERIOR CHECKS R
- Cabin ............................................... Clean
- Fire extinguisher ................................... Secured - checked R
- Fuses ............................................... All set R
- Objects carried ..................................... Stowed and secured R
- Door jettison ....................................... Checked
Figure 2
R
Approved 350 BA 4.1

A 14-40 Page 2
FLIGHT MANUAL
| | | | |
| Item | Description | Item | Description |
| | | | |
| | | | |
| 1 |Engine monitoring instru- | 12 |Utility power outlet |
| |ments and systems | 13 |Cabin heating control |
| 2 |Stand-by compass | 14 |Demister control |
| 3 |Flight monitoring instru- | 15 |Control Quadrant, comprising : |
| |ments | |a) Rotor brake control |
| 4 |Warning-Caution-Advisory | |b) Fuel Flow Control lever |
| |Panel | |c) Starting switch |
| 5 |Yaw Control Pedals | |d) Fuel shut-off control |
| 6 |Spare fuses | 16 |Collective Pitch Lock (low pitch)|
| 7 |Cyclic stick grip | 17 |Control console |
| 8 |Cyclic stick friction | 18* |Radio, I.C.S and Radio-Navigation|
| |clamp adjuster | |Control Panels |
| 9 |Fuse panel | 19 |Cabin ventilation ports and |
| 10 |Collective pitch control | |lighting fixtures |
| |lever | 20 |O.A.T. Indicator |
| 11 |Pilot and Copilot headset | 21 |Instrument panel lighting |
| |jacks | |dimmer potentiometers. |
| | | | |
* Optional
3 TURN AROUND CHECK R

R
The turn around check consists in: R
- Checking fluid levels, R
- Rapidly checking main and tail rotor blade skins, R
- Checking that all loads are securely tied down, baggage compartment R
doors and cowlings are correctly locked. R
Should the turn around time be prolonged, short-term picketing of the R
aircraft is recommended: blanking plugs, covers fitted, even blade socks R
and poles in winds greater than 40 kt. R
R
CAUTION: IN THIS CASE, ALL PICKETING AND HANDLING TOOLING MUST BE R
REMOVED BEFORE THE NEXT FLIGHT. R
4 CHECKS BEFORE STARTING THE ENGINE R
Determine aircraft performance limits for the expected flying conditions

(see "PERFORMANCE" section).
Ensure that weight and CG limits are observed.
Carry out the following checks :

(Item numbers refer to Figure 2)
- Seats and control pedals ...................................... Adjusted
- Seat belts .................................................... Fastened
NOTE: Copilot seat belt shall be fastened in all cases. R

R
- Battery and Generator in circuit ............Switches "ON" (17)
. Lights on with a/c battery power : |
HYD, GEN, MGB.P, PITOT, ENG.P, BLEED VALVE | (4)
. Lights on with external power : |
HYD, GEN, MGB.P, ENG.P, PITOT, BAT, BLEED VALVE |
Approved 350 BA 4.1

A 14-40 Page 3
FLIGHT MANUAL
- Battery voltage Checked

- Collective pitch lever, yaw pedals Free of travel (5) (10) R
- Collective pitch lever Locked in low pitch position
(10) (16)
- Cyclic pitch control stick.............. Neutral (7)
- Yaw pedals ............................. Neutral (5)
- Cyclic stick friction lock.............. Adjusted (8)
- Collective lever friction lock.......... Adjusted (10)
- Rotor brake released ................... Forward (15a)
- Fuel shut-off lever lockwired........... Forward (15d)
- Fuel Flow Control ...................... Off (15b)
- Test Warning-Caution-Advisory Panel lamps - W/LT TEST
(FIRE light illumination time delay = approx. 1 sec.)
- Hydraulic pressure ........................... On (10)
(If isolated the HORN light will come on)
- Heating system *, demister, air
conditioner * ................................ Off (13)(14)(21)
- Gyroscopic instruments ....................... On (17)
- Horn.......................................... On
. Check that the Horn is audible.
- Horn.......................................... Off
5 STARTING R
- Switch on the booster pump ............. On console

. Check: - Fuel quantity
- Fuel pressure
- 30 seconds after switching on the booster pump, press the START push-
button.
- When Ng reaches 10 %, increase fuel flow by moving the fuel flow control
forward through approximately 1/3 of its travel.
(When OAT is less than 0°C, simultaneously increase fuel flow and press
the START pushbutton).
NOTE: The START pushbutton must, in all cases, be held in throughout the
starting sequence.
. Check that Ng increases and

. Monitor t4 by adjusting the fuel flow as required (observe the maximum
t4 limit specified for starting).
. Check that the rotor starts to turn.
- At Ng = 40 - 45 %, release the START pushbutton:

. Check that the engine oil pressure rises.
- Set Ng between 67 and 70%.
- Disconnect external power, if used:
. Check that the following warning-caution-advisory panel caption lights
go out:
- GEN (GENE)
- BATT (BAT)
- ENG.P (PHM) (should be out at 70 % Ng)
- MGB.P (PH BTP)
- HYD, with simultaneous illumination of the HORN (KLAXON) caption
light
- HORN (KLAXON) flashes if NR > 250 rpm.
* Optional
Approved 350 BA 4.1

A 14-40 Page 4
FLIGHT MANUAL
| |
| RC a |
| |
The paragraph 3 page 4 is modified as follows :
After "Disconnect external power", read :
- Disconnect external power, if used:

. Check that the following warning-caution-advisory panel caption lights
go out:
- GEN (GENE)
- BATT (BAT)
- ENG.P (PHM) (should be out at 70 % Ng)
- MGB.P (PH BTP)
- HYD, with simultaneous illumination of the HORN (KLAXON) caption
light
- HORN (KLAXON) goes off if NR > 250 rpm
The rest of the paragraph remains unchanged.
| |
| |

A 08-15 Page 4
*RC*
FLIGHT MANUAL
| |
| RC b |
| |
After Accumulators check, read :
Accumulators check:
.Collective pitch ................ Checked correctly locked.
."HYDR TEST" pushbutton........... Depress on centre console.
.Warning panel.....................Check HYD light on.
.Collective and cyclic controls... Hands on.
.Move the cyclic control 2 or 3 times on each axis (+/- 10% of travel) and
check for accumulator hydraulic assistance on pitch and roll ( no
control loads). Check that forces are felt on the pedals
."HYDR TEST" pushbutton........... OFF: set in up position.
.Warning panel.................... Check HYD light goes out.
| |
| APPLICATION OF MODIFICATION 07-3317. |
| |

A 08-15 Page 5
*RC*
FLIGHT MANUAL
NOTE: . If the starting cycle has to be aborted, return the fuel flow
control to the closed position, and switch off the fuel pump
and the generator.
. If the reason for aborting the start is a too high t4,
check the battery voltage.
. If voltage is normal, crank the engine for about 15 seconds
and immediately make a second attempt to start, increasing
the fuel flow gradually (without allowing Ng to drop between
cranking and the second attempt to start).
. If the battery voltage falls below 15 Volts during the attempt
to start, it may be impossible to obtain light-up.
- Switch on "PITOT" heating * ..................... On centre console

- Switch on all necessary systems (VHF, lights, windshield
wiper*, etc).
NOTE: Do not use the wiper on a dry windshield or in light rain.
- Carry out the hydraulic checks:
CAUTION: IF NOT LOCKED,THE COLLECTIVE PITCH WILL COME UP WHEN THE

ACCUMULATORS ARE DEPLETED OR WHEN THE HYDRAULIC CUTOFF
SWITCH IS SET TO "OFF".
Accumulators check:
.Collective pitch ................ Checked correctly locked.
."HYDR TEST" pushbutton........... Depress on centre console.
.Warning panel.................... Check HYD flashes.
.Collective and cyclic controls... Hands on.
.Move the cyclic control 2 or 3 times on each axis (+/- 10% of travel) and
check for accumulator hydraulic assistance on pitch and roll ( no
control loads). Check that forces are felt on the pedals.
."HYDR TEST" pushbutton........... OFF: set in up position.
.Warning panel.................... Check HYD light goes out.
Hydraulic pressure isolation check:

.Collective pitch................. Checked correctly locked.
.Hydraulic cut-off switch......... Set to OFF on collective pitch.
.Warning panel.................... Check HYD light on.
.Check that forces are immediately felt and that the cyclic stick can be
displaced in pitch and roll with normal feedback force.
.Hydraulic cut-off switch......... Set to ON.
.Warning panel.................... Check HYD light goes off in 3 to 4 sec.
Maintenance action must be performed
prior to flight if this time is
reduced to 1 second or less
(at least one of the accumulators
is defective).
NOTE: In strong wind, perform the hydraulic tests at the nominal power
rating, apply a small cyclic input in the wind direction and
accelerate the engine up to approx. 300 rotor rpm, as fast as
is compatible with t4 limitations, then follow the normal
procedure.
* Optional
Approved 350 BA 4.1

A 14-40 Page 5
FLIGHT MANUAL
- Gradually increase the fuel flow, maintaining a constant rate of rotor

acceleration:
NOTE: Do not allow NR to remain between 300 and 320 rpm as Ng increases.
. Check on the warning-caution-advisory panel :

- HORN (KLAXON) caption light flashes for rotor rpm (NR) between
250 (approx.) and 360 rpm.
- Push in HORN and check operation of the aural warning at
approximately 350 rpm.
. Check NR:
- pointer in the green area of the indicator, near the lower limit.
. Check: fuel flow control in "flight" position.
- Check:
. All warning lights out
. Electrical system voltage and current
. Fuel pressure
. Engine oil pressure
6 CHECKS BEFORE TAKEOFF R
- Doors .................................... Closed.

- Navigation ............................... |
- Radio navigation* ........................ |Tests, correct operation.
- Radio communication ..................... |
- Collective and cyclic friction clamps..... Adjusted as required.
NOTE : Sufficient friction must be applied to the collective and cyclic

so that the controls do not move without specific pilot action.
- Pressure and temperatures................. Correct.

When outside air temperature is lower than 0°C,
takeoff may only be performed when engine oil
temperature is 40°C or more.
- All warning and caution lights ........... Out.
- Heating*, Demister and Air Conditioning*.. Off.
* Optional
Approved 350 BA 4.1

A 14-40 Page 6
FLIGHT MANUAL
| |
| RC a |
| |
After the NOTE, read :
. Check on the warning-caution-advisory panel that :

- HORN (KLAXON) caption light out at rotor rpm (NR) between 250
(approx.) and 360 rpm.
- Push in HORN and check operation of the aural warning at
approximately 350 rpm.
| |
| |

A 08-15 Page 6
*RC*
FLIGHT MANUAL
7 TAKEOFF R
Take off by gradually increasing the collective pitch and maintain hover,
head into wind, at a height of about 5 ft (1.5 m).
Check that the engine and transmission monitoring instruments are within
their normal operating ranges.
For transition from hover, increase speed without increasing the power
demand (power required for hover IGE) and without climbing until IAS
is 40 kt (74 km/h).
The bleed valve indicator light should be off when Ng exceeds 97 %.
NOTE : When collective pitch is reduced, the light should illuminate
when Ng drops below 93 %.
8 CLIMB R
- Keep the same power and climb in altitude, while avoiding to enter the
height/airspeed diagram.
- Above 100 ft (30 m) set MCP and optimum climbing speed, i.e. 55 knots
(102 km/hr).
9 CRUISING FLIGHT, MANEUVERS R
9.1 Cruising Flight R
- For fast cruise apply the MCP for the prevailing flight conditions,
permitted by the first of the following two limitations reached :
Ng or Torque.
9.2 Maneuvers - Load factors - Servo-control transparency R
- The Maximum load factor is determined by the servo-control

transparency limit.
Maximum load factor is a combination of TAS, density altitude,
gross weight. Avoid such combination at high values associated with
high collective pitch.
The transparency may be reached during manoeuvres such as steep
turns, hard pull-up or when manoeuvring near VNE. Self-correcting,
the phenomenon will induce an uncommanded right cyclic force and an
associated down collective reaction. The transparency feedback
forces are fully controllable, however immediate action is
required to relieve the feedback forces:
decrease manoeuvre's severity, follow aircraft natural reaction,
let the collective pitch naturally go down (avoid low pitch) and
counteract smoothly the right cyclic motion.
Transparency will disappear as soon as excessive loads are relieved.
- From maximum power configuration, decrease collective pitch slightly
before initiating a turn, as in this manoeuvre power requirement is
increased.
- In hover, avoid rotations faster than 6 seconds for one full rotation.
- Reduced IAS in turbulence.
Approved 350 BA 4.1

A 14-40 Page 7
FLIGHT MANUAL
10 APPROACH AND LANDING R
10.1 Approach R
- Final approach should be made into the wind at a low sink rate
and recommended airspeed of 65 kt (120 km/h).
- Shut off heating*, demisting and air conditioning*.
10.2 Landing R
CAUTION : P2 BLEED IS PROHIBITED BEYOND MAXIMUM CONTINUOUS POWER

RATING (Ng, t4).
From hover, reduce collective pitch very gradually until initial

touch-down is made, then cancel collective pitch completely.
CAUTION : WHEN LANDING ON A SLOPE, RETURN THE CYCLIC CONTROL STICK TO

NEUTRAL BEFORE FINAL CANCELLATION OF COLLECTIVE PITCH.
11 AFTER LANDING R
Engine and Rotor shutdown
- Switch off all unnecessary power-consuming systems.

- Using the fuel flow control lever, reduce Ng to a value between
67 and 70 % ; wait 30 seconds until temperatures have stabilized.
- Switch off the generator, fuel pumps, then all other consumer circuits.
- Shut down the engine by setting the fuel flow control to the shutdown
position.
- Fully apply rotor brake when rotor speed is :
140 r.p.m. or lower - Normal NR
170 r.p.m. or lower - Maximum NR (High wind condition)
- Switch off the battery.
- Pitot, static port, air intake and exhaust covers, blade socks as R
required. R
* Optional
Approved 350 BA 4.1

A 14-40 Page 8
FLIGHT MANUAL
SECTION 4.2
ENGINE POWER CHECK
1 IN-FLIGHT CHECK PROCEDURE

The engine power check is made in flight:
- Fly a stabilized, level course, preferably at an altitude where there is
little or no turbulence; shut off heating and air conditioning.
- Apply pitch to obtain the maximum engine speed compatible with the
mechanical limit (torque no higher than 83 %) and Ng limit (M.C.P.).
The bleed valve light should be out in these conditions; if it is not,
establish level flight at a higher altitude.
2 GROUND CHECK PROCEDURE

The engine power check cannot be carried out at high power level on the
ground with a high-power single-engine helicopter of this type.
In a 5-ft hover, before assuming forward flight, increase the collective
pitch enough to ensure a momentary Ng increase of at least 1 %.
After having reached a safe altitude, a normal inflight power assurance
check may be perfonmed.
3 USING THE ENGINE POWER CHECK CHART

In stabilized, level flight, at the maximum Ng displayed, note the following
parameters: torque, Ng, NR, altitude, O.A.T. Read the chart in the
direction indicated by the arrows, entering as follows
- Torque - NR - Altitude
and
- O.A.T. - Ng
Follow the example to locate point "Pu.
Engine power is O.K. if point "p" is located in the area marked "CORRECT".
NOTE - If in doubt as to the condition of the engine, repeat the check
to eliminate any error of reading.
- If necessary, check the T., Ng and NR indicating systems.

91-47 Page 1
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lvnNvw .lH~Il~
FLIGHT MANUAL
SECTION 5.1
REGULATORY PERFORMANCE DATA
CONTENTS
Page
1 INTRODUCTION - - - - - - - - - - - - - - - - - - - - - - - - 1
2 SUBSTANTIATED WIND ENVELOPE - - - - - - - - - - - - - - - - - 1
3 A.S.I. CALIBRATION - - - - - - - - - - - - - - - - - - - - - 1
4 SPEED VERSUS HEIGHT ENVELOPE - - - - - - - - - - - - - - - - 2
5 HOVER PERFORMANCE I.G.E. 4

(Height 5 ft - 1.5 m)
6 HOVER PERFORMANCE O.G.E. 5
7 RATES OF CLIMB - - - - - - - - - - - - - - - - - - - - - - - 6
8 NOISE LEVELS - - - - - - - - - - - - - - - - - - - - - - - - 9
DGAC Approved: 350 BA 5.1.P6

91-47 Page 1
FLIGHT MANUAL
SECTION 5.1
1 INTRODUCTION
The following performance curves apply to the basic version of the
aircraft. Refer to the supplements in SECTION SUP when optional equipment
is fitted.
2 SUBSTANTIATED WIND ENVELOPE

2.1 Wind envelope for spinning and stopping the rotors
Spinning or stopping of rotors has been substantiated for winds of
40 kts from any direction and for 50-kt headwinds.
2.2 Wind envelope in hover

Hovering with wind from any direction has been substantiated over the
entire flight envelope up to winds of 17 kts, although this is not to
be taken as a limit. For example hover at sea level at maximum weight,
for all c.g. locations, has been substantiated at 30 knots.
3 ASI CALIBRATION
O 50 100 150 200 250 (km/h)

:2
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l' • • • I • • • • l' ••• l'' • • I • • • • l' • •
150
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VITESSE CORRIGEE I CAS

94-35 Page 1
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FLIGHT MANUAL
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FLIGHT MANUAL
6 HOVER PERFORMANCE O.G.E.
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MASSE - WEIGHT
CONDITIONS
HOVER PERFORMANCE
- No wind O.G.E.
- Heating & demisting systems off
- Max takeoff power

91-47 Page 5
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FLIGHT MANUAL
RATE OF CLIMB (Cont'd)
-40 -30 -20 -10 O 10 20 30 40 50 O 500 1000 1500 2000 2500

TEMP. EXT.IO.A.T. re) VITESSE ASC.I RATE OF CLIMB (ft/mn)
CONDITIONS
- C.A.S. = 55 kt - 102 ~/hr
- Max. Continuous Power RATE OF CLIMB

91-47 Page 7
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FLIGHT MANUAL
8 NOISE LEVELS
The noise levels determined under the conditions prescribed in Chapter 8
and Appendix 4 of Annex 16 of OACI, volume 1, are as follows:
Reference measurement Noise levels OACI max. noise levels

configurations EPN dB EPN dB
Take-off 91.1 93.2 R
Approach 91.3 94.2

Overflight 87.3 92.2 R

I A I FIG I 94-35 Page 9
FLIGHT MANUAL
_eurocopter
SECTION 5.2
ADDITIONAL PERFORMANCE DATA
EUROCOPTER Etablissement de Marignane

Direction Technique Support - 13725 Marignane Cedex - France
350 BA 5.2.P1
97-50 Page 1
FLIGHT MANUAL
(1) Page Revision Code

- R Revised, to be replaced
- N : New, to be inserted
SECTION PAGE DATE (1) SECTION PAGE DATE (1)
5. 2 Pl 1 97-50 R
5. 2 PS 1/01 97-50 N
5. 2 P6 1 97-50 R
5. 2 1 97-50 R
5. 2 2 91-47
5. 2 3 91-47
5. 2 4 97-50 R
5. 2 5 97-50 R
5. 2 5 M 97-50 N
5. 2 6 97-50 R
5. 2 7 97-50 R
5. 2 7 M 97-50 N
5. 2 8 97-50 R
5. 2 8 M 97-50 N
5. 2 9 97-50 R
5. 2 9 M 97-50 N
5. 2 10 97-50 R
5. ~ 10 M 97-50 N
5. 2 Il 91-47
5. 2 12 93-01
5. 2 13 91-47
5. 2 14 91-47
LIST OF THE LATEST NORMAL NORMAL REVISION: 3

REVISIONS
No Date No Date
o 91-47
1 93-01
2 94-35
3 97-50
350 BA 5.2.P5
97-50 Page 1
FLIGHT MANUAL
SECTION 5.2
CONTENTS
Page
- EFFECT OF EQUIPMENT ITEMS ON LEVEL FLIGHT PERFORMANCE - - - - - - 1
- HOW TO USE THE FIGURE RELATED TO THE FAST CRUISE SPEEDS - - - - - 2
- TAS/CAS IN FAST CRUISE - - - - - - - - - - - - - - - - - - - - -

- TAS/CAS IN FAST CRUISE (Sand filter not operating and snow filter) 5M R
- RECOMMENDED CRUISE DATA 7
- RECOMMENDED CRUISE DATA (Sand filter not operating ans snow filter) 7 M R
- FUEL CONSUMPTION - RANGE IN FAST CRUISE - - - - - - - - - - - - - 8
- FUEL CONSUMPTION - RANGE IN FAST CRUISE

(Sand filter not operating and snow filter) - - - - - - - - - - - 8 M R
- FUEL CONSUMPTION - ENDURANCE IN RECOMMENDED CRUISE 9
- FUEL CONSUMPTION - ENDURANCE IN RECOMMENDED CRUISE

(Sand filter not operating and snow filter) - - - - - - - - - - - 9M R
- RANGE IN RECOMMENDED CRUISE - - - - - - - - - - - - - - - - - - - 10
- RANGE IN RECOMMENDED CRUISE
(Sand filter not operating and snow filter) - - - - - - - - - - - 10 M R
- HOW TO USE THE FIGURE RELATED TO THE MINIMUM HOURLY FUEL
CONSUMPTION - - - - - - - - - - - - - - - - - - - - - - - - - - Il
- FUEL CONSUMPTION - ENDURANCE IN CRUISE AT MINIMUM

HOURLY FUEL CONSUMPTION - - - - - - - - - - - - - - - - - - - - 12
- DISTANCE TO CLEAR A 50-FT OBSTACLE ON TAKEOFF - - - - - - - - - - 13
- LANDING DISTANCE FROM 50-FT HEIGHT TO STOP - - - - - - - - - - - 14
350 BA 5.2.P6
97-50 Page 1
FLIGHT MANUAL
SECTION 5.2
1 EFFECT OF EQUIPMENT ITEMS ON THE LEVEL FLIGHT PERFORMANCE
Fast cruise Recomnended crui se

Hourly Hourly
Equipment installed Airspeed fuel Range Airspeed fuel Range
km/h kt consump km/h kt consump-
tion tian
Heating and demisting - 7 - 4 + 4% - 6 % - 4 -2 + 4% - 5 %

system "il:
Sand filter operating R
OAT ~ ISA - 2 - 1 + 2 % - 2 % - 2 -1 + 2 % - 2 % R
ISA ~ OAT ~ ISA - 5 - 3 + 2 % - 2 % - 5 -3 + 2 % - 2 % R

+ 20·C
ISA + 20·C < OAT ~ -10 - 5 + 2 % - 2 % -10 -5 + 2 % - 2 % R

ISA + 35·C
Long footsteps - 4 - 2 - 1,5 % - 4 -2 - 1,5 % R
High landing gear - 4 - 2 - 1,5 % - 4 -2 - 1,5 %
Skis - 2 - 1 - 1 % - 2 -1 - 1 %
Electric hoist - 6 - 3 - 2 % - 6 -3 - 2 %
Emergency - 4 - 2 - 1, 5 ~ - 4 -2 - 1,5 %
flotation aear
Bubbletype door - 9 - 5 - 3 % - 9 -5 - 3 %
Floattype -10% - 10 % - 10% - 10 %

undercarriaae
"il: Reduction in fast or recommended cruise perfonmance is not to be taken

into account when engine is running at max. torque
- Increase in hourly fuel consumption and decrease in range are to be
taken into account in all cases.
350 BA 5.2
97-50 Page 1
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FLIGHT MANUAL
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350 BA 5.2
91-47 Page 3
FLIGHT MANUAL
44
46
48
50
-40 -30 -20 -10 o 10 20 30 40 50 1500 2000 2500 3000 3500

OAT (OC) CORRECTED WEIGHT
CONDITIONS
- WEIGHT LIMITATION (INTERNAL LOAD) CORRECTED WEIGHT
ARE GIVEN IN SECTION 2. FOR DETERMINING
RATE OF CLIMB
(on S and SA)
Figure 4 R
350 BA 5.2
97-50 Page 4
FLIGHT MANUAL
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i ¡ ¡ ¡ I ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡ ¡
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CAS
CONDITIONS
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TAS - CAS IN
FAST CRUISE
Figure 5 R
350 BA 5.2
97-50 Page 5
FLIGHT MANUAL
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Figure SA N
350 BA 5.2
97-50 Page SM
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350 BA 5.2
97-50 Page 7
FLIGHT MANUAL
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350 BA 5.2
97-50 Page 7M
FLIGHT MANUAL
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97-50 Page 8
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Figure 8 R
350 BA 5.2
97-50 Page 9
FLIGHT MANUAL
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350 BA 5.2
97-50 Page 9M
FLIGHT MANUAL
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350 BA 5.2
97-50 Page 10
FLIGHT MANUAL
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350 BA 5.2
97-50 Page 10M
FLIGHT MANUAL
HOW TO USE THE FIGURE RELATED TO THE MINIMUM HOURLY FUEL CONSUMPTION
The figure below gives the calibrated airspeed in stabilized level flight
thus making it possible to determine the minimum hourly fuel consumption
and maximum endurance.
- From the O.A.T. (1) move vertically up to the pressure-altitude (2).
- Read across to the actual weight (3) and read the calibrated airspeed (4).
- Move vertically from (3) down to the pressure-altitude (5).
- Read across
. to the right to the minimum hourly fuel consumption (6)
. to the left to the fuel quantity (7).
- Move vertically down and read off the endurance (8).
ENDURANCE
350 BA 5.2
91-47 Page 11
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350 BA 5.2
91-47 Page 13
FLIGHT MANUAL
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350 BA 5.2
91-47 Page 14
FLIGHT MANUAL
_eurocopter
SECTION 6
WEIGHT AND BALANCE
EUROCOPTER FRANCE Etablissement de Marignane

350 BA 6.0.P1
94-35 Page 1
FLIGHT MANUAL

6. O Pl 1 94-35
6. O PS 1/01 98-13 N
6. O P6 1 98-13 R
6. 1 1 91-47
6. 1 2 91-47
6. 1 3 91-47
6. 1 4 91-47
6. 1 5 91-47
6. 1 6 91-47
6. 1 7 91-47
6. 1 8 98-13 R
6. 1 9 91-47
6. 1 10 91-47
6. 1 11 91-47
6. 1 12 91-47
6. 1 13 98-13 R
6. 1 14 98-13 R

REVISIONS
No Date No Date
o 91-47
l 94-35
2 98-13
350 BA 6.0.P5
98-13 Page 1
FLIGHT MANUAL
SECTION 6
WEIGHT AND BALANCE
CONTENTS
Page
6.1 WEIGHING AND DETERMINING CG

1 GENERAL - - - - - - - - - - - - - - - - - - - - - - - - - - 1
2 WEIGHT AND BALANCE - - - - - - - - - - - - - - - - - - - - - 1
3 WEIGHING - - - - - - - - - - - - - - - - - - - - - - - - - - 2
4 LONGITUDINAL CG LOCATION - - - - - - - - - - - - - - - - - - 2
5 LATERAL CG LOCATION - - - - - - - - - - - - - - - - - - - - 10
6 WEIGHT AND MOMENT OF EQUIPMENT ITEMS - - - - - - - - - - - - 13
350 BA 6.0.P6
98-13 Page 1
FLIGHT MANUAL
WEIGHING AND DETERMINING C.G.
1 GENERAL
The purpose of this section is to provide data for use when evaluating
a proposed loading configuration or calculating the weight and centre of
gravity of an aircraft in service.
2 WEIGHT AND BALANCE
2.1 Weight - Standard Definitions
2.1.1 Empty Weight (EW)
This corresponds to the sum of the permanent assemblies and equipment

- The vehicle and its power plant.
Equipment common to all missions.
Lubricants and hydraulic fluids.
Unusable fuel.
E.W. then, is constant for a given aircraft.
2.1.2 Equipped Empty Weight (EEW)
This is the sum of :

- Empty weight (EW)
- Specific operational or mission equipment.
E.E.W. varies according to the proposed mission.
2.1.3 All-up Weight (AUW)
This is the sum of :

- Equipped empty weight (EEW)
- Crew
- Payload
- Usable fuel
2.1.4 Maximum Weight
Weight is limited on takeoff and landing. See limitations (Section 2).
2.2 Centre of Gravity Conventional Terms
2.2.1 The centre of gravity is defined by dimensions measured perpendicular

to the three basic datum planes. These planes are as follows
a) A horizontal plane parallel to the cabin floor datum, the Z datum

plane and situated 2.60 m (102.3 in.) above this datum.
b) A vertical plane perpendicular to the cabin floor datum. This Y
datum plane is the aircraft plane of symmetry. Dimensions to the
left (port) are negative, dimensions to the right (starboard)
are positive.
c) A vertical plane perpendicular to the two mentioned above, situated
3.40 m (133.8 in.) forward of the centre of the main rotor. This is
the X datum plane, from which the longitudinal reference stations
and e.g. positions are measured.
350 BA 6.1
91-47 Page 1
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4.1.2 Example: Analysis for a passenger transport mission
4.1.2.1 Before takeoff
1) Determine the maximum permissible takeoff weight.

2) Note the equipped empty weight and the moment.
3) Refer to tables given below to determine loading conditions
totalize weights and moments.
4) Calculate the c.g. location.
5) Check that c.g. falls within permissible limits.
Example :
Kg m.Kg
EEW 1200 4272

Crew 160 248
Passengers 140 356
Side cargo hold 50 160
Fuel 400 1390
TOTAL 1950 6426
C.g. 6426 3.295 m

1950
i.e. longitudinal c.g. is within the permissible limits.
4.1.2.2 In flight or on landing
Same procedure as above, taking into account the weight and moment
of the fuel remaining.
Example: - Initial c.g. : 3.295 m

- C.g. after consumption of 350 kg of fuel.
Kg m.Kg
EEW 1200 4272

Crew 160 248
Passengers 140 356
Side cargo hold 50 160
Fuel 50 173
TOTAL 1600 5209
Longitudinal c.g. becomes 5209 3.255 m

1600
i.e. c.g. is within permissible limits.
350 BA 6.1
91-47 Page 3
FLIGHT MANUAL
4.2 Loading Data
4.2.1 Crew and Passengers
i
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o
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~ ~ A 1.55m(61.02in)
Il:!
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~ B 2.54m (99.99in)
METRIC UNITS
WEIGHT MOMENT : rn.kg

kg CA) (B)
60 93 152
80 124 203
100 155 254
120 186 305
140 219 356
160 248 406
180 279 457
200 310 508
220 341 559
240 610
260 660
280 711
300 762
320 812
ENGLISH UNITS
WEIGHT MOMENT : in.lb

lb CA) CB)
100 6102 9999

150 9153 12999
200 12204 19998
250 15255 24997
300 18306 29997
350 21357 34996
400 24400 39996
450 27459 44995
500 30510 49995
550 54994
600 59994
650 64993
700 69993
350 BA 6.1
91-47 Page 4
FLIGHT MANUAL
4.2.2 Freight and baggage transport
METRIC UNITS
WEIGHT MOMENT : m. kg
kg CA) (B) (C) (D) (E)
10 15,5 22,5 27,6 32 46
20 31,0 45,0 55,2 64 92
50 77,5 112,5 138,1 160 230
70 108,5 157,5 193,4 224 322
80 124,0 180,0 221,0 256 368
100 155,0 225,0 276,3 320
120 186,0 270,0 331,5 384
150 232,5 337,5 414,4
200 450,0 552,6
250 562,5 690,7
300 675,0 828,9
310 697 5 856 5
ENGLISH UNITS
WEIGHT MOMENT : in .lb

lb (A) (B) (C) (D) (El
50 3051 4429 5439 6299 9055
100 6102 8858 10878 12598 18110
150 9153 13287 16317 18897 27165
176 10740 15590 19036 22172 31874
200 12204 17716 21756 25196
220 13424 19488 23931 27716
250 15255 22145 27195 31495
264 16109 23385 28718 33259
300 18306 26574 32634
330 20137 29231 35897
400 35432 43512
500 44290 54390
600 53148 65268
682 60412 74188
350 BA 6.1
91-47 Page 5
FLIGHT MANUAL
4.2.3 Fuel
3,475 m ( 136.81 in )
~I----------------------------
I
NOTE Fuel specific gravity 0.79
METRIC UNITS ENGLISH UNITS
litre KQ m.Kq UK qal lb ; n. lb

10 8 28 5 40 5472
20 16 56 10 79 10808
40 32 111 20 158 21616
60 47 163 30 238 32561
80 63 219 40 317 43369
100 79 275 50 396 54177
150 119 414 60 475 64985
200 158 549 70 554 75793
250 198 688 80 633 86601
300 237 824 90 712 97409
350 277 963 100 792 108353
400 316 1098 110 871 119161
540 427 1484 119 940 128601
ENGLISH UNITS
US qal lb in. 1b US qal lb ;n. 1b

5 33 4515 70 462 63206
10 66 9029 80 527 72099
15 99 13544 90 593 81128
20 132 18059 100 659 90158
30 198 27088 110 725 99187
40 264 36118 120 791 108217
50 330 45147 130 857 117246
60 396 54177 143 940 128601
350 BA 6.1
91-47 Page 6
FLIGHT MANUAL
4.3 C.G. Charts
The following charts (metric units and English units) are used to easily
know the aircraft centre-of-gravity. When the point obtained is close to
the limits, it should be confirmed by calculations.
These charts are designed so that the variations in the fuel weight make
e.g. move along a vertical line.
Example 1 Total weight 1800 kg for a centre of gravity of 3.30 m.

During the flight, after consumption of 200 kg of fuel, the
centre of gravity will be 3.28 m (See chart).
Example 2 Total weight 4000 lb for a centre of gravity of 131 in.

During the flight after consumption of 600 lb of fuel, the
centre of gravity will be 130 in. (See chart).
The weight and e.g. limits are given in the LIMITATIONS section and may
be modified by the Supplements corresponding to the optional items
fitted.
350 BA 6.1
91-47 Page 7
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125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141
CENTRE DE GRAVITE - CENTER OF GRAVITY (in)
350 BA 6.1
91-47 Page 9
FLIGHT MANUAL
LATERAL C.G.
The tables below give the lateral c.g. positions for different weights and
their moments with respect to the y plane (positive dimensions on the
right, negative dimensions on the left).
5.1 Crew and passengers
METRIC UNITS
WEIGHT MOMENT: rn.kg

kq A + A - B + B - C + e - o + D -
50 + 18 - 18 + 10 - 10 + 31 - 31 + 27 - 27
60 + 22 - 22 + 12 - 12 + 37 - 37 + 32 - 32
70 + 25 - 25 + 14 - 14 + 43 - 43 + 37 - 37
80 + 29 - 29 + 17 - 17 + 50 - 50 + 43 - 43
90 + 32 - 32 + 19 - 19 + 56 - 56 + 48 - 48
100 + 36 - 36 + 21 - 21 + 62 - 62 + 54 - 54
110 + 40 - 40 + 23 - 23 + 68 - 68 + 59 - 59
120 + 43 - 43 + 25 - 25 + 75 - 75 + 64 - 64
ENGLISH UNITS
WEIGHT MOMENT : in.lb

lb A + A - B + B - e + e - o + o -
100 + 1417 - 1417 + 815 - 815 + 2445 - 2445 + 2106 - 2106
120 + 1700 - 1700 + 978 - 978 + 2934 - 2934 + 2528 - 2528
140 + 1984 - 1984 + 1141 - 1141 + 3423 - 3423 + 2949 - 2949
160 + 2267 - 2267 + 1304 - 1304 + 3912 - 3912 + 3370 - 3370
180 + 2551 - 2551 + 1467 - 1467 + 4401 - 4401 + 3791 - 3791
200 + 2834 - 2834 + 1630 - 1630 + 4890 - 4890 + 4213 - 4213
220 + 3117 - 3117 + 1793 - 1793 + 5379 - 5379 + 4634 - 4634
240 + 3401 - 3401 + 1956 - 1956 + 5868 - 5868 + 5055 - 5055
260 + 3684 - 3684 + 2119 - 2119 + 6357 - 6357 + 5476 - 5476
350 BA 6.1
91-47 Page 10
FLIGHT MANUAL
5.2 Air ambulance, hoist and lateral baggage holds
+ +
METRIC UNITS
WEIGHT MOMENT : m.kg

Kq A + A - B + C + E - F - G + G -
50 + 18 - 18 + 10 + 31 - 21 - 77 + 28 - 28
60 + 22 - 22 + 12 + 37 - 25 - 93 + 33 - 33
70 + 25 - 25 + 14 + 43 - 29 - 108 + 39 - 39
80 + 29 - 29 + 17 + 50 - 33 - 124 + 44 - 44
90 + 32 - 32 + 19 + 56 - 37 - 139 + 50 - 50
100 + 36 - 36 + 21 + 62 - 41 - 154 + 56 - 56
110 + 40 - 40 + 23 + 68 - 46 - 170 - 61
120 + 43 - 43 + 25 + 75 - 50 - 185 - 67
130 + 47 - 47 + 27 + 81 - 54 - 201
136 + 49 - 49 + 28 + 84 - 56 - 210
ENGLISH UNITS
WEIGHT MOMENTS en ;n .lb

lb A + A - B + C + E - F - G + G -
100 + 1417 - 1417 + 815 + 2445 - 1634 - 6079 + 2189 - 2189
120 + 1700 - 1700 + 978 + 2934 - 1961 - 7294 + 2627 - 2627
140 + 1984 - 1984 + 1141 + 3423 - 2287 - 8510 + 3065 - 3065
160 + 2267 - 2267 + 1304 + 3912 - 2614 - 9726 + 3502 - 3502
180 + 2551 - 2551 + 1467 + 4401 - 2941 -10942 + 3940 - 3940
200 + 2834 - 2834 + 1630 + 4890 - 3268 -12157 + 4378 - 4378
220 + 3117 - 3117 + 1793 + 5379 - 3595 -13373 + 4816 - 4816
240 + 3401 - 3401 + 1956 + 5868 - 3921 -14589 - 5254
260 + 3684 - 3684 + 2119 + 6357 - 4248 -15805 - 5691
280 + 3968 - 3968 + 2282 + 6846 - 4575 -17020
300 + 4252 - 4252 + 2445 + 7335 - 4902 -18236
350 BA 6.1
91-47 Page Il
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FLIGHT MANUAL
6 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.
DESCRIPTION WEIGHT MOMENT

ka lb m.ka in.lb
Ai rcraft tool kit
Cabin fire extinguisher 2.1 4.6 3.2 275
Axe 1.1 2.4 1.7 149
Door + subdoor 14.0 30.9 27.2 2360
High front seat 10.6 23.4 17.1 1484
low front seat 7.3 16.1 Il.5 998
2 two-place seats, rear 21.1 46.5 54.6 4739
1 three-place seat, rear 26.,2 57.8 67.6 5867

(complete with armrests)
Dual control 2.3 5.1 2.6 225
Battery 17.3 38.1 69.0 5990
SEFA Skis complete with struts 30.4 67.0 105.6 9165 R
SEFA Skis without struts 23.6 52.0 82.4 7152 R
SURFAIR Skis 26.8 59.2 113.4 9871 R
Emergency floatation gear 67.6 148.8 227.5 19708
Sling (cargo swing) 13.3 29.3 43.4 3771
Wheels for soft ground 44.8 98.9
Ferry tank 35.0 77.2 82.3 7143
Single stretcher installation 0.7 1.5 1.1 95

(not including stretcher)
Double stretcher installation 2.3 5.1 3.9 340
(not including stretcher)
Stretcher 15.1 33.3 26.7 2318
350 BA 6.1
98-13 Page 13
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FLIGHT MANUAL
eurocopter
an EADS Corrpany
SECTION 7
DESCRIPTION AND SYSTEMS
EUROCOPTER Direction Technique Support

Aéroport international Marseille-Provence 13725 Marignane Cedex - France
350 BA 7.0.P1
06-50 Page 1
FLIGHT MANUAL

R Revised, to be replaced
7. O Pl 1 06-50 7.10 1 91-47

O. O P5 1/01 09-28 R 7.10 2 91-47
7. O P6 1 06-50 7 .Il 1 94-35
7. 1 1 93-01 7 .Il 2 91-47
7. 2 1 93-01 7.11 3 94-35
7. 3 1 91-47
7. 3 2 91-47
7. 3 3 91-47
7. 4 1 91-47
7. 4 2 91-47
7. 5 1 91-47
7. 5 2 91-47
7. 5 3 91-47
7. 5 4 94-35
7. 5 5 91-47
7. 6 1 93-01
7. 6 2 93-01
7. 7 1 06-50
7. 7 2 06-50
7. 7 3 06-50
7. 7 4 06-50
7. 7 5 09-28 R
7. 7 6 09-28 R
7. 7 7 09-28 R
7. 7 8 09-28 R
7. 7 9 09-28 R
7. 8 1 93-01
7. 8 2 91-47
7. 8 3 91-47
7. 8 4 93-01
7. 9 1 91-47

REVISIONS
No Date No Date
O 91-47
1 93-01
2 94-35
3 06-50
4 09-28
350 BA 7.0.P5
09-28 Page 1
FLIGHT MANUAL
SECTION 7
DESCRIPTION AND SYSTEMS
CONTENTS
7.1 COCKPIT
7.2 WARNING-CAUTION-ADVISORY PANEL
7.3 POWER PLANT
7.4 FUEL SYSTEM
7.5 ROTORS AND TRANSMISSION SYSTEM
7.6 FLIGHT CONTROLS
7.7 HYDRAULIC SYSTEM
7.8 ELECTRICAL POWER SYSTEMS
7.9 PITOT-STATIC SYSTEM
7.10 AIR CONDITIONING SYSTEM
7.11 LIGHTING SYSTEMS
350 BA 7.0.P6
06-50 Page 1
FLIGHT MANUAL
SECTION 7.1
COCKPIT
This Section is customized.
350 BA 7.1
93-01 Page 1
FLIGHT MANUAL
SECTION 7.2
WARNING-CAUTION-ADVISORY PANEL
This Section is customized.
350 BA 7.2
93-01 Page 1
FLIGHT MANUAL
SECTION 7.3
POWER PLANT
1 DESCRIPTION
1.1 Installation
The engine is mounted at the top of the body structure in a fireproof

bay. It is installed aft of the main gearbox, to which it is connected
by a shaft mounted between two flexible couplings.
1.2 Brief Description of the Engine
The engine is a free power turbine design.
The gas generator supplies power in the form of kinetic energy to a

"free" turbine, which converts it into the mechanical energy required
to fly the helicopter.
The engine consists of five separate interchangeable modules
- Axial Compressor Module
Mounted at the forward end of the engine, comprlslng a single-stage

axial compressor followed by a guide vane.
- Gas Generator Module
Centrally located, comprises

· a centrifugal compressor
· a combustion chamber
· a generator turbine driving the compressors.
- Free Turbine Module
At the aft end, consisting of a turbine wheel and shaft.
- Reduction Gear Module
Reduces the free turbine speed from 41586 rpm to 6000 rpm
- Output Shaft Module
Transmits engine power to the main gearbox and accessory drive

couplings.
350 BA 7.3
91-47 Page 1
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Aspiration - Oil suction line
Pression - Oil pressure line
- - - - - Retour - Oil return line
• • • • • • • • • • Couplemètre - Torquemeter oil line
350 BA 7.3
91-47 Page 3
FLIGHT MANUAL
SECTION 7.4
FUEL SYSTEM
1 FUEL TANK
Fuel is contained in a spin-molded polyamide fuel cell located in the body

structure beneath the transmission deck. It is equipped with a gravity
refuelling spout on the LH side of the aircraft, as well as a vent line and
a water bleed valve.
2 ENGINE FUEL SUPPLY SYSTEM
Fuel is supplied from the fuel cell to the engine through the following
components in turn (in the direction of fuel flow) :
- one booster pump at the bottom of the fuel tank ; a 2nd pump may be
installed as an optional item.
- a fuel filter
- a filter bypass valve.
3 FUEL SYSTEM CONTROLS AND MONITORING
The following cockpit provisions are available to the pilot
- a fuel flow control to meter the fuel on engine starting
- a fuel shutoff lever that actuates the shutoff valve in the engine fuel
supply system
- a fuel contents gauge
- a fuel pressure indicator
- a "FUEL" light that illuminates to indicate a low fuel level in the tank
- a "F. FILT" light that illuminates when the pressure drop across the fuel
filter exceeds 200 mb.
350 BA 7.4
91-47 Page 1
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FLIGHT MANUAL
SECTION 7.5
ROTORS AND TRANSMISSION SYSTEM
1 ROTORS
1.1 Main rotor
The main rotor head and shaft transmit MGB rotation and flight
controls motion to the main rotor blades. As viewed from the top, the
main rotor turns clockwise.
The STARFLEX type semi-rigid main rotor head is made from new materials
(resin glass fibre, laminated thrust bearings, self-lubricating
bearings) allowing all conventional bearings and lubrication systems to
be eliminated.
The three main rotor blades of the glass-resin laminate flexible

construction are attached to the rotor hub through flanges (1) and
star (2). Pitch variation is achieved through distortion of elastomer
items (3).
The vibration dampening device (4) mounted in the centre of the rotor
head consists of a weight oscillating between three springs fitted 120·
apart.
350 BA 7.5
91-47 Page 1
FLIGHT MANUAL
1.2 Tail Rotor
The two-blade tail rotor is see-saw mounted on the TGB. The tail rotor
blades rotate counterclockwise as viewed from the right side of the
aircraft.
2 TRANSMISSION SYSTEM
The transmission system consists of :
- engine-to-main gearbox coupling system

- main gearbox (MGB)
- tail rotor drive shaft
- tail gearbox (TGB).
2.1 Engine-to-MGB Coupling
It transmits engine power to the MGB through a shaft and flexible

coupling turning inside a flared coupling tube. The shaft drives the
MGB input coupling by means of a pulley used to drive a hydraulic
pump.
2.2 Main Gearbox (MGB)
The main gearbox is designed to transmit engine power to the main rotor
and to reduce the rotation speed.
The MGB consists of three interchangeable modules:
- an epicyclic reduction gear module (1) with five planet gears (2)
providing a 4.33 reduction ratio;
a bevel reduction gear module with a ring gear (3) and plnlon (4)
providing a further 3.59 reduction ratio; this module is housed in
two casings :
. main casing (5) supporting a power takeoff coupling (6)

. lower casing (7) with MGB mounting provisions;
- a lubrication module (8) attached to the lower casing.
350 BA 7.5
91-47 Page 2
FLIGHT MANUAL
7
4
The gears and bearings are lubricated by a pressurized oil system. The
bottom (7) of the MGB casing is used as an oil tank and houses the
pump.
The pump draws the oil through a strainer and forces it to the oil
coolers. After cooling, the oil flows through the main filter to the oil
jets. A by-pass valve mounted on the main filter allows the oil to flow
to the main gearbox when the filtering elements are clogged.
Lubrication of the MGB is monitored through:
- a pressure switch causing the "MGB. pli light to illuminate on the

warning-caution-advisory panel when the pressure drops below 1 bar
(14.50 psi)
- a thermal switch causing the "MGB. Til light to illuminate on the
warning-caution-advisory panel when the temperature reaches 115·C
- as an optional equipment an MGB oil pressure and temperature indicator
can be fitted in addition to the lubrication monitoring system.
- a magnetic plug that causes the "MGB CHIP" light to illuminate when
metal particles are present.
350 BA 7.5
91-47 Page 3
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FLIGHT MANUAL
2.3 Tail Rotor Drive System
The tail rotor drive system transmits rotation from the engine aft
output to the tail rotor.
It consists of two items:
- a forward short shaft at the engine output

- a long shaft supported by five ball bearing assemblies.
These items are connected to each other by means of flexible couplings.
e
394 tr/m.l
1 Tai l rotor 5 Rotor brake

2 Tail gearbox 6 Main rotor head
3 Tail rotor drive shaft 7 Main gearbox
4 Engine 8 Oil pump
2.4 Tail Gearbox (TGB)
The TGB is a right-angle drive that steps the rotational speed from
6125 down to 2086 rpm.
It is splash-lubricated and is provided with an oil level sight.
2.5 Rotor Brake
The rotor brake is mechanically controlled by the L.H. lever on the

cockpit control quadrant.
When the lever is FORWARD, the rotor brake is released when the lever
is AFT, the rotor brake is applied.
On brake application, the lever causes a diaphragm spring to compress,

thus keeping the friction linings under constant load. A return spring
brings the device back to the "brake released" position when the lever
is moved forward.
350 BA 7.5
91-47 Page 5
FLIGHT MANUAL
SECTION 7.6
FLIGHT CONTROLS
The flight controls are used to fly the helicopter through variation of
the pitch angle of main and tail rotor blades.
The basic aircraft is fitted with controls at the pilot's station

(R.H. seat). As an optional item, the aircraft can be provided with dual
controls if flown with a copilot. These controls can be quickly removed
for transportation of long loads inside the cabin.
The flight controls consist of three channels:
- a lateral and fore-and-aft cyclic pitch channel

- a collective pitch channel
- a yaw channel.
The main rotor controls are of the rigid type (control rod) and the tail
rotor controls are mixed (ball type control cables and rods).
Three mobile cylinder servo-controls whose piston rod is integral with

the MGB directly operate the swashplate (two in lateral, one in
fore-and-aft). These servo-controls allow the aircraft to be flown
manually in the event of a hydraulic supply failure.
A tail rotor servo-control mounted on the tail boom actuates a rod

which controls the tail rotor spider bellcrank. R
R
R
R
R
The mlxlng unit allows operation of the cyclic and collective pitch
controls separately and without interaction.
When the aircraft is fitted with the optional autopilot each channel is
completed by the following:
for the pitch and roll channels

· an electric actuator
· a trim actuator
for the yaw channel

· an electric actuator
· a collective pitch - yaw coupling system
· an elastic rod
· an adjustable friction lock on the pedals
· a pedal movement detector.
350 BA 7.6
93-01 Page 1
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FLIGHT MANUAL
SECTION 7.7
HYDRAULIC SYSTEM
1 GENERAL
To reduce pilotis workload, the flight controls are hydraulically boosted R
in order to give very light control load on the cyclic stick, collective R
lever, and tail rotor pedals. There are three main rotor servos, one R
longitudinal and two lateral; and also a tail rotor servo for yaw control. R
The hydraulic fluid used must comply with the approved specifications in R
SECTION 2 of the present flight manual. R
Total system fluid volume is 3 liters (0.79 US gal or 0.66 IMP gal) up to R
the maximum level mark on the reservoir. R
2 SYSTEM DESCRIPTION R
2.1 Hydraulic system components: R

- a separate reservoir secured on the top of the MGB, R
- a single constant flowrate gear-pump generates the hydraulic power. R

The hydraulic pump is driven by a drive belt mounted between the pump R
pulley attached to a pulley on the engine power drive shaft close to R
the MGB power input. R
- a regulator unit fitted with: R

· a pressure regulating valve set to 40 bar (580 psi), R
• a pressure switch; R
· a 3 microns filter which may be fitted with a clogging indicator, R
and, R
· a solenoid electrovalve. R
- a distribution system which comprises flexible pressure and return R
hoses, supplies the four single-body servo-controls. R
- three single-cylinder servos to control the main rotor, which move the R
stationary swash plate. Each servo is fitted with a safety unit which R
consists of: R
· a hydraulic accumulator, R
· a non-return valve; and, R
· a solenoid electrovalve. R
The safety units allow for continued hydraulic assistance for a limited R
time in the event of a hydraulic pressure loss in the system. The R
limited time is sufficient to allow the pilot to achieve a flight R
regime under which the control feedback forces are acceptable without R
hydraulic assistance. R
350 BA 7.7
06-50 Page 1
FLIGHT MANUAL
- a single-cylinder yaw servo. R
- Hydraulic system warnings: R

If the pressure regulating unit pressure switch senses the hydraulic R
pressure dropping below 30 bars the following cockpit indications are R
provided: R
. a red HYD light on the Warning-Caution-Advisory panel; and R
. a HORN sounds continuously. (The same horn is used to indicate low R
or high rotor speed). R
2.2 System controls and monitoring R
The hydraulic system is controlled using two switches: R

. the hydraulic cut-off switch: guarded switch mounted on the R
collective with two positions: ON and OFF. R
Normally left in the ON position, allows the main-rotor servos to be R
powered when the hydraulic system is operating normally. Selected to R
OFF, during pre-flight checks, emergency procedures, and also when R
performing hydraulics off training, the hydraulic system is then R
depressurized, and the accumulators on the main rotor servo safety R
units are depressurized simultaneously. R
. The accumulator test switch: HYD TEST pushbutton mounted on the R

center console with two positions: TEST (down) and OFF (up). R
It is normally left in the OFF position. R
Selected to the TEST position during pre-flight checks, emergency R
procedures, and also when performing hydraulics off training, it will R
result in the solenoid valve opening on the regulator unit, which R
depressurizes the hydraulic system. But allows the main rotor servos R
to be powered by the accumulators in their respective safety units. R
350 BA 7.7
06-50 Page 2
FLIGHT MANUAL
Before Mod. 07 3263 R
From
NR MAXIMIN
alarm printed
circuit
To
NR MAXIMIN
alarm printed
circuit
~,.._
O PP5
O
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O
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Figure 1 Hydraulic system block-diagram R
350 BA 7.7
06-50 Page 3
FLIGHT MANUAL
After Mod. 07 3263
From
NRMA}(¡tv1IN
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cireuH
To
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alann printed
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350 BA 7.7
06-50 Page 4
FLIGHT MANUAL
2.3 Main Rotor Servos

The AS 350 can be fitted with servos produced by two suppliers, SAMM and
DUNLOP. The servos are interchangeable, but have some differences.
SAMM Servos - SAMM servos are fitted with an input clearance locking
system. The input clearance locking system was designed to reduce control
system freeplay, and therefore enhance aircraft handling qualities when
operating without Hyd pressure. During system pressurization
and with collective in locked position, as hydraulic pressure rises, if
the input locking devices on the lateral servos unlock at different
pressures, a large cyclic stick movement to the right or to the left may
occur in normal operation. The pilot can prevent the cyclic from moving
by firmly holding the cyclic with his hand and knees. The force required
to prevent control movement is approximately 5 daN (11 lbf). The movement R
occurs because one lateral servo can become hydraulically assisted before
the other due to:
. the main rotor control loads not being equally applied to both lateral
servos; and/or,
. the hydraulic pressure threshold necessary to activate unlocking of the
servos (change from non-boosted mode to hydraulically boosted mode) can
be slightly different for the RH and the LH lateral servos due to
manufacturing tolerances.
At nominal rotor speed, a small cyclic movement may occur when switching
from powered to unpowered (bypass) and vice versa.
DUNLOP Servos - DUNLOP main rotor lateral servos do not include an input
locking device, and are not subject to asymmetric switching from
unpowered (bypass) mode to powered mode. Small cyclic movement may occur
when switching from powered to unpowered (bypass) and vice versa.
3 NORMAL OPERATIONS
At start-up, hydraulic pressure is nil and the HYD warning light is lit on
the caution and warning panel.
The hydraulic pump operates as soon as the rotor is spinning. When the
pressure in the circuit is between 20 and 30 bar (290 psi and 435 psi) the
HYD warning light must go out.
The regulating valves regulate the pressure at 40 bar + 2 (580 psi + 29).
The hydraulic warning light is out.
When the AS 350 BI flight control system is operating normally there is no

control force feedback to the pilot, except when reaching servo control
reversibility when maneuvering the aircraft under high load factor.
350 BA 7.7
09-28 Page 5
FLIGHT MANUAL
Before each flight, two hydraulic tests shall be performed as normal

procedure:
· The hydraulic accumulator test (HYD TEST pushbutton depressed) enables
the pilot to check that the accumulators still provide hydraulic
assistance should the hydraulic power system fail (i .e. checks that there
are no significant leaks in the accumulators) and that HYD (flashes post R
Mod 07 3317) warning light and the Horn operate to indicate a loss of R
hydraulic pressure. R
· The hydraulic pressure cut-off test (hydraulic cut-off switch on

collective set to OFF) enables the pilot to check the electrovalves (dump
valves) of the main servos for correct operation. These electrovalves are
used to cut off the hydraulic power system in accordance with the AS 350
Flight Manual emergency procedures, in the event of a hydraulic power
system failure or other flight control malfunctions. When the hydraulic
cut-off switch is placed in the cut-off position, the accumulators are
depressurized simultaneously by opening of the three main electrovalves,
and the HORN is silenced. The regulator unit electrovalve is opened
simultaneously post Mod 07 3263.
Except hydraulic malfunction, the HYD TEST switch is only used in
flight in case of tail rotor control failure in order to bring tail rotor
to low pitch.
· The accumulators will be repressurized when the hydraulic cut-off switch

is returned to the ON position. The accumulators are checked for correct
nitrogen pressurization by measuring the time required for the hydraulic
system pressure to return to its nominal level. It will take normally
3 seconds until pressure rises to the nominaloperating level. The pilot
must note the time from placing the hydraulic cut-off switch to the
normal position to when the HORN ceases operation.
Expected cyclic movement is explained in previous paragraph.
4 ABNORMAL OPERATIONS
4.1 Accumulator malfunction
After hydraulic pressure cut-off test completion, the normal period for
accumulators repressurization is 2 to 3 seconds, but is reduced to
1 second if at least one of the accumulators is defective. If a defective
accumulator is detected then maintenance action must be performed prior
to flight.
350 BA 7.7
09-28 Page 6
FLIGHT MANUAL
4.2 Hydraulic pressure loss:
The conventional hydraulic system failure is caused by hydraulic system

pressure dropping below 30 bars, with the normal functioning of the
servos, accumulators, safety units, electrovalves, and hydraulic cut-off
switch.
- Indications to pilot:
· HYD light illuminates,
· HORN continuous sound,
· Controls remain powered by the accumulators.
The pilot should perform the AS 350 flight manual hydraulic pressure loss
(illumination of HYD warning light) emergency procedure:
The average time required to attain the required recommended safety
speed range (40 to 60 kt) from VNE or the hover is less than
30 seconds. If the accumulators are properly serviced they will power
the flight controls throughout the maneuvers required to reach the
recommended safety speed range. If control force feedback is felt prior
to attaining the safety speed range then the pilot should immediately
select the hydraulic cut-off switch to OFF.
- It is then required to cut-off the hydraulic power system as soon as

the recommended safety speed is reached. It is necessary even if the
accumulators still provide some hydraulic assistance because this
enables simultaneous depressurization of the three main rotor
accumulators and avoids reaching a stage at which one of the two
lateral accumulators depletes while the other is stilloperative. This
condition would result in asymmetric control forces. In addition,
selecting the hydraulic cut-off switch to OFF silences the HORN (but
the rotor rpm audio warning function remains operative).
- The pilot will be required to continuously exert the following forces

in order to maintain aircraft attitude when at the recommended safety
speed (40 to 60 kt) and with the collective in its neutral position
(approximately 40 percent Torque):
· Lateral Cyclic: force to push left, approximately 4 daN (9 lbf), R
· Longitudinal Cyclic: force to push forward, approximately 5 daN
(11 lbf), R
· Collective: will have a tendency to reach by itself the neutral
position where zero force is required from the pilot while providing
the appropriate power setting for the recommended safety speed in
level flight, unless the pilot decides to change power from the
neutral position.
350 BA 7.7
09-28 Page 7
FLIGHT MANUAL
- As the aircraft flies at recommended safety speed without significant

control loads, this generally allows the pilot sufficient time to
choose a landing area suitable for a running landing.
If necessary, increase lAS, but the control load feedback will also
increase in both cyclic axes as the speed is increased, and on the
collective as the collective is moved from the neutral (zero force)
position. The pilot is required to exert continuous forces in order
to maintain aircraft control and must be careful not to become
excessively tired and unable to maintain aircraft control.
- The recommended flat approach at low speed and the slight running
landing can be performed with very little change to collective pitch,
which results in reduced cyclic force variations. During the running
landing, around 10 kt, the pilot may have to exert a forward
longitudinal force up to 17 daN (37 lbf) for less than 30 seconds with R
low lateral forces.
If the aircraft is hovered, the control forces change in both direction
and intensity as the pilot attempts to maintain a steady position. The
pilot will have to exert longitudinal and lateral forces of up to 5 daN
(11 lbf) which can change quickly in direction. This results in R
excessive pilot workload and controllability problems.
Due to pilot fatigue, it is thus not recommended to perform extensive

flight time after an hydraulic failure and the pilot should divert to
the nearest suitable landing site.
4.3 Other Hydraulic system malfunctions

The hydraulic flight control system consists of many different components
(hydraulic pump, servos, accumulators, check valves, electrovalves, the
hydraulic cut-off switch, accumulator test switch, circuit breakers,
relays, electrical wires, etc.), which can fail individually. Failures
will be characterized by the following indications, some or all of which
may be present, thus modifying the conventional failures clues:
- HYD light illuminates.
- HORN continuous sound.
- Flight control force feedback on one or all controls (Lateral cyclic,
longitudinal cyclic, collective, pedals).
- Flight control forces may vary differently with airspeed than they
normally do (control forces may increase with decreasing airspeed, or
be almost constant with varying airspeed).
- Lateral cyclic forces may be to the LEFT, requiring the pilot to pull
the cyclic RIGHT to maintain attitude.
350 BA 7.7
09-28 Page 8
FLIGHT MANUAL
- Flight control feedback forces may be felt immediately upon component

failure. There may be little or no delay between first indication of
failure and force feedback.
- The hydraulic cut-off switch may not be effective in opening all the
electro-valves, and dumping all the pressure in the accumulators
simultaneously.
Even though the flight controls may exhibit non conventional force
feedback upon failure, the pilot will be able to maintain aircraft
control and should immediately select the hydraulic cut-off switch
to OFF. Once the switch has been selected off, the control forces
should return to usual for hydraulics off. The exception to this is
if the hydraulic cut-off switch is rendered ineffective due to loss
of electrical power, broken wires, or a faulty switch. The function
of the switch is verified prior to every flight when performing the
pre-flight checks. If the hydraulic cut-off switch is ineffective, the
contról forces should become normal (for hydraulics off) after all the
accumulators have depleted.
There may be some cases where the control forces remain abnormal for the
duration of the flight. The pilot should minimize the time of flight and
plan a shallow approach to a no-hover/slow run-on landing into wind.
The maximum forces the pilot will have to exert on the controls in order
to maintain aircraft attitude are approximately:
- Lateral cyclic 15 daN (33 lbf) left or right. R
- Longitudinal cyclic 17 daN (37 lbf) forward. R
Although these forces are high, they are generally found at the extremes
of the speed envelope. The pilot can reduce the required force inputs by
attaining the safety speed range (40 to 60 kt).
350 BA 7.7
09-28 Page 9
FLIGHT MANUAL
SECTION 7.8
1 - DC POWER SYSTEM
1 GENERAL
DC power is provided by a starter-generator and by a 16 amp-hr buffer-

mounted storage battery.
A second identical storage battery may be installed as an optional

equipment.
An external power receptacle on the R.H. side of the aircraft may be used
to supply the aircraft electrical system from a 28 VDC ground power unit.
The generator and the battery are coupled to the distribution bus by means
of line contactors, which can only close if the ground power unit is
disconnected.
2 EXTERNAL POWER CIRCUIT
The ground power unit is coupled to the primary distribution bus by means
of its contactor when the following conditions are met:
- electric power is available to the external power receptacle

- the "MASTER SW" pushbutton is released
- the "EXT PWR BATI" pushbutton is depressed.
- the "GEN" and "BAT" lights are illuminated.
The battery and the generator are isolated from the system until the
ground power unit is disconnected.
3 BATTERY CIRCUIT
The battery is coupled to the primary distribution bus by means of its

contactor when the following conditions are met:
- electric power is not available to the external power receptacle

- the "MASTER SW" pushbutton is released
- the "EXT PWR BATT" pushbutton is engaged.
The battery may be isolated from the aircraft power system either manually
(by means of the "MASTER SW" or "EXT PWR BATT" switches) or automatically
(by connecting a ground power unit).
350 BA 7.8
93-01 Page 1
FLIGHT MANUAL
350 BA 7.8
91-47 Page 2
FLIGHT MANUAL
4 GENERATOR CIRCUIT
The generator is coupled to the primary distribution bus by means of its

contactor when the following conditions are met :
- electric power is not available to the external power receptacle

- the "MASTER SW", "CRANK" and "START" pushbuttons are released
- the "GEN" pushbutton is engaged
- the generator voltage exceeds the battery voltage by at least 0.5 V.
The generator may be isolated from the aircraft power system:
- manually by disengaging the "GEN" pushbutton or by pressing the

"MASTER SW", "CRANK" and starter pushbuttons.
- automatically if a reverse current is detected from the battery to the

generator, if a ground power unit is connected, or if the generator
voltage exceeds 31.5 V.
A push-button is provided to attempt resetting of the generator.

When the generator is isolated, the "GEN" light illuminates on the
Warning-Caution-Advisory Panel.
ELECTRICAL SYSTEM CONTROL AND MONITORING
5.1 Controls
5.1.1 Console Pushbuttons
- "MASTER SW"
- "CRANK"
- "GEN"
- "GEN RESET"
5.1.2 Fuel Flow Control Lever Pushbutton
- "START"
5.2 Indicator Lights
The following lights are included in the Warning-Caution-Advisory Panel
Red warning light "BAT T"

Amber caution lights "BAT"
"GEN"
5.3 Panel Indicators
- Al1111eter
- Voltmeter
350 BA 7.8
91-47 Page 3
FLIGHT MANUAL
SECTION 7.8
2 - AC POWER SYSTEM
1 GENERAL
The AC power system is an optional installation required when the aircraft

is equipped with an automatic pilot or with certain gyroscopic instruments.
Two different types of installation are available, depending on the power R
requi red. R
AC power is supplied by a static inverter from the DC power system. The

inverter is located beneath the cabin floor. Performance specifications
include the following:
2S0-VA A.C power system R
- Input voltage 28 VDC

- Output voltages 115 and 26 VAC
- Frequency 400 Hz
- Power output : 115 VAC 150 VA limi ted to 250 VA R
26 VAC 150 VA R
lO-VA A.C power system R
- Input voltage 28 VDC R

- Output voltage 26 VAC R
- Frequency 400 Hz R
- Power output 10 VA R
2 DESCRIPTION - OPERATION
The static inverter is supplied from bus bar PP9, through a fuse located R
on the RH side fuse panel (16-amp. fuse for the 2S0-VA power system, R
2.S-amp. fuse for the lO-VA power system). R
The system is switched on by means of the "INVERT" (CONV) pushbutton R

located on the control panel. R
AC power distribution circuits are protected by fuses located on the LH

side fuse panel.
After embodiment of Mod. AMS 2272, an amber caution light on the instrument R
panel indicates a failure of the A.C. power system. R
350 BA 7.8
93-01 Page 4
FLIGHT MANUAL
SECTION 7.9
PITOT-STATIC SYSTEM
It consists of :
A total pressure circuit

- A static pressure circuit
- Three flight instruments
· an airspeed indicator
· a vertical speed indicator
· an altimeter.
The static pressure port is provided underneath the cabin, slightly to the
left of the aircraft centreline. The static pressure circuit supplies the
three instruments. The total pressure port is mounted on the nose slightly
to the left of the aircraft centreline. It may include an optional heating
resistor operated by the "PITOT" pushbutton on the control console. A
light illuminates on the Warning-Caution-Advisory panel:
- when the pushbutton is released
- in the event of failure of the heating resistor
- in the event of power supply failure.
The total pressure circuit supplies the airspeed indicator.
A bleed valve provided on each pressure circuit allows condensation water
to be drained off.
10 9 9 8
Item DESCRIPTION Item DESCRIPTION
1 "PITOT" pushbutton 7 Warning-caution-advisory panel

2 Winding 8 Static pressure port
3 Airspeed indicator 9 Water bleed valves
4 Rate-of-climb indicator 10 PITOT head (with optional heater)
5 Altimeter
6 "PITOT" light
AUTO-PILOT AIR DATA CIRCUIT
When the aircraft is fitted with the auto-pilot, an air data unit supplied
with static and total pressure complements the copilot's system.
350 BA 7.9
91-47 Page 1
FLIGHT MANUAL
SECTION 7.10
AIR CONDITIONING
1 CABIN VENTILATION
Two separate circuits provide ventilation to the cabin.
- Front ventilation
The air taken from the front cabin area flows through two ducts and is
distributed to the crew. A pull-knob on the instrument panel controls
opening and adjustment of the ventilation circuit.
- Overhead ventilation
The air taken from the upper cabin area through a ram air scoop is then
circulated to the air outlets via the structure posts.
Air is diffused by opening and orientation of each air outlet.
1 FRONT aerator 4 Overhead air outlets

2 FRONT air outlets 5 Ventilation duct
3 Control pull-knob 6 Ram air scoop
350 BA 7.10
91-47 Page 1
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FLIGHT MANUAL
SECTION 7.11
LIGHTING
1 CABIN LIGHTING
The cabin lighting consists of two dome lights provided on the overhead
panel, one at the front available to the crew and the other at the rear for
the passengers.
Each dome light comprises two swivel diffuser units. Lamp lighting is
controlled by rotating the diffuser.
Each front diffuser unit includes a dimmer mounted on the overhead panel.
The cockpit dome light is directly supplied from the battery through two
circuits and protected by two fuses provided on panel 16 ALPHA. The cabin
dome light is supplied through one circuit and protected by a fuse on the
R.H. side fuse panel.
After modification AMS 1827, the rear dome light is supplied from the
battery direct bus bar and controlled by a switch on the overhead panel
(emergency lighting).
2 INSTRUMENT PANEL AND CONSOLE LIGHTING
The instruments are lighted by two separate circuits
- Lighting circuit 1 provides lighting to :

· The instrument panel indicators from a light generator
· The stand-by compass
· The thermometer
- Lighting circuit 2 provides lighting to :
· The pushbuttons
· The potentiometers
· The radio control units
The instruments are lighted from a light generator made up of a halogen

lamp and a loom of optical fibers each component of which is connected
to a light diffuser arranged close to the instrument to be lighted.
The INST. LTS 1 and INST. LTS 2 pushbuttons control the lighting system.
The "CONSOLE" and "PIL. INST. PANEL" potentiometers control the
brightness of the lighting circuits.
350 BA 7.11
94-35 Page 1
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FLIGHT MANUAL
3 POSITION LIGHTS
The aircraft is fitted with three position lights:
- one red light on the port end of the horizontal stabilizer

- one green light on the starboard end of the horizontal stabilizer
- one white light at the rear end of the fuselage.
The circuit is protected by two "POS. LT." fuses. The installation is R

controlled by the "POS. LT." pushbutton on the control console.
4 ANTI-COLLISION LIGHT
The anti-collision light fitted at the top of the vertical fin indicates
the aircraft's presence at a great distance.
The circuit is protected by the "A/COll lT" fuse. The anti-collision R

light is controlled by the pushbutton on the control console.
LANDING LIGHT
This light makes approach and landing by night easier.
The 450-W landing light is mounted:

- before Mod. 07.2488, at the front of the aircraft, underneath the
taxi light
- after Mod. 07.2488, at the front of the aircraft, on the RH side, below
the cabin.
It'is controlled by a lAND lIGHT pushbutton on the control console and is

protected by two fuses (LAND. LT. CONT. and LAND lIGHT) provided on the
RH side panel.
6 TAXI LIGHT
This light improves the safety of the helicopter when flying near the
ground.
The 150-W taxi light is mounted:

- before Mod. 07.2488, at the front of the aircraft, above the landing
light;
- after Mod. 07.2488, at the front of the aircraft, on the LH side, below
the cabin.
The light is controlled by a TAXI LIGHT pushbutton provided on the control

console and is protected by the TAXI LIGHT fuse.
350 BA 7.11
94-35 Page 3
FLIGHT MANUAL
eurocopter
an EADS Corrpany
SECTION 8
SERVICING

350 BA 8.0.P1
06-40 Page 1
FLIGHT MANUAL
COMPOSITION

CAUTION
RC
No Section Page Date Application before condition is met:
8.0.P3 1/01*RC* 06-50
RCa 8.3 13*RC* 06-50 SB 31.00.53

(MAIN ROTOR SPEED WARNING BOX)
350 BA S.O.P3
06-50 Page 1
*RC*
FLIGHT MANUAL

8. O Pl 1 06-40 8. 3 22 96-42
8. O P5 1/01 06-50 R 8. 3 23 96-42
8. O P6 1 94-35 8. 3 24 96-42
8. 1 1 91-47 8. 4 1 94-35
8. 1 2 91-47 8. 4 2 98-40
8. 2 1 98-40 8. 4 3 98-40
8. 2 2 94-35 8. 4 4 98-13
8. 2 3 94-35 8. 4 5 06-40
8. 2 4 06-40 8. 4 6 98-40
8. 3 1 96-42 8. 4 7 06-40
8. 3 2 96-42 8. 4 8 06-40
8. 3 3 96-42 8. 4 9 06-40
8. 3 4 98-13 8. 4 10 94-35
8. 3 5 06-40 8. 4 Il 06-40
8. 3 6 98-13 8. 4 12 94-35
8. 3 7 98-13 8. 4 13 94-35
8. 3 8 98-13 8. 4 14 94-35
8. 3 8 M 98-13
8. 3 9 96-42
8. 3 10 98-13
8. 3 Il 98-13
8. 3 12 98-13
8. 3 13 06-50 R
8. 3 14 98-13
8. 3 15 98-13
8. 3 16 98-13
8. 3 17 96-42
8. 3 18 98-13
8. 3 19 06-40
8. 3 20 98-13
8. 3 21 98-13
LISTOF THE LATEST NORMAL NORMAL REVISION: 9

REVISIONS
No Date No Date
O 91-47 5 97-12
1 93-01 6 98-13
2 93-15 7 98-40
3 94-35 8 06-40
4 96-42 9 06-50
350 BA 8.0.P5
06-50 Page 1
FLIGHT MANUAL
SECTION 8
SERVICING
CONTENTS
Page
8.1 GROUND HANDLING
1 EQUIPMENT REQUIRED 1
2 HANDLING - - - - - - - - - - - - - - - - - - _ _ _ _ _ _ 1
8.2 SERVICING INSTRUCTIONS
1 FUELS - - - - - - - - - - - - - - - - - - - - - - - - - 1
2 FUEL ADDITIVES - - - - - - - - - - - - - - - - - - - - - 2
LUBRICANTS - - - - - - - - - - - - - - - - - - - - - - - 2
4 HYDRAULIC FLUIDS - - - - - - - - - - - - - - - - - - - - 3
REFUELLING - - - - - - - - - - - - - - - - - - - - - - 4
R
8.3 TEST SCHEDULE
1 GENERAL - - - - - - - - - - - - - - - - - - - - - - - - 1
2 TEST SHEETS - - - - - - - - - - - - - - - - - - - - - - 2
8.4 DAILY OPERATING CHECKS R
1 OPERATION OF THE BASIC AIRCRAFT - - - - - - - - - - - - 1 R
2 OPERATION OF OPTIONAL INSTALLATIONS - - - - - - - - - - 9 R
OPERATION IN COLD WEATHER - - - - - - - - - - - - - - - 12 R
350 BA 8.0.P6
94-35 Page 1
FLIGHT MANUAL
SECTION 8.1
GROUND HANDLING
1 EQUIPMENT REQUIRED
- For moving the aircraft by hand:

· single or twin handling wheels
· jacking lever.
For towing the aircraft with a tractor
the above-mentioned equipment, plus:
· a towing cable.
2 HANDLING
- Moving the helicopter by hand
On prepared ground
Position the ground handling wheels on the mounting studs according to

aircraft balance.
· Install ground handling wheels (wheels outside skids, see Detail B).
· Check that wheels are correctly locked (see Detail A).
Lift the aircraft onto the wheels using a jacking lever.
Lock in this position with retaining pins.
On rough ground
· Use twin ground handling wheels.

Install as described above.
- Towing the helicopter with a tractor
Prepare the aircraft as above and attach the towing cable.

Elastic cords are wrapped round the undercarriage front arch.
NOTE Handles secured to the tail boom should always be used to guide
the aircraft when towed.
350 BA 8.1
91-47 Page 1
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FLIGHT MANUAL
SECTION 8.2
SERVICING INSTRUCTIONS
1 FUELS
1.1 Fuels
The authorized fuels are given in the LIMITATIONS SECTION. R
The trade names are provided in the TURBOMECA Maintenance Manual. R
1.2 Capacity
Litres U.S. Imp. Kg lb REMARKS

gal gal
TOTAL FUEL Specific weight

TANK CAPACITY 540 143 119 427 940
= 0.79
NON-CONSUMABLE 1.2S 0.33 0.28 1 2.20
FUEL
CONSUMABLE FUEL
REMAINING WHEN
LIGHT COMES ON 60 15.8 13.1 47.4 104
2 FUEL ADDITIVES
The anti-ice additive when used shall meet the requirements of French
Specification AIR 3652 or the equivalent non-French specifications :
MIL-I-27686, D.Eng. RD 2451, PHILIPS PFA 55 MB, NATO 5.748, MIL-I-85470. R
The additive is to be mixed with the fuel in the following proportions:
- Minimum concentration, by volume :

. 0.035 % in a tank already filled
. 0.06 % in fuel to be used for refuelling.
- Maximum concentration, by volume: O.lS %.
If there exists any doubt as to the concentration of additive in the

contents of a fuel tank, the fuel is to be drained from the tank and
replaced by fuel containing a known proportion of additive within the
afore-mentioned limits unless it is possible to measure the concentration
using a differential refractometer.
Instructions permitting the correct concentration of additive to be

obtained are given by the vendor.
3S0 BA 8.2
98-40 Page 1
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FLIGHT MANUAL
5 REFUELLING
- Place the helicopter on a level surface.

- Connect the bowser earthing cable to the electro-static balance connector
(1) on the helicopter.
- Check, on the fuel gauge, 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 refuelling (or defuelling), that the bowser (or the
defuelling 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 tanks, monitoring the quantity of fuel delivered on the bowser
flowmeter.
- Position and lock the filler plug (2), using the key.
- Disconnect the bowser earthing connector from the aircraft electro-static
balance connector (1).
- Check that the difference in the aircraft fuel gauge readings corresponds
to the quantity of fuel delivered and determine the corresponding weight.
R
350 BA 8.2
94-35 Page 3
FLIGHT MANUAL
Refuelling with rotors turning
WARNING: REFUELLING WITH ROTORS TURNING SHALL BE PERFORMED ONLY AFTER

PRIOR AGREEMENT IS GIVEN BY THE COMPETENT AUTHORITY IN COMPLIANCE
WITH OPERATIONAL REGULATIONS.
Observe the normal refuelling safety precautions and comply with the R
additional instructions defined below: R
- Set the aircraft on a firm surface. R

- Head aircraft into forward wind sector + 45° if wind above 15 kt. R
- Lock the collective pitch lever in full-low pitch position.
- Pilot must remain at the flight controls during all refuelling operations R
with rotors turning. R
- No radio transmission or electrical switches action. R
- Limit refuelling at 95 % in order to prevent any fuel spillage.
- The pilot should always have someone in view who can signal to the R
mechanic to stop refuelling.
- No one approaches the aircraft's rotor disc unless acknowledge by R
the pilot. R
- Make sure to close and secure filer plug, report it to the pilot. R
NOTE: IT IS PREFERABLE TO PERFORM ROTOR TURNING REFUELLING AT FLIGHT IDLE R

BUT GROUND IDLE SETTING MAY ALSO BE SELECTED IF LOCAL OPERATIONAL R
CONDITIONS REQUIRE. R
REFUELLING OPERATIONS WITH ROTOR SET AT GROUND IDLE SHOULD BE R
CONDUCTED WITH WIND VELOCITY AT OR BELOW 15 KNOTS WITH A GUST SPREAD R
NOT EXCEEDING 5 KNOTS AND SHOULD NEVER BE CONDUCTED ON AN ELEVATED R
HELIPAD OR OTHER STRUCTURE WHERE A VERTICAL COMPONENT OF WIND MAY BE R
PRESENT. R
REFUELLING WITH ROTOR TURNING REPRESENTS A POTENTIAL HAZARD TO THE R
SAFETY OF THE HELICOPTER, ITS OCCUPANTS OR THIRD-PARTIES. R
350 BA 8.2
06-40 Page 4
FLIGHT MANUAL
SECTION 8.3
TEST SHEETS
1 GENERAL
The test sheets are intended to sum up the checks to be carried out in
flight or on the ground, with rotors turning either after replacement of
major components, or after an extensive operation, or further to periodic
inspections.
The test sheets are in the form of reproducible sheets which can directly
be filled in by the crew.
CAUTION SINCE THESE CHECKS DO NOT FORM PART OF NORMAL HELICOPTER

OPERATION, THEY SHALL BE CARRIED OUT ONLY BY QUALIFIED PERSONNEL
UNDER THE OPERATOR'S RESPONSABILITY.
350 BA 8.3
96-42 Page 1
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FLIGHT MANUAL
SHEET No. HELICOPTER
o AS350
FLIGHT REPORT
WEATHER
DATE : Start : QFE :
QMU :
CREW : Duration :
QAN :
AREA : Number of landings : - Direction :
- Force :
EQUIPPED EMPTY WEIGHT - - • • •• :

Crew - - - • - - - - - • - • - - - • - - - - •••• - :
Ballast -. - - - • - - - • - - • - - •• - - •••• - :
WEIGHT WITHOUT FUEL - - - • - - - :
Fuel • - • - - - - - - • - - - - - - - • - - - - - - • - :
GROSS WEIGHT • - - - - - - - - - - - - - - : CG LOCATION:
MAJOR WORK CARRIED OUT REMARKS MADE BY

BEFORE FLIGHT CREW AFTER FLIGHT
UNITS USED
(cross out as applicable)
WEIGHT FUEL ALTITUDE AIRSPEED

kg - lb kg - lb - I - % m - ft kmlh - kt - MPH
SPECIAL INSTALLATIONS WRITER'SVISA
350 BA 8.3
96-42 Page 3
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FLIGHT MANUAL
HELICOPTER
CHECKS AFTER ENGINE OR MODULE
SHEETNo. REPLACEMENT
1 AS350 Engine starting - Ground run
TEST PHASES AND RESULTS TO BE

REQUIREMENTS OBTAINDED OR RESULTS OBTAINED
LIMITATIONS
ENGINE AND FUEL
SYSTEM CHECK
Switch off booster pump. No Ng or t4 hunting. I Correct I I Incorrect I

I Correct I I Incorrect I
I
Switch on the booster pump. Correct operation of the
pump
I Correct I I Incorrect I
Check injection safety No engine flame-out.
system:
Press the starter pushbutton at
Ng equal to or more than 70 %
]~NGINE SHUT-DOWN
I
Check the engine generator Coast-down time from I Correct I I Incorrect J
coast-down time, after Ng = 30 ,*J : equal to or more •
30 seconds' stabilization than 30 sec.
at Ng between 67 and 72 %.
Apply rotor brake from Rotor stopping time: equal to I Correct I I Incorrect I
NR = 170 rpm or less than 25 s.
350 BA 8.3
06-40 Page 5
FLIGHT MANUAL
HELICOPTER CHECKS AFTER ENGINE OR MODULE

1 AS 350 Hover flight - Acceleration

LIMITATIONS
HOVER IGE (6 ft)
All air bleeds shut off:

Record parameters . Refer to Limitations, in Hpl Lo..- _ __,I OATI ._ I
Flight Manual,
SECTION 2.1.
LWg*
Ng
t4
Fuel press.
Oil press.
Oil temp.
Nf**
NR
* B2 Version
** Except BA-BB versions
Fuel
contents
ENGINE ACCELERATION
Aircraft on the ground.

Increase pitch from fulllow
pitch to hover IGE flight pitch - No engine surge I Correct I I Incorrect I
within 2 to 3 sec.
- Min. transient NR : more
than 360 rpm I Correct I I Incorrect I
- t4 less than max. t4 I Correct I I Incorrect I
350 BA 8.3
98-13 Page 6
FLIGHT MANUAL
HELICOPTER CHECKS AFTER ENGINE OR MODULE

1 AS 350 Level flight - Engine condition

LIMITATIONS
LEVEL FLIGHT AT MAX.
CONTINUOUS POWER
Altitude equal to or less than

3000 ft.
All air bleeds shut off.
Engine condition check:
comply with the Flight Manual
SECTION 4.2.
Record parameters : . Refer to Limitations, in Flight Hp _,__ .....
1 OAT _,__ .....
1
Manual, SECTION 2.1.
ßNg*
Ng
t4
Fuel press.
Oil press.
REMINDER:
Oil temp.
NR = 393 rpm ±1 Nf**
NR
* B2 Version
lAS: I I
Engine condition: refer to
Flight Manual, SECfION 4.2. I Correct I I Incorrect I
BLEED VALVE See TURBOMECA

OPERATION CHECK Maintenance Manual
lAS : 55 kt
Actuate the collective pitch Refer to Flight Manual,

lever to obtain closing then SECTION 4.1. I Correct I I Incorrect I
opening of the bleed valve
350 BA 8.3
98-13 Page 7
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FLIGHT MANUAL
HELICOPTER CHECKS AFTER MRH, FREQUENCY

SHEETNo. ADAPTER OR MAIN ROTOR BLADE
2 AS350
REPLACEMENT
Ground run - Blade track - Unbalance
RESULTS TO BE
TEST PHASES AND
OBTAINDED OR RESULTS OBTAINED
REQUIREMENTS
LIMITATIONS
Fulllow pitch.
BLADE TRACK
Record blade track. Deviation lower than 6 mm.
UNBALANCE
NOTE; The unbalance is to

be checked only
after obtaining a
correct blade track.
Record unbalance
(Accelerometer on base of Unbalance equal to or Final result obtained:
MGB flared housing). less than:
aircraft with low UG : 0.2 ips ips Time
aircraft with high UG : 0.3 ips I I I I
Number ofbalancing plates:
350 BA 8.3
96-42 Page 9
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FLIGHT MANUAL

2
REPLACEMENT
AS350 Level flight at Max. Continuous Power and
VNE (low altitude)
RESULTS TO BE
TEST PHASES AND
LIMITATIONS
Level flight at Max.
Continuous Power.
Altitude equal to or less than
3000ft.
Record parameters: Refer to Limitations in Flight Hp .._I _ _..I OAT .__I _ _..I
~Ng*
REMINDER: Ng
NR : 393 rpm ±1 t4
Nf**
NR
* 82 Version
Fuel
contents
Check performance data: lAS : Refer to Flight Manual lAS: I I

SECTION 5.2 (BA, BB, '____-----I
BI, LI) or SECTION

10 (B2)
Record the blade track and the

value given by the aircraft nose
accelerometer:
a) In stabilized level flight at . Blade track deviation equal to

Max. Continuous Power or less than 6 mm
. yz (aje nose) : equal to or yz in level flight:

less than 0.2 ips
ips Time
--,_ ___,I __
, _ ___,I
350 BA 8.3
98-13 Page Il
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FLIGHT MANUAL

REPLACEMENT
2 AS 350 Level night at Max. Continuous Power and
VNE (low altitude)
RESULTS TO BE
TEST PHASES AND
LIMITATIONS
CHECK OF MAX. NR
Altitude greater than 5000 ft
In autorotation, wi th collecti ve REMINDER:

pitch lever against low pitch
=
stop and lAS 65 kt : 350B2 :
Progressively increase the load Warning Max. NR : 410 rpm
factor, if necessary (pull-up or
tum to the left), in order to bring Max. NR : 430 rpm I Correct I I Incorrect I
the rotor speed, transiently, to
the aural warning threshold (B2)
or to 410 rpm (BA, BB, BI, LI). . N o significant variation of the
vibratory level during or after I Correct I I Incorrect I
the manoeuvre (unbalance)
CAUTION: THIS PAGE MUST ONLY BE REMOVED FROM THE MANUAL AFTER
APPLICATION OF SB 31.00.53.
350 BA 8.3
06-50 Page 13
*RC*
FLIGHT MANUAL
HELICOPTER CHECKS AFTER MRH OR FREQUENCY

SHEET No. ADAPTER OR MAIN ROTOR BLADE
REPACEMENT
2 AS 350 Level flight at Max. Continuous Power and
VNE (lowaltitude)
TEST PHASES AND

RESULTS TO BE
RE QumEMENTS OBTAINED OR RESULTS OBTAINED
LIMITATIONS
CHECK OF MAX. NR
Altitude greater than 5000 ft
In autorotation, with collective REMINDER

pitch lever against low pitch
stop and lAS = 65 kt :
Progressively increase the load Max. NR Warning: 410 rpm
factor, if necessary (pull-up or
turn to the left), in order to bring Max. NR : 430 rpm I Correct I IIncorrect I
the rotor speed, transiently, to
the aural warning threshold.
. No significant variation of the
vibratory level during or after I Correct I IIncorrect I
the manoeuvre (unbalance)
o
lt)
>
~
~--------------------~----------------------~----------------------~
350 BA 8.3
06-50 Page 13
FLIGHT MANUAL
HELICOPI'ER CHECKS AFTER MRH, FREQUENCY

2
REPLACEMENT
AS 350 Level flight at Max. Continuous Power and
VNE (low altitude)
RESULTS TO BE
TEST PHASES AND
OBTAINDED OR RESULTS OBTAINED
REQUIREMENTS
LIMITATIONS
HIGH ALTITUDE
Recommended according to
the type of operation.
Level flight at Max. Continuous
Power.
Altitude about 10000 ft (or
max. altitude compatible with
the operational constraints).
Recordparameters: RefertoLimitationsinFlight Hpi ......
IOAT I,-_ __.I
dNg*
Ng
REMINDER: t4
NR: 393 rpm± 1 J"

Nf**
NR
* B2 Version
Fuel
contents
Check performance data: lAS : Refer to Flight Manual, lAS: .._I__ ---,I
SECTION 5.2 (BA, BB,
BI, LI) or SECTION
10 (B2)
350 BA 8.3
98-13 Page 14
FLIGHT MANUAL
HELICOJYfER CHECKS AFTER MRH, FREQUENCY

2
REPLACEMENT
AS350 Level flight at Max. Continuous Power and
VNE (high altitude)
RESULTS TO BE
TEST PHASES AND
LIMITATIONS
Record the blade track and
the value given by the
a/c nose accelerometer
a) In stabilized level flight at · Blade track deviation equal

Max. Continuous Power to or less than 12 mm
· yz (a/c nose) equal to or less

than 0.35 ips rz in level flight:
iEs Time
I I I I
b) In 30° turn, at the speed · No significant variation of
corresponding to level flight the vibratory level. I Correct I I Incorrect I
at Max. Continuous Power
c) From level flight at Max. · No significant variation of

Continuous Power, accelerate, the vibratory level. I Correct I I Incorrect I
at constant power, up to
VNE.
350 BA 8.3
98-13 Page 15
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FLIGHT MANUAL
HELICOPTER CHECKS AFTER TRH OR TAIL ROTOR

SHEETNo. BLADE REPLACEMENT
4 AS350 Ground run - TRU unbalance
RESULTS TO BE
TEST PHASES AND
OBTAINED OR RESULTS OBTAINED
REQUIREMENTS
LIMITATIONS
CHECK QF TRH
UNBALANCE

Fulllow pitch.
Increase NR up to 270 rpm.
Record unbalance value. . If unbalance is greater than ips Time

1 ips, do not increase NR
beyond 270 rpm. I I I I
Make required corrections. Chordwise balancing:
Recordings
Sector A I I I I
Sector B I I I I
Spanwise balancing:
Recordings
Blade 1 I I I I
Blade 2 I I I I
When unbalance at NR =
270 rpm is less than 1 ips,
increase rotor speed up to
flight idle.
The correction to be applied
shall be a compromise between
the values found at the two ips
rotor speeds to obtain an
unbalance of less than 0.35 ips. I I
350 BA 8.3
96-42 Page 17
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FLIGHT MANUAL
HELICOPTER CHECKS AFTER OPERATIONS ON

SHEETNo. FLYING CONTROLS
5 AS350 Hydraulic checks

REQUIREMENTS OBTAINED OR RESULTS OBTAINED
LIMITATIONS
Start engine as prescribed in
the Normal Procedures of the HYD warning light goes out
Flight Manual, SECTION 4.1. forNR:
less than 200 rpm (warm)
less than 110 rpm (cold) I Correct I I Incorrect I
Fulllow pitch, collective lever
locked.
Test accumulators of main
servo-units:
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pushbutton The aural warning sounds.
Move the cyclic stick in the The loads must not appear I Correct I I Incorrect I
longitudinal, then in the lateral before 3 or 4 motions are
axis by ± 10 % of the total made.
stroke (± 25 mm).
Set TEST HYD back to . The aural warning stops. I Correct I I Incorrect I
Normal. HYD warning light goes out.
Shut off hydraulic pressure on HYD warning light comes on.

collecti ve lever.
The loads appear immediately
I Correct I I Incorrect I I
at the controls.
I
Collective lever hydraulic The aural warning keeps
switch reset to ON. sounding as long as HYD I Correct I I Incorrect I
warning light stays on
(3 to 4 sec.).
350 BA 8.3
06-40 Page 19
FLIGHT MANUAL
HELICOPTER CHECKS AFTER OPERATIONS ON

SHEETNo. FL YING CONTROLS
5 AS 350 Check of the low pitch stop adjustment

LIMITATIONS
ADJUSTMENT OF THE LIMITATIONS :
LOW PITCH STOP
Max. NR : 430 rpm.
Altitude lower than 5000 ft
Perform autorotation with
collective lever against low
pitchstop.
lAS: 65 kt
NOTE: Select the weight and altitude values which allow an NR between 395 and 415 rpm
to be obtained at fuillow pitch.
Do not pull back the fuel flow control lever.
Record the following Hp

parameters:
OAT
Fuel contents
NR in compliance with the
values computed by means of Computed weight
Figure 1 ± 5 rpm t------ __
NR obtained
DesignNR
350 BA 8.3
98-13 Page 20
FLIGHT MANUAL
HELICOPTER
CHECKS AFTER OPERATIONS ON
SHEETNo. FLYING CONTROLS
5 AS350 Check of the low pitch stop adjustment
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FIGURE 1
350 BA 8.3
98-13 Page 21
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FLIGHT MANUAL
HELICOPTER
SHEETNo. CHECK AFTER GENERA TOR OR
6 AS350 ELECTRICAL MASTER BOX REPLACEMENT
TEST PHASES AND RESUL TS TO BE

LIMITATIONS
ENGINE AT FLIGHT IDLE
RATING
BA IT switch OFF.
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350 BA 8.3
96-42 Page 23
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FLIGHT MANUAL
SECTION 8.4
DAILY OPERATING CHECKS
The daily checks must be conducted in accordance with standard aircraft R

practices and the appropriate manufacturer's recommendations, by qualified R
maintenance personnel or by a specially trained pilot. Any alteration or
detailed inspection to determine serviceability as a result of these checks
must be done under the supervision of a properly endorsed Aircraft
Maintenance Engineer and duly entered in the Aircraft Log Book.
NOTE Some certification authorities may require specific qualifications R

from the operators. R
1 DAILY OPERATING CHKECKS APPLICABLE TO THE BASIC AIRCRAFT
Daily helicopter operation requires three checks
- check before the first flight of the day,

- check in conjunction with flight,
- check after the last flight of the day.
1.1 Checks Before The First Flight of the Day (BFF)
REMARK :
IF THE AIRCRAFT HAS BEEN GROUNDED FOR MORE THAN ONE WEEK, BEFORE
OPERATING THE FLYING CONTROLS, WIPE THE SERVOCONTROL PISTON RODS WITH
A RAG IMPREGNATED WITH SERVICE FLUID.
- Check that the area is clean and clear.

- Remove the blade socks, if applicable.
- Perform the following checks.
350 BA 8.4
94-35 Page 1
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FLIGHT MANUAL
STATION 6
- Collective pitch control

and yaw pedals Free travel
- Gas generator control Free movement
- Rotor brake control Free movement
Fuel shut-off control Forward position, snap wire fitted
- Fire extinguisher In place
1.2 Turnaround Check (TA)
The turnaround check consists in
- checking fluid levels,

- a rapid check of the main and tail rotor blade skins,
- checking that all loads are securely tied down, baggage compartment
doors and cowlings are correctly locked.
- check the engine aft reduction gear magnetic plug (without electrical R
indication) : R
. Aft reduction gear magnetic plug R
(PRE MOD TU 232) Every 8 flying hours and daily. R
- Aft reduction gear magnetic plug R
(POST MOD TU 232) Refer to NOTE A § 1.3. R
Should the turnaround time be prolonged, short-term picketing of the

aircraft is recommended: blanking plugs, covers fitted, even blade
socks and poles in winds greater than 40 knots.
CAUTION IN THIS CASE, ALL PICKETING AND HANDLING TOOLING MUST BE

REMOVED BEFORE THE NEXT FLIGHT.
350 BA 8.4
98-40 Page 3
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FLIGHT MANUAL
- LH landing gear . Condition

· Shock absorber . Condition, no leaks
· Wear resistance plate . Condition
- MGB cowlings . Open: condition of locking systems
- MGB oil . Check level
- Transmission deck . Cleanliness
- Bidirectional cross beam . Check for cracks on laminate bearing
pre. Mod.07.2720 upper face, on MGB pick-up side.
SEE NOTE C
- MGB suspension bars Security
- DUNLOP Servocontrols Security, no leaks, no cracks on
the body leading to seepage
- SAMM Servocant ro ls Securi ty, no lea ks
- hydraulic system Security, no leaks, lines
- hydraulic filter Clogging indicator (if fitted)
not visible.
- Hydraulic reservoir Check fluid level, security
- Cooling fan Motor security, condition of blades
Fuel filter Security; check paint marks
clogging indicator not visible
- Universal joint assembly Security, pins in place and locked
- Firewall Condition R
- MAIN ROTOR SHAFT
* Swashplate bearing: check to
be performed within five
minutes after rotor stops .... No abnormal heating felt when touched
with hand, no grease runs, no change
in colour, no scaling of paint.
· Scissors, swashplates, rods,
swivel bearings Condition, security no friction
point or play
· Swashplatelpitch change rod
end-fitting interface No traces of contact, paint scaling
on swashplate attachment yokes
* Pitch change rods
PIN 350A37.150B.00 to .05 .... Rod upper and lower end-fitting paint
marks must be visible and aligned
* Rotor shaft PIN 350A37.1076.00
to .06 inclusive. All visible
section of the shaft,
particularly under the hub ... Condition of paint, no cracks,
crazing, blistering, corrosion or
tool marks.
350 BA 8.4
06-40 Page 5
FLIGHT MANUAL
- MAIN ROTOR HUB Security, general condition
* Star No delamination (splinters)

* Star recesses No cracks
* Spherical thrust bearings
and frequency adapters No elastomer faults, unbonding,
scratches, blisters, extrusion, craks.
* 2-layer frequency adapter Check for clearance between the

adapter and the metal shim.
Refer to NOTE B
· Self-lubricating bearings .... No debris, no play. Refer to NOTE B
· Bushes in the ends of R
the STARFLEX hub arms No space between the adhesive bead R
and the bush. Refer to NOTE B. R
- Flared housing magnetic plug No metal chips. Refer to NOTE A
- Shock mount Security
* MAIN ROTOR BLADES . Security, condition of skin, no

bonding separation of stainless steel
leading edge and no dents.
- Engine air intake . Security, blanking cover fitted
· Manufacturer's air intake . Condition of seal R
- Engine cowling . Open: condition of locking systems
- Engi ne mount . Condition, security
- Engine and engine compartment
· Engine and accessories . General condition, cleanliness
· Systems . No leakage
· Controls . Interference
· Transmission deck drain . Not plugged
- Freewhee l . Operate from the tail rotor:
the free turbine should be driven
when the tail rotor turns clockwise.
When the tail rotor turns counter-
clockwise, the freewheel should de-
synchronize (less important load).
Refer to NOTE B
- Gas generator . When the t4 is less than 150°c,
ARRIEL lB engine modified turning the compressor by hand,
TU 76 or TU 197 and not confirm that the gas generator
modified TU 202 rotates freely and that there
is no abnormal noise
- Tail pipe . Security, blanking cover fitted
- Aft baggage compartment door . Security, closing
STATION 3
- Horizontal stabilizer, fin,

tail bumper Security, condition
- TGB Oil leve l, no lea ks
- Tail rotor guard (if fitted) Security, condition R
350 BA 8.4
98-40 Page 6
FLIGHT MANUAL
STATION 4
- TGB Security by applying a load on the
drive shaft
· Bellcrank hinge pin No Play
· Sealant bead Condition
· Magnetic plug No metal chips. Refer to NOTE A
- Horizontal stabilizer, fin,
tail bumper Security, condition
* TAIL ROTOR BLADES Security, general condition of skin,
no dents, no bonding separation on
the stainless steel leading edge.
* Tail rotor blade spar Check for abnormal spar noise when
the rotor is bent inwards and
outwards to form an arc.
Refer to NOTE B
· laminated half-bearing No bonding separation, deep crack or
emergence
· Blade horn No play
- THR Condition, security
· Pitch change control
· Paint line on pitch change
control and spacer Check alignment R
· Pitch change rod swivel R
bearing Check, (refer to NOTE B) : R
. The absence of play (J) by twisting R
the blades back and forth low R
amplitude movements (A), R
(Refer to Figure 3), R
. The condition of the ball joint by R
visual inspection: R
that no Teflon material has R
squeezed out, that the balls shows R
no signs of burnishing or scoring. R
Figure 3
350 BA 8.4
06-40 Page 7
FLIGHT MANUAL
* BALANCE ARM HINGE: (Flapping

hinge bearing) according to
type :
· Type 1 : cups on either side
of the pin Visual play and no metallic
particles
· Type 2 : flapping bearings ... No play
· Type 3 : bearing outside cone
rubber No cracks, extrusion, bronze
chips
- Tail boom fairing Security
STATION 5
- Battery Security
- RH baggage compartment door Security, condition, locking
- RH landing gear Condition
· Shock absorber Condition, no leaks
· Wear resistance plate Condition
- MGB cowling Open: condition of locking systems
- Transmission deck Cleanliness
- MGB Leaktightness
· Magnetic plug No metal chips. Refer to NOTE A
- Bidirectional cross beam Check for cracks on laminate bearing
pre. Mod.07.2720 upper face, on MGB pick-up side.
Refer to NOTE C.
- MGB suspension bar Security
- DUNLOP Servocontrols Security, no leaks, no cracks on
the body leading to seepage
- SAMM Servocontrols Security, no leaks
- hydraulic system Security, no leaks, lines
- Engine oil tank, system Oil level, security, tightness
- Engine oil cooler Security, no leaks
- Universal joint assembly Security, pin fitted
- Firewall Condition R
- Engine mount Condition, security
- Engine and engine compartment
· Engine and accessories General condition, cleanliness
· Sys terns No lea ks
· Controls Interference
· Transmission deck drain Not plugged
350 BA 8.4
06-40 Page 8
FLIGHT MANUAL
* MAGNETIC PLUG
- ARRIEL engine magnetic plugs .... No metal chips on forward and aft
without electrical indication reduction gear magnetic
plugs.
· Aft reduction gear magnetic
plug (PRE MOD TU 232) Every 8 flying hours and dailYa
· Aft reduction gear magnetic
plug (POST MOD TU 232) Refer to NOTE A.
· Forward reduction gear magnetic
plug (optional) Refer to NOTE A
- Engine and MGB cowlings Closing, locking
STATION 6
Seat Security, pin in place

- Cabin General cleanliness
2 DAILY OPERATING CHECKS FOR OPTIONAL EQUIPMENT
For each optional equipment item installed on the helicopter, the daily
check must include:
- a check before the first flight of the day,
- a check after the last flight of the day.
These checks consist in performing a visual examination of each optional

equipment item in order to check its general condition and security on the
aircraft, in particular for:
- windshield wipers,
- fire extinguisher,
- ski installation,
- air ambulance installation (stretcher),
- flares,
- cargo swing,
- ferry tank,
- blade protection against sand,
- sand filter.
The optional equipment items which require specific checks are listed
below.
AIR EQUIPEMENT OR BREEZE 136 kg(300 lb) ELECTRIC HOIST INSTALLATION
The hoist must be checked by the hoist operator.
- Check that the hoisting blocks and snap hooks function correctly.
- Perform a hoist functional check: unwind the cable over approximately
0.6 m (2 ft) and then rewind it: check that the IIUpliend of travel
contact functions correctly.
- Check to be performed during the ALF check nearest the 30-hour operating
limit.
350 BA 8.4
06-40 Page 9
FLIGHT MANUAL
AIR EQUIPEMENT HOIST fitted with an end-of-travel microswitch monitoring

system
Complete the check with the following
- Switch on the electric hoist.
- Unwind the cable by approximately one to two metres.
Wind the cable
As the cable winds up, check that

- the GREEN light is LIT,
- the RED light is EXTINGUISHED.
On completion of the hoisting operation, maintain the "UP" order using

the hoist operatoris grip.
· During the nupn order, check that:

- the GREEN light is EXTINGUISHED,
- the RED light is EXTINGUISHED.
Maintain the nupn order on the hoist operatoris grip and press the test
pushbutton :
· During the "UP" order, check that :

- the GREEN light is EXTINGUISHED,
- the RED light ILLUMINATES.
Check to be performed every 25 hoisting operations
· Free rotation of the hook.

· Condition of the cable.
· Operation of the cable extraction mechanism.
Operations to be performed every 50 hoisting operations
· Grease the hoist brake assembly.

· Clean then grease the cable winding screw.
350 BA 8.4
94-35 Page 10
FLIGHT MANUAL
EMERGENCY FLOATATION GEAR INSTALLATION
Check before the first flight

Place the emergency floatation gear in low position, pins locked, safety
pin in place.
- Check that the circuit-breakers in the aft baggage compartment are
engaged.
Check after the last flight
- If the aircraft has flown at low altitude over the sea, wash the inflation R
cylinders and the cradle assemblies.
FLOATATION GEAR INSTALLATION
Check before the first flight
Visually check the protective covering and that the floats are clean and
free from tears.
- Check that the pressure in each compartment is 0.300 to 0.450 bar.
Check after the last flight
- After alighting in salty water, wash with soft water.

- After landing on a muddy field, wash with soft water.
Parking
- Park in the shade, if possible, and protect the floats against the heat. R
CROP SPRAYING INSTALLATION
- This optional equipment requires the presence of qualified staff to perform R

the daily operating checks.
ENGINE FIRE EXTINGUISHING SYSTEM
- Check that the pressure of the cylinders is correct.
CARGO SWING
- After the last flight, lightly grease (G354) the end of the load hook at
the lock input.
SSB WIRE ANTENNA INSTALLATION R

- Check the condition and attachment of the wire antenna. R
350 BA 8.4
06-40 Page Il
FLIGHT MANUAL
3 OPERATION IN COLD WEATHER
3.1 General
This section groups all the operating procedures to be followed when

the aircraft is used in particular climatic conditions, such as cold
weather and snow. Aircraft servicing does not require any special tools
or systematic replacement.
3.2 General Recommendations
For rational operation of the aicraft in cold weather and snow, it is

recommended to carry out the following basic operations:
- Remove ice or snow deposits from the whole of the aircraft,

particularly at hinges and movement transmitting items (main rotor,
rotor mast, tail drive and tail rotor, flight controls, engine
controls).
When the aircraft has been subjected to very low temperatures, it is

recommended that:
. either regular ground runs be carried out every two hours for
temperatures of about -20°C and every hour for lower temperatures .
. or preheating of the engine, transmission assemblies and cabin be
effected before take-off (although the helicopter is capable of
carrying out engine start up and rotor spinning at temperatures down
to -40°C).
During the preheating operation, carefully wipe out the deicing water
to avoid all water accretion on the aircraft and water re-lclng as soon
as preheating is over, particularly on the AIR INTAKES and components
located above the air intakes.
PRACTICAL INSTRUCTIONS
- For the preheating and deicing operations, use appropriate heaters in

good condition only. Do not refuel the aircraft while the heaters are
functioning.
- During the preheating operation, do not leave the aircraft unwatched.
Keep an extinguisher available at hand.
- Avoid directing hot air towards the following parts of the aircraft:
tanks and fuel, oil and hydraulic fluid lines.
3.3 lubricants to be used for Transmission Assemblies

Below -25 oC, do not use AIR 3525 (O 155) oil for transmission
assemblies without initial preheating.
The other oils authorized in Section lIMITATIONS of the basic Flight Manual
may be used down to -40 oC without preheating.
NOTE It should be remembered that when changing the oil, the system is
first to be flushed in accordance with the recommendations in the
maintenance publications.
350 BA 8.4
94-35 Page 12
FLIGHT MANUAL
3.4 Use of Batteries for Starting
If the aircraft is not to be used during a long period, it is recommended

that the battery be stored in a warm area.
If a ground power unit is not available, start-up may be carried out
using the aircraft battery or two aircraft batteries connected in
parallel.
The starting envelope is related to the temperature and is indicated
in the Supplement Instructions for Operation in Cold Weather. R
3.5 Preparation for Flight
Independently of the checks prescribed in Sections 8.4.1 and R

8.4.2, perform the following operations and checks R
Main rotor blades
Remove the blade socks, then remove snow if need be and, if necessary,
remove ice from blades using hot air flow at a temperature not exceeding
80 ·C.
Main rotor hub and mast
Remove ice from the swashplates, the scissors, the servo controls and the
rotor head spring antivibrator.
Power plant
Remove the air intake cover and the exhaust nozzle blank after removing
snow from the aircraft surface.
- Remove snow and ice accretion in the vicinity of the air intake, on
either side of the screen and inside the engine air intake duct (remove
the air intake screen if necessary).
- It is imperative that the air intake be clean
Manually and visually check for snow and ice inside the air intake
duct up to the first stage of the compressor
In case of icing :
· remove ice using a wooden or plastic scraper,
· carefully wipe the surface using a cloth soaked with isopropyl
alcohol.
· inspect drains, unblanked scuppers; check for snow and ice on
vent and static ports
350 BA 8.4
94-35 Page 13
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eurocopter
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SECTION 9
OPERATIONAL INFORMATION
EU RO e OPT ERD ir e ct ion T e e h n iq u e S u p port

350 BA 9.0.P1
06-40 Page 1
FLIGHT MANUAL

9. O Pl 1 06-40 9.11 3 93-01

9. O P5 1/01 09-28 R 9.11 4 98-13
9. O P6 1 06-40 9.11 5 93-01
9. 1 1 91-47 9.12 1 93-01
9. 1 2 09-28 R 9.13 1 06-40
9. 1 3 09-28 R 9.27 1 99-48
9. 2 1 02-03 9.27 2 99-48
9. 2 2 99-48 9.27 3 99-48
9. 2 3 02-03 9.27 4 99-48
9. 2 4 02-03 9.27 5 99-48
9. 2 5 02-03 9.27 6 99-48
9. 2 6 02-03 9.27 7 99-48
9. 2 7 09-28 N
9. 2 8 09-28 N
9. 3 1 91-47
9. 3 2 91-47
9. 4 1 98-13
9. 4 2 91-47
9. 4 3 91-47
9. 5 1 91-47
9. 6 1 98-13
9. 7 1 91-47
9. 7 2 91-47
9. 8 1 91-47
9. 8 2 09-28 R
9. 8 3 09-28 R
9. 9 1 98-13
9.10 1 98-13
9.10 2 98-13
9.11 1 93-01
9. Il 2 98-13

REVISIONS
No Date No Date
O 91-47 7 09-28
1 93-01
2 94-35
3 98-13
4 99-48
5 02-03
6 06-40
350 BA 9.0. P5
09-28 Page 1
FLIGHT MANUAL
SECTION 9
OPERATIONAL INFORMATION
CONTENTS
9.1 RECOMMENDATIONS FOR CARGO SLING OPERATION

9.2 EMERGENCY LOCATOR TRANSMITTERS
9.3 SCHERMULY FLARES
9.4 AIR AMBULANCE INSTALLATION
9.5 SWIVELLING LANDING LIGHT
9.6 RETRACTABLE SWIVELLING LANDING LIGHT
9.7 SEARCHLIGHT
9.8 FUELTRON FUEL FLOWMETER
9.9 SKI INSTALLATION
9.10 FREON AIR CONDITIONER
9.11 FAURE HERMAN FUEL FLOWMETER
9.12 WANDEL AND GOLTERMANN HAILERS
9.13 NOISE REDUCTION R
9.14 RESERVED R
to R
9.26 RESERVED R
9.27 MINI-HUMS SYSTEM
350 BA 9.0.P6
06-40 Page 1
FLIGHT MANUAL
SECTION 9.1
RECOMMENDATIONS FOR CARGO SLING OPERATIONS
1 PERSONNEL TRAINING
Cargo sling operations may only be conducted by pilots who already have
considerable experience with their aircraft.
No pilot may make solo cargo-carrying flights without first having

accomplished such operations 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 :
- their position on the ground considering the proposed flight path ;

- the direction in which to move away ;
- the hook-up operation ;
- hand signals to be used or radio instructions ;
- protective equipment : helmets, gloves, glasses (if applicable) ;
- the number of round trips between replenishments ;
- the manner of retrieving slings and nets.
2 MANDATORY 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, straps and slings must be examined thoroughly. Any worn or
frayed components are to be discarded.
The cables, strops and shackles must be capable of carrying three times
the maximum anticipated load.
2.3 Preparation of Loads
Make sure that all participants are well aware of the weight of the
loads.
Ensure that the method of suspension is understood.
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 O.G.E. in calm air over the higher of the two
platforms (take-off or landing).
350 BA 9.1
91-47 Page 1
FLIGHT MANUAL
3 AIRBORNE LOADS
Heavy loads, such as bags of cement or drums of kerosen, 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 IIfloat during transport on the sling.
li
Permeability to air can have a stabilizing effect on a bulky load: for

example, a teleferic 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 ta il 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 in a slightly nose-down attitude when the helicopter is in the hover.
4 IN-FLIGHT PRECAUTIONS
After hooking on the load the~ ground mechanic is to check the position of
the sling cables then move away. The pilot must then make sure that the
mechanic has moved clear and then confirm by signs that he may lift off
the load.
Power must be applied slowly enough to allow the helicopter to centre
itself above the load.
A vertical take-off must be made, avoiding dragging the load along the
ground or striking any obstacle.
If the load starts to swing, 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 ring and
tackle from falling onto the freight.
350 BA 9.1
09-28 Page 2
FLIGHT MANUAL
Even after the mechanic has signalled that the load is released, move
away as if it were not; this is an advisable precaution against possible
misinterpretation of signals.
Never flyaway with an empty net or an unballasted sling.
5 CARGO RING SIZE RULE R

R
Care must be exercised when rigging a load to the cargo hook. R
- It is the responsibility of the operator to assure the cargo hook will R
function properly with each rigging. R
- A placard located on both sides of the A/C illustrates the following: R
Cables, straps, ropes ...must not be used directly on the cargo hook. R
Only one primary ring linked to a unique secondary ring shall be attached R
to the cargo hook. R
- Cargo hook ring size shall respect the following rules: R
R
A···~ : R
·B R
R
R
R
R
R
e R
E
R
R
_/"'- R
\
)
--------------/------- ------------------------------------y--
R
\~
A.....
R
R
-, '- Primary Ring
R
R
Secondary Ring R
R
R
R
Cargo cargo R
Hook Hook A B C E R
manufacturer Reference R
R
R
Breeze Eastern 14027-7 60mm - 63mm 11mm - 12.7mm > 47.3mm = A R
R
R
Breeze Eastern 17149-1 40mm - 43mm 9.6mm - 12.7mm > 27.3mm = A R
R
R
Indraero SIREN S 1609 50mm - 80mm 12mm - 28mm > 50mm < 80mm R
R
350 BA 9.1
09-28 Page 3
FLIGHT MANUAL
SECTION 9.2 R
1. JOLLIET JE2 EMERGENCY LOCATOR TRANSMITTER R
1 GENERAL
The JOLLIET J.E.2 emergency locator transmits radio beacon signals

simultaneously on the international distress frequencies (121.5 MHz and
243.0 MHz) to aid helicopter search and rescue operations.
The unit operates automatically in the event of crash impact. It may be

operated manually by means of a switch on the transmitter front panel,
or by means of a remote control switch.
2 COMPONENTS - LOCATION
- A locator beacon is attached to the structure and is located inside

the rear luggage bay.
- A beacon location label is attached to the outside of the aircraft.
- A control switch is fitted underneath the instrument panel on the
pilot's side.
- An antenna is located on the tail boom.
- A label fitted close to the switch reads
EMERGENCY LOCATOR TRANSMITTER

FOR AVIATION EMERGENCY USE ONLY
3 CHECKS
3.1 Pre-flight inspection
On the instrument panel
- Check that remote control switch is set to "AUTO".
On transmitter, check that :
- On old generation locator beacons

· Check that the switch is set to "AUTO"
· Press in the "RESET" pushbutton
- On new generation (NG) locator beacons

· Set the switch to "OFF/RST" for 2 to 3 seconds
· Set the switch back to "AUTO".
350 BA 9.2
02-03 Page 1
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FLIGHT MANUAL
SECTION 9.2
2. ELT 96 EMERGENCY LOCATOR TRANSMITTER
1 GENERAL
The ELT 96 radio beacon is an emergency transmitter which is used to locate

the helicopter in an emergency. It transmits simultaneouslyon the
international frequencies (121,5 - 243 - 406 MHz).
The transmitter starts operating automatically in case of impact or in case

of cable breakage.
It may be switched on manually via the switch located on the top face of
the transmitter or via the remote control switch located under the
instrument panel.
2 COMPONENT LOCATION
- A transmitter attached to the structure inside the rear cargo hold.

- An external label indicating transmitter location.
- An AUTO - MANU control switch located under the instrument panel on the
pilot's side.
- An AUTO TEST/RESET pushbutton located next to the control switch.
- A red XMIT ALERT indicator light located on the instrument panel on the
pilot's side.
- An antenna on the LH side of the cabin roof.
- A label fitted close to the switch reads :
EMERGENCY LOCATOR TRANSMITTER FOR AVIATION EMERGENCY USE ONLY.
3.1 Pre-flight Inspection
Check the following under the instrument panel

- The remote control switch is set to "AUTO".
CAUTION IF THE SWITCH IS SET TO "AUTO" AND THE CONNECTOR IS UNPLUGGED,

THE TRANSMITTER WILL OPERATE.
Check the following on the transmitter

- The connector is plugged in.
- The switch is set to "AUTO".
350 BA 9.2
02-03 Page 3
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FLIGHT MANUAL
SECTION 9.2
3. NARCO ELT 910 EMERGENCY LOCATOR TRANSMITTER
1 GENERAL
The NARCO ELT 910 emergency locator transmits radio beacon signals
simultaneouslyon the international distress frequencies (121,5 Mhz and
243.0 Mhz) to aid helicopter search and rescue operations.
2 COMPONENTS - LOCATION
- A locator beacon, attached to the structure, is positioned inside the

rear baggage hold.
- An external identification label of the locator beacon.
- A control unit, located on the instrument panel.
- An antenna, located on the tail boom.
- A label fitted close to the switch reads :
EMERGENCY LOCATOR TRANSMITTER FOR AVIATION EMERGENCY USE ONLY.
3 CHECKS
3.1 Pre-flight Inspection
On the instrument panel
- check that remote control switch is set to "ARM".
On transmitter, check that :
- ON-OFF-ARM is set to "ARM".
3.2 Pre-flight Checks
- Select the international distress frequency on the aircraft VHF or

UHF system.
- Set control unit switch to "ON" for approximately two seconds.
- The indicator light on the remote control unit lights up.
- The transmitter output signal should be audible in the headphones.
- Set control unit switch to "ARM".
3.3 Post-flight Check
After landing, ensure that the emergency locator transmitter has not
accidentally been switched on.
350 BA 9.2
02-03 Page 5
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FLIGHT MANUAL
SECTION 9.2
4. KANNAD ( 406 AF and 121 AF-H) EMERGENCY LOCATOR TRANSMITTERS
1 GENERAL
The emergency locators transmit radio beacon signals simultaneously on

the international distress frequencies 121.5 MHz, 243.0 MHz for the
KANNAD 121 AF-H and the 121.5 MHz, 243.0MHz,406.025 MHz for the
KANNAD 406 AF, to aid helicopter search and rescue operations.
It can be actived manually or automatically in case of a crash.
2 DESCRIPTION
The KANNAD 406 AF and 121 AF-H ELT consist essentially of the following
- A transmitter, located in the rear cargo compartment is fitted
with an ARM-ON-OFF switch.
- An antenna located in the upper section of the intermediate structure.
- A remote control panel, located in instrument panel.
2 3 3
ON ~
ON ON
®
TEST
ARMED
TEST/RESET
ARMED
RESET
TEST
REMOTE CONTROL PANEL

KEY
ITEM DESCRIPTION FUNCTION
1 Light - ON : transmission is effective

- Test mode :
One long flash indicates a successful test.
A series of short flashes indicates a
failed test.
Beginning of the test is indicated by a
short flash.
2 Buzzer - Aural signal
3 3 position The switch on the ELT transmitter being set
switch to ARM:
- ON : transmission is activated.
- ARMED: arms the shock sensor circuit
( automatic activation in case of a crash)
- TEST/RESET:
Self-test mode.
In case of activation, the ELT can be
reset by switching to TEST/RESET
350 BA 9.2
09-28 Page 7
FLIGHT MANUAL
3 OPERATION
3.1 Pre-Flight Check
- On transmitter: check that ARM-OFF-ON switch is set to ARM.
- In cockpit: check that remote control switch is set to ARMED.

3.2 Operation Testing
The self-test mode is a temporary mode.

This mode is selected either
- When switching from OFF to ARM the switch of the ELT.
- When switching to TEST/RESET on the remote control panel (provided

that the switch of the ELT is in position ARM).
The buzzer operates during the self-test procedure.
NOTE: It is strictly prohibited to test the ELT by transmitting.
3.3 Post-Flight Check
After landing, set the VHF receiver to 121.5 MHz to ensure that the
emergency locator transmitter has not accidentally been switched on.
4 OPERATING PROCEDURE
4.1 Automatic Operation
The transmitter is actuated automatically in the event of an impact

assuming the switches are set to ARMED and ARM.
NOTE The TEST/RESET position stops locator transmitting and resets the
impact detector.
4.2 ManualOperation
The unit may be actuated manually by setting one control switch to ON.
4.3 Portable Operation
The transmitter may be used for self-contained operation on the ground

as follows:
- Remove the transmitter from its mounting bracket.

- Disconnect the coax from the aircraft antenna.
- Select an unobstructed area.
- Extend the built-in tape antenna.
- Place the unit upright with the antenna on top.
- Switch on the transmitter by setting the ARM-OFF-ON switch to ON.
N
350 BA 9.2
09-28 Page 8
FLIGHT MANUAL
SECTION 9.3
SCHERMULY FLARES
1 GENERAL
SCHERMULY flares are used to illuminate the ground during night operations.
Two flares are carried on a support on the port side of the fuselage.
LOCATION OF SCHERMULY FLARES
2 PILOT'S CONTROLS
Firing of the flares is controlled electrically. The control system

comprises
- a "FLARE" (F.ECL.) pushbutton situated on the control console.

- a firing pushbutton on the pilot's cyclic control grip.
The firing circuit is protected by a fuse situated on the control console

fuse panel.
350 BA 9.3
91-47 Page 1
FLIGHT MANUAL
3 OPERATING PROCEDURE
To fire the SCHERMULY flares:
- Ensure that the hoist and sling functions are not selected.
- Press the FLARE pushbutton, on the control console panel.
- Actuate the trigger to fire the first flare.
- Actuate the trigger again to fire the second flare.
Maximum height for firing the flares is 500 m (1500 ft).
For maximum efficiency, the second flare should be firing higher than
250 metres (800 ft) above ground. It should be noted, however, that if
the ground target is of a combustible nature there is always a risk of
starting a fire if the flares are launched at a height of less than
400 metres (1200 ft) from the ground.
350 BA 9.3
91-47 Page 2
FLIGHT MANUAL
SECTION 9.4
AIR AMBULANCE INSTALLATION
1 GENERAL
The air ambulance duty version is designed to carry one or two stretcher
patients accompanied by one or two medical assistants seated on the R.H.
rear seat.
Folding stretchers are used, they are of the type CARRIER 431 R.
2 DESCRIPTION
The air ambulance installation occupies the L.H. portion of the cabin and
thus precludes any other use of the L.H. side of the aircraft.
It is therefore necessary to remove the copilot's seat, the dual controls
and in some cases the L.H. rear passenger seat. The lower stretcher (6)
is placed on the cabin floor and is secured by straps (3 and 5) to
tie-down rings and fittings.
The upper stretcher (1) is held by brackets (2) on the rear bulkhead,
carried by a support frame (4) at the front, and secured by straps (7) to
the floor tie-down rings.
6 5 4 3
350 BA 9.4
98-13 Page 1
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FLIGHT MANUAL
3.2 Installing the Stretchers
- Open the port side doors.

load the stretchers into place in the cabin forwards .
. Set the lower stretcher on the cabin floor
. Set the upper stretcher on the support post.
- Engage the rear handles of the stretchers in the brackets on the rear
bulkhead.
- Secure the retaining straps and hooks at the front and "PIP" pins
at the rear.
CAUTION THE PATIENTS ARE STRAPPED TO THE STRETCHERS AND MUST BE

EMBARKED FEET FORWARDS, HEAD TOWARDS THE TAIL.
350 BA 9.4
91-47 Page 3
FLIGHT MANUAL
SECTION 9.5
SWIVELLING LANDING LIGHT
1 GENERAL
This swivelling landing light that can be orientated in azimuth, is an

optional equipment item designed to improve safety during the approach
phase and taxiing operations.
This optional equipment is installed on the bottom, forward R.H. side of

the lower structure.
Its lighting power is 450 Watts.
2 CONTROLS
The controls of the swivelling landing light are located on the pilot's
collective pitch lever handgrip assembly.
An ON/OFF switch is used to control the lighting which is confirmed by

the illumination of an indicator light on the instrument panel or on the
Warning-Caution-Advisory panel.
A four-way switch is used to retract and extend the landing light.
3 CIRCUIT PROTECTION
Circuits are protected as follows:
- a 2.S-Amp. fuse on the R.H. side panel for the control circuits,
- a 20-Amp. fuse in the electrical master box for the lighting circuit.
350 BA 9.5
91-47 Page 1
FLIGHT MANUAL
SECTION 9.6
RETRACTABLE SWIVELLING LANDING LIGHT
1. GENERAL
This swivelling landing light that can be orientated both in elevation

and azimuth, is an optional equipment designed to improve safety during
the approach phase and taxiing operations.
This optional equipment is installed on the bottom, forward L.H. side of

the lower structure.
Its lighting power is 450 Watts.
2 CONTROLS
The controls of the retractable swivelling landing light are located on

the pilot's collective pitch lever handgrip assembly and optional, on R
the copilot's collective pitch lever. R
An ON/OFF switch is used to control the lighting which is confirmed by

the illumination of an indicator light on the instrument panel or on the
Warning-Caution-Advisory panel.
A four-way switch is used to retract, extend and orientate the landing

light.
3 CIRCUIT PROTECTION
Circuits are protected as follows:
- a 2.5-Amp. fuse on the R.H. side panel for the control circuits.
- a 20-Amp. fuse in the electrical master box for the lighting circuit.
350 BA 9.6
98-13 Page 1
FLIGHT MANUAL
SECTION 9.7
SEARCHLIGHT
1 GENERAL
The LOCATOR searchlight installation is intended to illuminate the ground

by a swivelling light beam in order to facilitate certain missions (search,
rescue, surveillance ...).
2 COMPONENT LOCATIONS
This installation mainly consists of :
- A 450-W power light (Detail A) secured to the bottom, forward L.H. side
of the lower structure, comprising
· a glass dome (3),

· a swivelling parabolic reflector (4),
· a fixed-arc lamp (5),
· a housing (2),
· a mount (1).
- A control handgrip (Detail B) which, when not used, is hooked onto a

support located between the two seats.
- An amber light near the control handgrip support, which illuminates to

indicate that the searchlight is on.
I
4 3
Detail B Detail A
350 BA 9.7
91-47 Page 1
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FLIGHT MANUAL
SECTION 9.8
FUELTRON FUEL FLOWMETER
1 GENERAL
The "FUELTRON" fuel computer is a device used to monitor a helicopter's

fuel consumption.
From a given quantity of fuel stored in its memory the device can compute :
- The amount of fuel burned

- The amount of fuel remaining
- The flying time remaining.
These values are computed from the momentary consumption which depends
on existing flight parameters.
The computer is powered from the aircraft supply via the battery contact
or the "RAZ-FUEL" pushbutton (if installed) on the control pedestal. The
computer memory has its own battery supply.
2 DESCRIPTION
The indicator on the instrument panel mainly consists of :
- A digital read-out (1) which indicates any one of the following :

. the amount of fuel remaining
. the amount of fuel burned
. the flying time remaining (in hours and tenths of an hour).
- A digital read-out (2) which indicates the momentary consumption.
- A selector switch (3) with which one of the functions of (1) may be
chosen.
- A test selector (6) which :
. in "TEST" position, shows if 1 and 2 are functioning correctly
. in "DIM" position, reduces the brightness of items 1, 2 and 7.
350 BA 9.8
91-47 Page 1
FLIGHT MANUAL
A selector switch (4) used to enter the initial fuel data

· full
· quantity added
· no addition
- A switch (5) used to store in memory the fuel quantity.
- An amber caution light (7) which comes on when the remaining flying time
is less than 0.8 hour.
A white light (9) which indicates the computer is on and the memory is
accessible.
- A pushbutton (8) used to enter data regarding fuel.
3 OPERATION
The IIFUELTRONII measures the fuel flow rate but does not take into account
the fuel contained in the helicopterls fuel tank. It is therefore
essential to program the amount of fuel on board at the beginning of the
flight.
The memory is accessible only when the white light is on. Thus, in order
to enter or add a fuel quantity or to enter a new value, the power must
be cut off using the RAZ FUEL pushbutton (or by switching off the battery
on units not equipped with this function).
NOTE When the engine is shut down but the booster pump is running, the
unburned regulator bleed fuel flow is approximately 45 litres/hour
(12 U.S. Gal ./hour). This flow disappears when the engine is
started.
A) Test
Displays should read all 8 s. 1
B) Entering a Fuel Quantity
3 in ADD position
6 in BRIGHT or DIM position as required
- 4 in ADD position
- 5 in SET by pulses to display the proper value, then R
- 5 in STORE to read the next ten digit and carry out same so until R
thousands R
- 9 illuminate R
- 7 illuminate R
- 8 hold depressed until lights 7 and 9 go off. R
- 3 in FUEL REMAINING position. Read fuel quantity entered.
350 BA 9.8
09-28 Page 2
FLIGHT MANUAL
C) Recalling Parameters before Switching Off Battery
3 in ADD position
6 in BRIGHT or DIM position as required
- 9 on
- 7 on
- 4 in NONE position
- 8 hold depressed until light 9 goes off and light 7 dims R
3 in FUEL REMAINING position. Read fuel quantity stored in memory.
D) Adding Fuel
- Switch off power supply to illuminate light 9 (RAZ-FUEL or battery)

3 in ADD position
6 in BRIGHT or DIM position
- 4 in ADD position
5 in SET by pulses to display the proper value, then R
5 in STORE to read the next ten digit and carry out same so until R
thousands R
- 9 illuminate R
- 7 illuminate R
- 8 hold depressed until lights 7 and 9 go off. R
- 3 in FUEL REMAINING position. Read sum of fuel (remaining fuel plus
added fuel).
E) Entering a Preset Refuelling Quantity

This function is available when the required fuel quantity has been
stored in memory as per procedure set forth in paragraph B.
- 9 on
4 in FULL position
6 in BRIGHT or DIM position
- 5 in middle position
- 8 hold depressed until light 9 goes off. Light 7 dims. R
F) In-Flight Use
3 in BURNEDposition, quantity of fuel burned since memory entry
3 in FUELREMAINING position, quantity entered less quantity burned
3 in TIMEREMAINING position FUEL REMAINING
FUEL FLOW
- FUEL FLOW displayed by lower readout.
350 BA 9.8
09-28 Page 3
FLIGHT MANUAL
SECTION 9.9
SKI INSTALLATION
1 GENERAL
The ski installation is designed for takeoff or landing on normal or

snow-covered ground.
2 DESCRIPTION
The skis are secured to the pads via clamps. SEFA skis have a glass-fiber/ R
resin laminate structure and SURFAIR skis have a metal structure. R
The rear spatula of the ski is reinforced with one or two struts. R
SURFAIR skis enable 4 pairs of Alpine skis to be carried. R
3 OPERATION
Special attention is required to the tail rotor ground clearance when

landing in deep snow.
350 BA 9.9
98-13 Page 1
FLIGHT MANUAL
SECTION 9.10
FREON AIR CONDITIONER
1 GENERAL
The air conditioning system is designed to maintain a comfortable

temperature within the cabin.
2 SYSTEM CONTROLS AND INDICATORS
- Available to the pilot
000
EVA? EVAP CONO CONO
3
1 Rocker switch : OFF neutral Stops system operation

FAN engaged Switches on ventilation
. A/C engaged Switches on ventilation and
air conditioning
2 Rocker switch : LOW neutral Slow ventilation

. HI engaged Fast ventilation
MED engaged Medium ventilation
3 Protection fuses for condenser

and fan blowers
4 Ventilation outlets
- Available to the passengers
Six swivelling and adjustable outlets used to obtain the desired

ventilation rate.
R
350 BA 9.10
98-13 Page 1
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FLIGHT MANUAL
SECTION 9.11
FAURE HERMAN FUEL FLOWMETER
1 GENERAL
This system is used to monitor the quantity of fuel contained in the
helicopter.
The device can compute the following, taking into account the instantaneous
flow rate measured and the quantity of fuel stored in its memory :
- The amount of fuel burned.
- The amount of fuel remaining.
- The flying time remaining.
2 OPERATING PRINCIPLE 1 2
GTM
1
2
Temperature signal
Temperature probe
\
3 Turbine
-
4 Permanent magnet 3
5 Flowrate signal
6 Digital indicator
4
DEBIT FLOW
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T TEST
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Figure 1 - Functional diagram

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350 BA 9.11
93-01 Page 1
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FLIGHT MANUAL
3 DESCRIPTION
3.1 Indicator
7
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6 5 4
ITEM Description Function
1 LH side digital - When switch (7) is in the center position,

displays they indicate :
the remaining flight time (in hours and
minutes)
2. RH sid e dig ita 1 - According to the position of switch (7),

displays they indicate :
the hourly consumption rate of the engine
the amount of fuel remaining,
the amount of fuel loaded at the start,
previously displayed by switch (5).
3 Removable units - Indicates the measuring unit according to

label the position of switch (8) on the rear face
4 Pushbutton - When rotated, adjusts the brightness of the

display lighting.
- When pressed, tests the lighting of the
displays by making the eights appear.
5 "PRESET" switch - Displays the amount of fuel when switch (7)

is in bottom released position.
Reading in tens of units is displayed in
(2)
- Switch position :
Centre : rest
I LH : amount displayed reduces slowly
II RH : amount displayed increases
rapidly.
350 BA 9.11
93-01 Page 3
FLIGHT MANUAL
6 nT.LIMIT" amber - Comes on when only 40 minutes of flight

indicator light remain, providing that the hourly fuel
consumption remains the same.
- Flashes during test routine or when the
indicator batteries are used.
7 Three-position - Up position : indicates hourly fuel

function switch comsumption of the engine (RH display)
- Centre position : indicates remaining
flight time (LH display) and the amount of
fuel remaining (RH display).
- Down position : displays the amount of
fuel available in the fuel tank.
This position is protected by a locking
detent.
8 Unit switch Used to select the desired measure unit.
9 HELICOPTERS type Switch must be set to the corresponding type

of aircraft.
4 OPERATION
NOTE: The standard aircraft fuel quantity gauge readings must take
precedence over the fuel flowmeter computer.
4.1 In flight
- Flow (debit) read on display unit (2).

- Remaining time (T) read on the LH display and remaining quantity REM.Q
read on the RH display.
4.2 On the ground
This operation is carried out when fuel is added in the tank.

- Trip selector switch (7) to DOWN position (position protected by a R
locking system). R
The amount of fuel remaining is indicated on the RH display (2).
Actuating "PRESET" selector switch (5) : R

- toward position (-) slowly reduces the values displayed,
- toward position (+) rapidly increases the values displayed.
After displaying the actual amount of fuel on board, return selector

switch (7) to its initial position.
350 BA 9.11
98-13 Page 4
FLIGHT MANUAL
TESTING THE INDICATOR
When pushbutton (4) is pressed all 8's should appear on the displays, and
indicator light (6) should come on.
If this light flashes the indicator battery must be changed (the "amount
of fuel remaining" information retained in the memory is not valid).
350 BA 9.11
93-01 Page 5
FLIGHT MANUAL
SECTION 9.12
WANDEL AND GOlTERMANN HAILERS

OP 2480
1 GENERAL
The hailers are designed to transmit either messages of a high sound level,
or a continuous signal (siren).
The installation of this optional system does not affect the approved
sections of the Flight Manual.
The effect on the additional performance data is negligible.
2 DESCRIPTION
The system mainly consists of :
- Two amplifiers located in the lH side baggage hold.

- Four hailers fixed two by two on the rear cross beam of the landing gear.
- One microphone located on the RH side of the copilot's seat, and fitted
with two push-buttons: a black one for the mike function and a red one
for the siren.
The system is switched on by means of a push-button and is protected by

a fuse.
350 BA 9.12
93-01 Page 1
FLIGHT MANUAL
SECTION 9.13
NOISE REDUCTION
1 GENERAL
- Adopt a trajectory as far as possible from sensitive areas; otherwise,
fly alongside the noisiest land routes (highways, railways ... ).
- Fly at least at 1000 ft AGL.
- Fly if possible downwind side of the sensitive areas.
- Maintain as much as possible a steady flight avoiding pedals large
movement or over-control.
- Leave the sensitive area as much as possible on the right side of
helicopter.
2 OPERATING IN SENSITIVE AREAS
- Fly-over:
· Adopt lAS = 110 kt (204 km/h) for OAT = + 25°C.
· Increase lAS slightly if OAT is increasing and inversely.
· If possible, increase the ground height to lower the noise effect.
- Take-off and climbing from helipad in sensitive area:

· After the shortest possible acceleration segment, once Vy is reached,
set to MCP while maintaining Vy.
- Approach and landing on helipad in sensitive area:

· Select lAS = 60 kt (111 km/h), with a rate of descent close to
1000 ft/min.
- Take-off and landing from/to a helipad in a non sensitive area but

adjacent to neighbouring sensitive areas (seaside areas for example):
· If possible select a taking-off trajectory opposite to the sensitive
area.
Accelerate until Vy is reached, then start climbing at this speed
with MCP.
· If possible for landing adopt a trajectory facing the sensitive area.
Select Vy with a rate of descent close to 500 ft/min.
Manoeuvres near the ground (around hovering) in sensitive area:
· Avoid unnecessary hovering,
· Avoid quick and repetitive pedal move,
· Prefer right spot turns.
350 BA 9.13
06-40 Page 1
FLIGHT MANUAL
SECTION 9.27
MINI-HUMS SYTEM
1 GENEREAL
The MINI-HUMS SYSTEM is used as a maintenance aid to perform the

acquisition, analysis and recording of the parameters monitored during
the flight. The results of the monitoring operation are processed after
the flight in order to determine the maintenance tasks to be carried out
before resuming the flights.
2 DESCRIPTION
2.1 General layout
The MINI-HUMS installation comprises the following items :

An airborne acquisition and monitoring unit which achieves
- data acquisition,
- data processing,
- data recording,
- user interface function.
An assembly of sensors and wires performing the interface between
the airborne unit and the aircraft .
. A ground station used to process and analyse the recording parameters
and thus determine the maintenance tasks to be performed on the
aircraft.
The data are transferred from the airborne unit to the ground station
via a removable magnetic card of the PCMCrA type.
2.2 Control and display unit
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350 BA 9.27
99-48 Page 1
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FLIGHT MANUAL
2.3 PCMCIA card readers
These card readers can be accessed after unlocking and folding down the
front face of the airborne unit.
NOTE To handle the card, it is recommended to have the aircraft

network de-energized.
2 3
1 Loading orifices Used to insert a PCMCIA card in one of the

two readers.
2 Push-button Used to eject the PCMCIA card out of the

reader.
3 Indicator lights Green : normal operation

Red : card not inserted or, if the card is
inserted, fault condition.
350 BA 9.27
99-48 Page 3
FLIGHT MANUAL
OPERATION
On power-up, the airborne unit is energized and the self-test sequence is

initiated. During this test, if no fault is detected on the computer or
on the PCMCIA card, the PC and DCU lights must be out and the data related
to the aircraft are displayed (refer to the approved section of the Flight
Manual).
3.1 "TEST" function: test and brightness adjustment
The first press on the "TEST" push-button initiates a computer test

sequence. A press on another push-button terminates the test function.
A second press on the "TEST" push-button initiates the test of the

annunciator lights and of the alpha-numeric display panel. The test
sequence lasts until another push-button is pressed.
A third press on the "TEST" push-button gives access to the brightness

adjustment function.
The following procedure must then be observed:
· Rotate the vernier knob to adjust the brightness of the alpha-numeric
display panel.
· When the desired brightness is obtained, press the "TAKE DATA"
push-button to pass on to the next adjustment.
· Rotate the vernier knob to adjust the brightness of the push-buttons.
· When the desired brightness is obtained, press the "TAKE DATA" push-
button to pass on to the next adjustment.
· Rotate the vernier knob to adjust the brightness of the lights.
· When the desired brightness is obtained, press the "TAKE DATA" push-
button to pass on to the next adjustment. Then the sequence reverts
to the adjustment of the display panel brightness and so on.
A press on another push-button terminates the brightness adjustment
function.
3.2 "GMT" function time and date display
One press on the GMT push-button allows the initial power-up screen,
showing the time and date, to be displayed.
To modify these data, the following procedure must be carried out:

· Press the "TAKE DATA" push-button.
· The Hours field starts to blink and the figure can be modified by
means of the vernier knob.
· Press the "TAKE DATA" push-button again to validate the time and pass
on to the next field, and so on.
This function will terminate when all the fields have been selected.
NOTE The modification of the date and time in flight does not affect
the flights of the session being recorded. The modification will
only come into effect when a new session starts.
350 BA 9.27
99-48 Page 4
FLIGHT MANUAL
3.3 "PAC 1" function: automatic engine-power assurance check
During the flight, a press on the PAC 1 push-button initiates an

automatic power assurance check cycle. When the checking process starts,
a blue indicating light illuminates on the instrument panel.
NOTE During all the phases of the engine-power assurance check cycle,
the procedure described in section 4.2 of the Flight Manual must
be applied.
The progress of the automatic power assurance check is shown, on the

alpha-numeric display panel, by the illumination of STB 1, STB 2 or STB
annunciator light. Each phase of the engine-power assurance check
corresponds to a parameter stability check. The further the check
progresses, the more stable the parameters must be. In case of inadequate
stability for one of the parameters, the check will automatically revert
to the previous phase.
At the end of phase No.3, the indicating light on the instrument panel
extinguishes, showing that the engine-power assurance check is over. The
three STB 1, STB 2 and STB 3 lights are illuminated simultaneously and
the result is displayed on the alpha-numeric panel. A rotation of the
vernier knob displays the parameters which have given this result. The
result remains displayed until a new function is selected.
NOTE If another function is selected during the stabilization phases

of the automatic engine-power assurance check, the checking cycle
is aborted.
3.4 "PARM" function: display of parameters in real time
A press on the PARM push-button causes the real-time value of the

monitored parameters to be displayed on the alpha-numeric panel. A
rotation of the vernier knob allows the desired parameter to be selected.
NOTE The ~Ng parameter is not to be taken into account on the 350 BA,
350 BB and 350 BI versions.
3.5 "EVNT" function: event marking
During the flight, the pilot can mark the occurrence of an event for
future analysis by pressing the EVNT push-button. A file containing
the following items is thus created
· The number of the event since the beginning of the session,
· The time,
· The airspeed,
· The OAT
· The altitude.
350 BA 9.27
99-48 Page 5
Str-66
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FLIGHT MANUAL
3.9 "CFRM" function confirmation of the data recorded during the flights
of the session.
This function can only be used on the ground, with the engine and the
rotor stopped. A press on the CFRM push-button activates the function
permitting the data recorded during the session to be validated.
NOTE All the data are validated by default. An information is not

erased when it is not validated. It is simply marked as
"REJECTED".
By pressing one of the "SUMM", "PAC 1", "EVNT", "EXCD" push-buttons, the
pilot can review the recording reports associated with each function. A
rotation of the vernier knob allows the various reports of one same
function to be displayed. When the report to be rejected is displayed on
the screen, press the "TAKE DATA" push-button:
The "REJECTED" message should appear.
The confirmation of the alarms met during the session can be performed
at the end of the limit exceedance confirmation session.
350 BA 9.27
99-48 Page 7
FLIGHT MANUAL
LIST OF SUPPLEMENTS
INCOMPATIBILITY OF UTILIZATION
INFLUENCE ON PERFORMANCE DATA
EASA Approved: 350 BA SUP.0.P1

A 09-28 Page 1
FLIGHT MANUAL
CUSTOMIZATION :
A/C : AS 350 BA No.:
LIST OF ADDITIONAL APPROVED PAGES
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| SUPP. PAGE CODE DATE | SUPP. PAGE CODE DATE |
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| THIS AIRCRAFT DOES NOT OFFER ANY PARTICULAR FEATURES |
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A 09-28 Page 3
FLIGHT MANUAL
LIST OF SUPPLEMENTS
| | |
| SUP. | TITLE |
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| 0 | LIST OF SUPPLEMENTS - INCOMPATIBILITY OF UTILIZATION |
| | INFLUENCE ON PERFORMANCE DATA |
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| 1 | RESERVED |
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| 2 | RESERVED |
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| 3 | RESERVED |
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| 4 | INSTRUCTIONS FOR OPERATION IN COLD WEATHER |
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| 5 | RESERVED |
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| 6 | ENGINE EMERGENCIES TRAINING PROCEDURES |
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| 7 | HYDRAULIC PRESSURE FAILURE TRAINING PROCEDURES |
| | IN CRUISE FLIGHT CONDITIONS |
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| 8 to 10 | RESERVED |
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| 11 | EXTERNAL LOAD TRANSPORT : CARGO SWING |
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| 12 | EXTERNAL LOAD TRANSPORT : CARGO SLING |
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| 13 | SLIDING DOORS |
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| 14 | SAND FILTER |
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| 15 | FLOAT TYPE UNDERCARRIAGE |
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| 16 | SFIM 85 T 31 THREE-AXIS AUTOMATIC PILOT SYSTEM |
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| 17 | EMERGENCY FLOATATION GEAR |
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| 17.1 | EMERGENCY FLOATATION GEAR |
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| 17.2 | EMERGENCY FLOATATION GEAR | R
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| 18 | AIR EQUIPEMENT OR BREEZE ELECTRIC HOIST 136 kg (300 lb) |
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| 19 | RESERVED |
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| 20 | HYDRAULIC PUMP DRIVE COUPLING ON M.G.B. |
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| 21 | FORWARD TWO-PLACE SEAT |
| | | R
R

A 08-44 Page 1
FLIGHT MANUAL
LIST OF SUPPLEMENTS (Cont'd)
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| SUP. | TITLE |
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| 22 | BUBBLE DOOR | R
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| 23 | FUEL HEATING SYSTEM |
| | |
| 24 | LOUDSPEAKER INSTALLATION |
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| 25 | PROTECTION OF THE AIR INTAKE AGAINST INDUCTION OF SNOW |
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| 26 | TWIST GRIP |
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| 27 | MINI-HUMS |
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| 28 | LONG AND SHORT FOOSTSTEPS |
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SPECIAL SUPPLEMENTS
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| SUP. | TITLE |
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| 50 | FERRY FLIGHT FUEL TANK INSTALLATION |
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| 51 | CROP SPRAYING INSTALLATION, SIMPLEX |
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| 52 | BAMBI BUCKET |
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| 53 | RESERVED |
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| 54 | RESERVED |
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| 55 | GPS TNL 2000 APPROACH |
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| 55.1 | GPS KLX 135A |
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| 55.2 | GPS TNL 2101 APPROACH PLUS |
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| 55.3 | GPS GARMIN GNS 430 |
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| 56 | ABSEILING INSTALLATION |
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A 08-44 Page 2
FLIGHT MANUAL
COMPOSITION

CAUTION
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followed by the number of the week in this year.

A 09-28 Page 1
FLIGHT MANUAL
COMPOSITION
The Supplements contains the following additional yellow page(s):
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|SUPPLEMENT |RR No | PAGE |DATE | |SUPPLEMENT | RR No | PAGE |DATE |
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EASA Approved 350 BA SUP.0.P4

A 13-32 Page 1
*RR*
FLIGHT MANUAL
COMPOSITION
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FLIGHT MANUAL
LIST OF APPROVED EFFECTIVE PAGES

EASA CERTIFICATION
- R : Revised, to be replaced
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| SUP. 0 P3 1 |09-28 |R || | | |
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A 09-28 Page 1
FLIGHT MANUAL
1 INCOMPATIBILITY OF UTILIZATION BETWEEN OPTIONAL EQUIPMENT ITEMS
The following list is non-exhaustive and covers only those EASA- R

approved equipment items for which an incompatibility of utilization with
one or more items exists, when there is no incompatibility of installation.
NOTE : Incompatibility of installation between items is stated in the

Master Servicing Recommendations (PRE).
Operation of the following

installations- - - - - - - - - - - - - - - : Makes operation with the
following equipment items
impossible.
ITEM | |SUPPL. |
| | No. |
| | |
15 |Emergency floatation gear |17-17.1|32* - 66 R
| | 17.2 | R
| | |
17 |Float type undercarriage | 15 |32 - 70 - 66
| | |
21 |Ferry flight fuel tank | 50 |22 - 23 - 32 - 41 - 68
| | |
22 |External load carrying |12 - 52|21 - 25 - 32 - 44 - 46 - 66
|installation "CARGO SLING" | |
| | |
23 |External load carrying |11 - 52|21 - 25 - 32 - 44 - 46 - 66
|installation "CARGO SWING" | |
| | |
25 |Air ambulance installation | - |22 - 23 - 32 - 41 - 66
| | |
32 |Electric hoist | 18 |15* - 17 - 21 - 22 - 23 - 25
| | |41 - 44 - 46 - 66
| | |
41 |Crop spraying installation | 51 |21 - 25 - 32 - 44 - 46 - 66
| | |
44 |Forward two-place seat | 21 |22 - 23 - 32 - 41
| | |
46 |Blind flying screen | - |22 - 23 - 32 - 41
| | |
66 |Abseiling installation | 56 |15 - 17 - 22 - 23 - 25 - 32
| | |41 R
| | |
68 |TAP Kit | - |21
| | |
70 |T 31 automatic pilot system | 16 |17
| | |
* Hoisting remains possible when the floats are folded
EASA Approved: 350 BA SUP.0

A 08-44 Page 1
FLIGHT MANUAL
2 INFLUENCE OF OPTIONAL EQUIPMENT ITEMS ON PERFORMANCE DATA
Where several optional equipment items are used simultaneously, the

basic performance data must be reduced by the value corresponding to
the influence of each optional item.
2.1 REGULATORY PERFORMANCE DATA
- Take-off weights
When the installation of an optional equipment item modifies the take-

off weights specified in the basic Flight Manual, the take-off weights
are indicated on new charts.
- Rates of climb
When the rates of climb are modified, the relevant Supplement either
provides a new chart or prescribes a reduction with respect to the
basic performance.
2.2 ADDITIONAL PERFORMANCE DATA
- The reduced performance data are given in a recapitulating table in

Section 5.2.

A 09-28 Page 2
FLIGHT MANUAL
INSTRUCTIONS FOR OPERATION IN COLD WEATHER
Approved 350 BA SUP.4.P1

A 14-40 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



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| | | | | |
| SUP.4.P1 1 | 14-40 | | | |
| SUP.4.P5 1/02 | 14-40 | |A| | | |
| SUP.4 1 | 14-40 | | | |
| SUP.4 2 | 14-40 | | | |
| SUP.4 3 | 14-40 | | | |
| SUP.4 4 | 14-40 | | | |
| | | | | |

A 14-40 Page 1
FLIGHT MANUAL
| | |
| | |
| | |
| NORMAL REVISION 2 date code 94-35 | DGAC approved |
| | On December 14, 1994 |
| | on March 21, 2017 |
| Title | Addition of remarks for icing/snow conditions. |
| | |
| Revised | SUP.4.P1, SUP4.P5, SUP.4 (all pages) |
|information| |
| | |
| Deleted | None |
|information| |
| | |

A 14-40 Page 2
FLIGHT MANUAL
1 GENERAL
This section groups all the operating procedures to be followed when R

the aircraft is operated in cold weather (OAT ≤ 0°C) and/or when aircraft R
is or could be exposed to falling or blowing snow. R
Aircraft servicing does not require any special tools or routine R
replacement. R
2 GENERAL RECOMMENDATIONS
For safe and rational operation of the aicraft in cold weather and snow, R
carry out the following basic operations: R
- Remove ice or snow accumulations from the whole of the aircraft, R

particularly at hinges and on all parts of the dynamic and control R
systems (main rotor, rotor mast, drive and tail rotor, flight controls, R
engine controls). R
- When the aircraft has been subjected to very low temperatures, it is

recommended:
. either to perform regular ground runs every two hours for R
temperatures of around -20°C and every hour for lower temperatures. R
. or to preheat the engine, transmission assemblies and cabin before R
engine starting (even if it is possible to start the engine at R
temperatures down to -40°C). R
3 LUBRICANTS TO BE USED FOR TRANSMISSION ASSEMBLIES
Refer to "limitations" SECTION of the basic flight manual.
NOTE : It should be remembered that when changing the oil, the system is
first to be flushed in accordance with the recommendations in the
maintenance publications.
Approved 350 BA SUP.4

A 14-40 Page 1
FLIGHT MANUAL
4 USE OF BATTERIES FOR STARTING
During long periods in inoperation it is recommended that the battery be

stored in a warm area.
If a ground power unit is not available, start-up may be carried out using
the aircraft battery or two aircraft batteries connected in parallel.
The starting envelope is related to the temperature and is indicated in the
following chart.
5 CHECKS BEFORE FLIGHT R
WARNING: ICE OR SNOW ACCUMULATIONS THAT REMAIN IN OR AROUND THE ENGINE R

AIR INTAK MAY BE INGESTED AND CAN CAUSE A SUDDEN IN-FLIGHT R
ENGINE FAILURE. R
Independently of the inspections prescribed in the basic Flight Manual,

perform the following operations and inspections :
Main rotor blades
Remove the blade socks then remove snow and ice. R

R
Main rotor hub and mast
Check for absence of ice on the swashplates, the scissors, the R

servocontrols and the rotor head spring antivibrator. R
Engine : R
- Remove the engine air intake and exhaust nozzle blanking covers only R
after removal of snow from the aircraft surface. R
- Remove snow and ice accumulation around the air intake, and on either R
side of the screen. R
- Check absence of snow and ice accumulation inside the air intake. R

A 14-40 Page 2
FLIGHT MANUAL
Drains and atmospheric pressure probes R
- Inspect fuel drains, check for absence of snow or ice on all ventilation R
and drain pipes as well as on static ports and Pitot. R
Tail rotor
- Remove the blade socks, then check for absence of ice on the TRH R
assembly (blades, pitch rods...). R
- Manually rotate the tail rotor so that the main rotor performs at least R
a complete turn: R
. Check free rotation (release of rotor brake), R
R
. Check freewheel operation. R
Cabin
- Remove the cabin cover once the inspection is over, to prevent ice from
forming.
- Make sure that the windshield wiper has not remained stuck on the canopy
NOTE: In falling or blowing snow conditions the engine air intake should R
be checked at the end of the exterior checks. The further checks R
before engine starting should then be performed without major delay. R
R
R
R
R
6 STARTING
All the procedures given in this basic manual remain applicable.
7 AFTER STARTING
When nominal speed is reached with the fuel flow control in the gate, check
that all warning, caution and advisory lights are off, that pressure
readings are O.K. Test the hydraulic accumulators with the collective lever
secured at full low pitch. When control loads are felt, move the stick grip
3-4 cm to evaluate the load, then center the stick (no load) and restore
pressure.
If operating loads are considered higher than at normal temperatures, move

the cyclic stick 3-4 cm forward (nose-down) for 2 minutes to warm up the
spherical thrust bearings.
Move the yaw pedals about 50% of their travel range on either side of the
mid-position.

A 14-40 Page 3
FLIGHT MANUAL
8 IN CASE OF ENGINE FAILURE
Following an engine failure at light weight, the stabilized rotor speed may
be below the audio warning threshold : the pilot can switch off the horn
using the relevant pushbutton.
9 AFTER LAST FLIGHT OF THE DAY
- Follow the general recommendations mentioned above. R

- When the rotor stops rotating, place the cyclic pitch stick close to the
neutral position and the collective pitch lever secured at full low pitch,
with tail rotor blades in the horizontal position.
- Do not leave doors open. R
- Install the air intake cover and exhaust nozzle blank.
- When the aircraft is parked in an unsheltered area it is recommended to
apply anti-icing materials and to carry out the aircraft parking and
mooring.

A 14-40 Page 4
FLIGHT MANUAL
ENGINE EMERGENCIES TRAINING PROCEDURES

A 08-15 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
| | | || | | |
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| SUP. 6 P1 1 |08-15 |N || | | |
| SUP. 6 P5 1/01 |08-15 |N || | | |
| SUP. 6 1 |08-15 |N || | | |
| SUP. 6 2 |08-15 |N || | | |
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A 08-15 Page 1
FLIGHT MANUAL
1 AUTOROTATION LANDING TRAINING PROCEDURE WITH FUEL FLOW CONTROL LEVER
1.1 General
This procedure allows training for full autorotation landing with a

simulated engine flame-out or loss of power.
In case of engine sudden loss of power or flame-out, the helicopter will
yaw to the right, the NR will drop and the low NR warning sound will
come on if NR goes below 360 rpm.
1.2 Training procedure
CAUTION : A QUICK REPOSITIONING OF THE FUEL FLOW CONTROL LEVER ABOVE THE
FLIGHT POSITION CAN LEAD TO A ROTOR AND ENGINE OVERPSEED.
- Lower the collective to enter autorotation.

- Maintain NR within the green range of the NR indicator.
- Reduce power maintaining the Ng above 67 %.
- Apply autorotation procedure SECTION 3.1, paragraph 2.1, page 1 of the
present Flight Manual except for the engine, fuel shut-off cock and
electrical items.
- After landing, with the collective at full low pich, bring the fuel
flow control lever to the "flight" detent.
. Rotor speed accelerates to its Normal governed value.
IMPORTANT : Autorotation training shall be conducted within gliding

distance to a landing site suitable for a running landing.

A 08-15 Page 1
FLIGHT MANUAL
2 AUTOROTATION LANDING TRAINING PROCEDURE WITH TWIST GRIP
2.1 General
This procedure allows training for full autorotation landing with a

simulated engine flame-out or loss of power.
In case of engine sudden loss of power or flame-out, the helicopter will
yaw to the right, the NR will drop and the low NR warning sound will
come on if NR goes below 360 rpm.
2.2 Training procedure
- Check that the FLIGHT position stop locking device on the twist grip is
not disabled.
- Lower the collective to enter autorotation.
- Maintain NR within the green range of the NR indicator.
- Move the twist grip to the right out of the "flight" detent to the
idle stop position :
. Engine is set to idle : Ng approx. 70 %.
- Apply autorotation procedure SECTION 3.1, paragraph 2.1, page 1 of the

present Flight Manual except for the engine, fuel shut-off cock and
electrical items.
- After landing, with the collective af full low pitch, reposition the
twist grip in the flight notch :
. Rotor speed accelerates to its Normal governed value.
IMPORTANT : Autorotation training shall be conducted within gliding

distance to a landing site suitable for a running landing.

A 08-15 Page 2
FLIGHT MANUAL
eurocopter
an EADS Corrpany
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
HYDRAULIC PRESSURE FAILURE TRAINING PROCEDURES

IN CRUISE FLIGHT CONDITIONS
lM PORTANT NOTE
The information contained herein supplements or supersedes the information given

in the basic flight manual and/or applicable flight manual supplements.
The effectivity of the supplement at the latest revision is specified on the List of
Effective Pages.
THIS SUPPLEMENT SHALL BE CARRIED IN AIRCRAFT AT ALL TIMES.


03-43 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
SUPPLEMENT PAGE DATE (1) SUPPLEMENT PAGE DATE (1)
SUP. 7 Pl 1 03-43 R
SUP. 7 P5 1/01 03-43 R
SUP. 7 1 03-43 R
SUP. 7 2 03-43 N
SUP. 7 3 03-43 N
LIST OF THE LATEST NORMAL NORMAL REVISION : 1

APPROVED REVISIONS
No Date No Date EASA Approval N° 2004-5287
o 03-11 on 2 juin 2004
1 03-43

03-43 Page 1
FLIGHT MANUAL
1 GENERAL
This procedure allows hydraulic failure training for single hydraulic R

system equipped AS 350 BA. R
In case of loss of hydraulic pressure (HYD red warning light R

illuminates and horn sounds), the hydraulic pressure accumulators allow R
sufficient time to establish the recommended safety speed range, from 40 R
ta 60 kt. R
Then, the pilot must cut-off the hydraulic pressure switch on the R
collective stick and apply the emergency procedures. R
- Failure simulation R
If the pilot selects the IIHYD TESTII pushbutton on the center console to R
"Tes t " (depressed position) in flight, the indications are as follows: R
· HYD light illuminates. R
· HORN continuous sound. R
· Flight controls remain powered by accumulators. R
· Tail rotor pedals exhibit force feedback. R
If the pilot selects the hydraulic cut-off switch on the collective to R
OFF in flight, the indications are as follows: R
HYD light illuminates. R
HORN silent. R
Flight controls exhibit force feedback, pilot must exert the following R
(approximate) forces to maintain 60 Kt level flight R
- Lateral cyclic 4 daN (10 lbs) left. R
- Longitudinal cyclic 5.5 daN (12 lbs) forward. R
- Collective zero at the neutral point but requires force to maintain R
a different collective position. R
Cyclic control feedback forces increase as airspeed is increased. R
Collective force to command more or less power than the neutral point R
may be high, requiring the pilot to pull upwards with approximately R
13 daN (30 lbs) to maintain hover power, and to push downwards with R
approximately 13 daN (30 lbs) to achieve minimum collective pitch. R
So, to simulate a loss of hydraulic power, depressing the IIHYD TESTII R

pushbutton on the central console produces the same effects as a real R
failure: R
· The hydraulic pump pressure is by-passed. R
· The main rotor accumulators give limited time hydraulic assistance R
back-up. R
· The red HYD light comes on, the Horn sounds. R

03-43 Page 1
FLIGHT MANUAL
DDDDDD
HYDRAULIC CUT-OFF
PUSHBUTTON
DDDD~E~[]
DDDDDD
DDDDDD
HYD TEST OR
PUSHBUTTON
~DDDDDD HYDRAULIC CUT-OFF
;DDDDDD
o
PUSHBUTTON
2 TRAINING PROCEDURES R
The training procedures consist of two phases R
- Transition to recommended safety speed from steady flight conditions. R
- Transition to landing. R
CAUTION : DO NOT ATTEMPT TO CARRY OUT HOVER FLIGHT OR ANY LOW SPEED R
MANEUVER WITHOUT HYDRAULIC PRESSURE ASSISTANCE. THE INTENSITY AND R
DIRECTION OF THE CONTROL FEEDBACK FORCES WILL CHANGE RAPIDLY. R
THIS WILL RESULT IN EXCESSIVE PILOT WORKLOAD, POOR AIRCRAFT R
CONTROL, AND POSSIBLE LOSS OF CONTROL. R
NOTE 1 The pilot must ensure that the IIHYD TESTII pushbutton is selected R
off (upper position) prior to cutting off hydraulic assistance. R
NOTE 2 Do not silence the HORN by using the HORN switch. The HORN will R
be silenced when the pilot selects the hydraulic cut-off switch R
to OFF. If the pilot uses the HORN switch to silence the HORN R
before using the hydraulic cut-off switch, this crucial step R
could be forgotten. This could then result in significant R
unbalanced lateral cyclic feedback forces, especially at low R
speed, if one of the lateral accumulators depletes before the R
other one. In addition, de-activating the HORN using the HORN R
switch makes it unavailable to warn the pilot of low or high R
rotor RPM. R
Transition to recommended safety speed: R

- From steady flight conditions: R
Instructor - - - Depress IIHYD TESTII pushbutton on center console. R
Red HYD light Illuminates, Horn sounds. R
Trainee - - - - Reduces collective pitch, set airspeed R
between 40 and 60 kt, safety speed. R
- Once safety speed set or when control loads appear: R

03-43 Page 2
FLIGHT MANUAL
Instructor - Reset IIHYD TESTII pushbutton (upper position), Horn

- - R
stops, HYD light extinguishes. R
Trainee (*)- - - Set the hydraulic switch on the collective to R
OFF, HYD light comes on, moderate control loads R
are felt within 1 or 2 seconds, Horn remains R
silent. R
Aircraft may now be maneuvered around the safety speed to demonstrate R
changes in control loads with speed and maneuvers. R
- Tot e rm in ateth is ph ase : R

Trainee - - - - - - Set airspeed between 40 and 60 kt. R
· Trainee - - - - - - Reset the hydraulic switch on the collective to R
ON. R
Transition to landing: R
NOTE The instructor must ensure that the IIHYD TESTII pushbutton on center R
console is selected OFF (upper position) before the collective R
hydraulic cut-off switch is selected OFF to enable the pilot to R
restore the hydraulic power system by re-setting the hydraulic R
cut-off switch to ON during the training exercise should it become R
necessary. R
- From level flight conditions at 40 to 60 Kt : R

· Trainee - - - - - - Set the hydraulic switch on the collective to R
OFF, HYD light comes on, moderate control loads R
are felt within 1 or 2 seconds, Horn remains R
silent. R
· Trainee (**) - - - - Apply the appropriate emergency landing procedure R
for red HYD warning light, refer to SECTION 3.3 R
page 2 of the present Flight Manual. R
These two different phases can be realized in sequence by stepping from R

step (*) during transition to recommended safety speed to step (**) of R
the transition to landing. R
IMPORTANT: As described in the emergency procedures: R

- Over a clear and flat area, make a flat final approach, R
nose into the wind. R
- Perform a no-hover/slow run-on landing around 10 knots. R
- Do not hover or taxi without hydraulic pressure assistance. R
- After landing, and before any other take-off or hovering flight: R
Trainee - Reset the hydraulic switch on the collective to R
ON to restore hydraulic assistance. R
Crew - - - - Check red HYD light off within 3 seconds, Horn R
sounds briefly the time for the light to go out. R

03-43 Page 3
FLIGHT MANUAL
TRANSPORT OF EXTERNAL LOADS

"CARGO SWING"
"BREEZE EASTERN" (P/N 14027)

OR "SIREN" (P/N S1609)

A 17-24 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:

- |A | .................... Specific to EASA.


| | | | | |
| | | | | |
| SUP.11.P1 1 | 17-24 | | | |
| SUP.11.P5 1/02 | 17-24 | |A | | | |
| SUP.11 1 | 17-24 | | | |
| SUP.11 2 | 17-24 | | | |
| SUP.11 3 | 17-24 | | | |
| SUP.11 4 | 17-24 | | | |
| SUP.11 5 | 17-24 | | | |
| | | | | |

A 17-24 Page 1
FLIGHT MANUAL
| | |
| | |
| | |
| | |
| | |
| | on November 16, 2010 |
| | |
| | on January 17, 2018 |
| Title | Modification of the operating limitation and normal procedure |
| | for the cargo hook |
| | |
| Revised | All pages |
|information| |
| | |
| Deleted | None |
|information| |
| | |

A 17-24 Page 2
FLIGHT MANUAL
1 GENERAL
The "CARGO SWING" external load carrying installation is composed of:

- A suspended pyramid frame (3) designed to reduce swinging of the load,
equipped with a release unit (4). The release unit hook can be opened
electrically or mechanically.
- A control and indicating system, for the pilot, comprising:

. load indicator (1), on the instrument panel, with a zero setting
control (2);
. an electrical system supplying power to the electric release circuit
via a pushbutton, on the control console and a switch on the pilot's
cyclic stick grip;
. an mechanical control handle mounted on the underside of the collective
lever.
The load indicator electrical circuit is protected by a fuse and the
release hook control circuit by two fuses.
2 LIMITATIONS
| |
| EXTERNAL LOAD OPERATIONS MUST BE IN ACCORDANCE WITH OPERATING |
| REGULATIONS GOVERNING THESE OPERATIONS. |
| |
The limitations specified in the basic flight manual and in the flight
manual supplements remain applicable and are supplemented or modified by R
the following: R
- Maximum load
Maximum authorized sling load weight: 907 kg (2000 lb).
- Maximum all up weight with external load
Maximum all up weight with an external load is that at which
hover OGE can be held. (See PERFORMANCE Section of the basic Flight
Manual).
Maximum all up weight with an external load : 2250 kg (4960 lb).
CAUTION: THE MAXIMUM PERMISSIBLE WEIGHT WITHOUT EXTERNAL LOAD IS

LIMITED AS SPECIFIED IN THE LIMITATIONS SECTION OF THE BASIC
FLIGHT MANUAL.

A 17-24 Page 1
FLIGHT MANUAL
- Longitudinal c.g. limits
Use chart below to define longitudinal c.g. limits with respect to

weights.
VNE
Absolute maximum permissible speed with a load on the hook is 80 kt

(148 km/hr - 92 MPH).
NOTE: The pilot is responsible for determining the limit speed

according to the load and sling length. Particular care must be
exercised when bulky loads are carried on the sling.

A 17-24 Page 2
FLIGHT MANUAL
- Operating limitations
The cargo hook system is approved for lifting external load which is R
jettisonable and lifted free of land or water during rotorcraft R
operation. R
R
Operation with an external load which remains in contact with land, water R
or any fixed structure is not demonstrated by the manufacturer. These R
operations shall not be conducted without approval from the responsible R
authority in accordance with the applicable operational regulations. R
R
The external loads are limited to Non Human External Cargo (NHEC) only. R
R
Flight with an empty net or unballasted sling as an external load is R
prohibited unless approved operational limits and procedures provided by R
the operator allow for such an operation. R
Two placards, visible to the ground operator and located near to the
hook indicate:
- The maximum sling load,
- The cargo hook rigging.

A 17-24 Page 3
FLIGHT MANUAL
3 EMERGENCY PROCEDURES
The emergency procedures specified in the basic flight manual and in the
flight manual supplements remain applicable and are supplemented or R
modified by the following: R
Engine failure with external load
- Should an engine failure occur in flight with an external load,

establish autorotational flight and immediately release the load.
- In case of failure during hooking phase, the pilot shall move away the
aircraft to the right. Ground personnel are to be forewarned that in
event of an engine failure they have to move away to the left of the
helicopter.
Electrical load jettisoning failure
- Collective pitch mechanical release .................... ACTUATE
4 NORMAL PROCEDURES
The normal procedures specified in the basic flight manual and in the
Carrying heavy loads is a delicate operation, due to the possible effects

of a swinging load on the flight behaviour of the helicopter. Consequently,
pilots are advised to train with gradually increased sling loads before
undertaking heavy load carrying operations.
The length of the sling cable must be determined in accordance with the
type of the mission. To carry a compact load, it is recommended to use the
shortest possible cable.
Operation with no or low load on a sling cable or in a net must be R

performed in such a way as to ensure that the trailing sling cable or net R
does not come close to the tail rotor. R
For permissible load attachment ring size, refer to the "OPERATIONAL R

INFORMATION" section of this flight manual. R
WARNING 1: THE USE OF LOAD ATTACHMENT RING WITH INCORRECT DIMENSIONS MAY R
LEAD TO LOSS OR JAMMING OF THE LOAD.
WARNING 2: IN WET WEATHER, THE OPERATORS HANDLING HOOK AND LOADS SHOULD R
WEAR THICK RUBBER GLOVES. RELEASE THE CHARGE OF STATIC R
ELECTRICITY BY PLACING AN ELECTRICAL CONDUCTOR CABLE OR TUBE R
BETWEEN THE GROUND AND THE CARGO RELEASE UNIT (HOOK). R

A 17-24 Page 4
FLIGHT MANUAL
- Check of the installation
On the ground, before carrying out a load transport operation:
. Check that the hook opens correctly both in electrical and mechanical
control modes.
. Check the free rotation of the retaining latch and correct operation
of its return spring.
. Zero the load indicator.
. In flight, press the "SLING" (ELING) pushbutton in order to set the
system in readiness for electrical release of the load which will be
accomplished by actuating the pushbutton on the cyclic stick control
grip.
- Takeoff
. When the load is hooked, apply collective pitch very smoothly,

while maintaining the aircraft vertically above the load. When the
cables are tightened, dwell the flight controls briefly before raising
the load.
. Lift the load off the ground vertically, keeping a watch on the load
indicator, then move off in a forward climb.
- Maneuvers
All control movements should be made very gently, with very gradual
acceleration and deceleration, and only slightly banked turns.
- Landing
Establish zero translational ground speed sufficiently high to ensure

that the load is not dragged along the ground, then descend vertically
until the load is deposited. The load indicator reading is zero.
- Release
To release the load, actuate the switch on the cyclic stick.
Check that the load is effectively released.
If the load is not released, actuate the mechanical release handle

to release it.
5 PERFORMANCE
When no external load is carried on the hook, the performances specified in

the basic flight manual and in the flight manual supplements remain
applicable.
- For weight in excess of 2100 kg (4630 lb), the performance curves are
plotted in dotted line on the performance chart contained in the
PERFORMANCE section of the Basic Flight Manual.
- Hover and climb performances may be affected when carrying bulky loads.

A 17-24 Page 5
FLIGHT MANUAL
TRANSPORT OF EXTERNAL LOADS

"CARGO SLING"
"BREEZE EASTERN" (P/N 17149-1)

A 17-24 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



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| | | | | |
| SUP.12.P1 1 | 17-24 | | | |
| SUP.12.P5 1/02 | 17-24 | |A | | | |
| SUP.12 1 | 17-24 | | | |
| SUP.12 2 | 17-24 | | | |
| SUP.12 3 | 17-24 | | | |
| SUP.12 4 | 17-24 | | | |
| SUP.12 5 | 17-24 | | | |
| | | | | |

A 17-24 Page 1
FLIGHT MANUAL
| | |
| | |
| | |
| | |
| | |
| | on November 16, 2010 |
| | |
| | on January 17, 2018 |
| Title | Modification of the operating limitation and normal procedure |
| | for the cargo hook |
| | |
| Revised | All pages |
|information| |
| | |
| Deleted | None |
|information| |
| | |

A 17-24 Page 2
FLIGHT MANUAL
1 GENERAL
The external load-carrying installation includes :
- A release unit featuring electrical and mechanical control of hook

release.
- A control and indicating system, for the pilot, comprising :
. load indicator (1), with a zero setting control (2).
. an electrical system supplying power to the release circuit via
a push-button on the control console and a switch on the pilot's cyclic
stick grip.
. a mechanical control handle mounted on the underside of the pilot's
collective lever or on the rear face of the control quadrant.
The load indicator electrical circuit is protected by a fuse and the

release hook control circuit by two fuses.
2 LIMITATIONS
The limitations specified in the basic flight manual and in the flight R
the following: R
| |
|EXTERNAL LOAD OPERATIONS MUST BE IN ACCORDANCE WITH OPERATING |
|REGULATIONS GOVERNING THESE OPERATIONS. |
| |
- Maximum load
Maximum authorized sling load weight: 750 kg (1660 lb).
- Maximum all up weight with external load
The maximum all up weight with an external load is that at which

hover O.G.E. can be held. (See PERFORMANCE Section of the basic
Flight Manual).
Maximum all up weight with an external load : 2250 kg (4960 lb).
CAUTION : MAXIMUM WEIGHT WITHOUT EXTERNAL LOAD IS LIMITED AS SPECIFIED

IN THE LIMITATIONS SECTION OF THE BASIC FLIGHT MANUAL.

A 17-24 Page 1
FLIGHT MANUAL
- Longitudinal c.g. limits
Use graph below to define longitudinal c.g. limits with respect to

weights.
- V.N.E.
Absolute maximum permissible speed with a load on the hook is 80 knots

(92 MPH) (148 km/h).
NOTE: The pilot is responsible for determining the limit speed

according to the load and sling length. Particular care must be
exercised when bulky loads are carried on the sling.

A 17-24 Page 2
FLIGHT MANUAL
- Operating limitations R
The cargo hook system is approved for lifting external load which is R
jettisonable and lifted free of land or water during rotorcraft R
operation. R
R
Operation with an external load which remains in contact with land, water R
or any fixed structure is not demonstrated by the manufacturer. These R
operations shall not be conducted without approval from the responsible R
authority in accordance with the applicable operational regulations. R
R
The external loads are limited to Non Human External Cargo (NHEC) only. R
R
Flight with an empty net or unballasted sling as an external load is R
prohibited unless approved operational limits and procedures provided by R
the operator allow for such an operation. R
Two placards, visible to the ground operator and located near to the
hook indicate:
- The maximum sling load,
- The cargo hook rigging.

A 17-24 Page 3
FLIGHT MANUAL
Engine failure with external load
- Should an engine failure occur in flight with an external load,

establish autorotational flight and immediately release the load.
- In case of failure during hooking phase, the pilot shall move away the
aircraft to the right. Ground personnel are to be forewarned that in
event of an engine failure they have to move away to the left of the
helicopter.
Electrical load jettisoning failure
- Collective pitch mechanical release .................... ACTUATE
4 NORMAL PROCEDURES
Carrying heavy loads is a delicate operation, due to the possible effects

of a swinging load on the flight behaviour of the helicopter. Consequently,
pilots are advised to train with gradually increased sling loads before
undertaking heavy load carrying operations.
The length of the sling cable must be determined in accordance with the
type of the mission. To carry a compact load, it is recommended to use the
shortest possible cable.
Operation with no or low load on a sling cable or in a net must be R

performed in such a way as to ensure that the trailing sling cable or net R
does not come close to the tail rotor. R
For permissible load attachment ring size, refer to the "OPERATIONAL R

INFORMATION" section of this flight manual. R
WARNING 1: THE USE OF LOAD ATTACHMENT RING WITH INCORRECT DIMENSIONS MAY R
LEAD TO LOSS OR JAMMING OF THE LOAD.
WARNING 2: IN WET WEATHER, THE OPERATORS HANDLING HOOK AND LOADS SHOULD R
WEAR THICK RUBBER GLOVES. RELEASE THE CHARGE OF STATIC R
ELECTRICITY BY PLACING AN ELECTRICAL CONDUCTOR CABLE OR TUBE R
BETWEEN THE GROUND AND THE CARGO RELEASE UNIT (HOOK). R

A 17-24 Page 4
FLIGHT MANUAL
- Check of the installation
On the ground, before carrying out a load transport operation :

Check that the hook opens correctly both in electrical and mechanical
control modes.
Zero the load indicator.
In flight, press the SLING (ELING) pushbutton in order to set the

system in readiness for electrical release of the load which will be
accomplished by actuating the switch situated on the cyclic stick grip.
- Take-off
. When the load is secured, apply collective pitch very smoothly, while
maintaining the aircraft vertically above the load. When the cables are
taut, dwell briefly before raising the load.
. Lift the load off the ground vertically, keeping a watch on the load
indicator, then move off in a forward climb.
- Maneuvers
All control movements should be made very gently, with very gradual
acceleration and deceleration, and only slightly banked turns.
- Landing
Establish zero translational ground speed sufficiently high to ensure

that the load is not dragged along ground, then descend vertically until
the load is deposited. The load indicator reading is zero.
- Release
To release the load, actuate the switch on the cyclic stick grip.
Check that the load is effectively released.
If the load is not released, actuate the mechanical release handle to

release it.
5 PERFORMANCE
When no external load is carried on the hook, the performances specified in

the basic flight manual and in the flight manual supplements remain
applicable.
- For weight in excess of 2100 Kg (4630 lb), the performance curves are
plotted in dotted line on the performance chart contained in the
PERFORMANCE section of the Basic Flight Manual.
- Hover and climb performances may be affected when carrying bulky loads.

A 17-24 Page 5
FLIGHT MANUAL
Oeurocopter
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
SLIDING DOORS
LH door per drawings : 350A 82-2081.00

350A 82-2080.00
or { 350A 82-2080.02
RH door per drawings 350A 82-2081.01

350A 82-2080.01
IMPORTANT NOTE
Effective Pages.
------ * ------
This supplement supports Ihe helicopters delivered by both AEROSPATIALE
and EUROCOPTER FRANCE.
Revisions lO this supplement are made by EUROCOPTER FRANCE using Ihe
same procedures as AEROSPATIALE.
THIS SUPPLEMENT MUST BE INCLUDED IN THE FLIGHT MANUAL WHEN THE

EQUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.

DGAC Approved: 350 BA SUP.13.P1

91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION
(1) Evolution page code
SUP.13 Pl 1 91-47 N
SUP.13 PS 1/01 91-47 N
SUP.13 1 91-47 N
SUP.13 2 91-47 N
SUP.13 3 91-47 N
LIST OF THE LATEST NORMAL

APPROVED REVISIONS
No Date No Date
o 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The aircraft can be fitted with one or two sliding door installations.
These installations are of the same design and symmetrical.
Each installation mainly comprises :

- A small, jettisonable forward door (1), providing access to the pilot's
or copilot's seat.
- A large, sliding, rear door (2), running on three guide rails.
This door is fitted with
· an open position catch (3) (door held fully open)
· an inner control lever (4) connected to the outer handle (5) for
opening and closing the door
· a closing system locking lever (6)(replaced by a lock and a key
after Mod. 1859).
These sliding doors can be opened in flight by the crewmembers for rescue
or hoisting operations, and on ground to facilitate freight loading.
DGAC Approved: 350 BA SUP.13

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FLIGHT MANUAL
The emergency procedures laid down in the basic flight manual remain
applicable but are completed by the following procedures.
If necessary, the forward door(s) can be jettisoned.
Should the DOORS (PORTES) light illuminate the emergency procedures laid
down in the basic Flight Manual remain applicable. Maximum speed shall
be reduced to 60 knots.
4 NORMAL PROCEDURES
When the aircraft is equipped with the sliding door ;nstallation(s), the
procedures laid down in the basic flight manual remain applicable, but
are completed by the following procedures:
In flight with one or two sliding doors open, there ;s a risk of the rear
seat squabs becoming detached at airspeed above 70 knots (130 km/h-81 MPH);
consequently they are to be removed before flying ;n these conditions.
It is also recommended that the security of documents and other objects
carried in the cabin be ensured.
5 PERFORMANCE
Performance data as given in Section 5.1 of the Flight Manual applies
equally to the helicopter fitted with sliding door installation(s) in
closed position.

91-47 Page 3
FLIGHT MANUAL
SAND FILTERS
Optional Installation : OP 0116

A 14-40 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



| | | | | |
| | | | | |
| SUP.14.P1 1 | 14-40 | | | |
| SUP.14.P5 1/02 | 14-40 | |A| | | |
| SUP.14 1 | 14-40 | | | |
| SUP.14 2 | 14-40 | | | |
| SUP.14 3 | 03-16 | | | |
| SUP.14 4 | 97-50 | | | |
| SUP.14 5 | 97-50 | | | |
| SUP.14 6 | 97-50 | | | |
| SUP.14 7 | 97-50 | | | |
| SUP.14 8 | 97-50 | | | |
| | | | | |

A 14-40 Page 1
FLIGHT MANUAL
| | |
| | |
| | |
| | |
| NORMAL REVISION 3 date code 03-16 | DGAC approved |
| | on May 27, 2003 |
| | on March 21, 2017 |
| Title | Addition of remarks for icing/snow conditions. |
| | |
| Revised | SUP 14.P1, SUP 14.P5 (pages 1 and 2), SUP 14 pages (1 and 2) |
|information| |
| | |
| Deleted | None |
|information| |
| | |

A 14-40 Page 2
FLIGHT MANUAL
1 GENERAL
The sand filter installation is designed to protect the engine against

ingestion of sand.
This installation even when it does not use any P2 bleed air, is also
designed to protect the air intake against any potential induction of
snow in flight, in falling snow.
The system mainly consists of the following :
- A filter fitted on the engine air intake and below the ice protection
screen.
- A P2 air pressure supply system.
- An electrical control and monitoring system.
During engine operation, the ambient air flows through separator tubes
which constitute the filter. The filtered air is forced towards the engine
air intake. The sand is evacuated by scavenge tubes ventilated by P2 air.
The electrical circuit supplies an electric valve via the "SAND FILT"
push-button. Opening and closing of the P2 air pressure circuit is
controlled by the electric valve. A blue "SAND F." light comes on to
indicate that the electric valve is fully open. The electrical circuit is
protected by the "SAND FILT." fuse on the side panel.
2 LIMITATIONS
the following: R
- The flight envelope restrictions in case of falling snow are cancelled.
- With the sand filter operating the takeoff Ng and continuous Ng limits
are reduced by 1 %.
All the emergency procedures specified in Section 3 of the basic flight

manual and in the flight manual supplements remain applicable. R
If the P2 air valve fails to open (light remains off), avoid flying the
helicopter in sand-laden atmosphere to prevent premature damage to the
engine.
Should the valve fail to close (light remains on), CONTINUE FLIGHT R
without adverse consequence.

A 14-40 Page 1
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures specified in the basic flight manual and in the R
FAILURE. R
EXTERIOR CHECKS R
- Engine air intake and sand filter: R
. Clean - No foreign object or accumulation of ice or snow in or around R

the engine air intake and no stagnant water at the drain hole. R
CHECKS BEFORE STARTING THE ENGINE
- Test the indicator light located on the instrument panel.
ENGINE POWER CHECK
When checking the engines, make sure that the sand filter and the
heating/demisting systems are switched off.
Use the power check graph provided as figure 4 together with the procedures
described in Section 4.2 of the basic Flight Manual.
FLYING IN SAND-LADEN ATMOSPHERE
- Switch off the heating and de-misting systems if OAT is higher

than 0°C.
- Depress the SAND FILT. (FILTRE AS) pushbutton.
- Make sure the SAND F. (F. SABLE) light illuminates.
NOTE : Operating the sand filter causes t4 temperature to rise by

approximately 20°C.
5 PERFORMANCE
The performance data specified in the basic flight manual and in the R
5.1 Sand Filter Not Operating
Hovering performance IGE : see Figure 1.

Hovering performance OGE : see Figure 2.
Climb performance : see Figure 3.

A 14-40 Page 2
FLIGHT MANUAL
5.2 Sand Filter Operating R
To obtain the sand filter operating performance, subtract following R

Values from the sand filter not operating performance : R
IGE, OGE Hovering Flight
|Weights to be| | | |
| subtracted | OAT ≤ ISA |ISA < OAT ≤ ISA+20°C |ISA+20°C < OAT ≤ ISA+35°C |
| from the | | | |
| values | | | |
|obtained from| - 40 kg | - 80 kg | - 120 kg |
|figures 1 and| | | |
| 2 | | | |
Rate of climb
| Rates of | | | |
| climb to be | OAT ≤ ISA |ISA < OAT ≤ ISA+20°C |ISA+20°C < OAT ≤ ISA+35°C |
| subtracted | | | |
| from the | | | |
|obtained from|-100 ft/min| - 150 ft/min | - 200 ft/min |
| figure 3 | | | |
DGAC Approved 350 BA SUP.14

A 03-16 Page 3
FLIGHT MANUAL

A 97-50 Page 4
FLIGHT MANUAL

A 97-50 Page 5
FLIGHT MANUAL

A 97-50 Page 6
FLIGHT MANUAL

A 97-50 Page 7
FLIGHT MANUAL

A 97-50 Page 8
FLIGHT MANUAL
Oeurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
FLOAT TYPE UNDERCARRIAGE
PER DRAWINGS 350A82-4000.02

82-4001.01
IMPORTANT NOTE
Effective Pages.
This supplement
------*------
supports the helicopters delivered by both AEROSPATIALE
Revisions to this supplement are made by EUROCOPTER FRANCE using the



92-40 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.1S Pl 1 92-40 N
SUP.1S PS 1/01 92-40 N
SUP.1S 1 92-40 N
SUP.1S 2 92-40 N
SUP.IS 3 92-40 N
SUP.IS 4 92-40 N

APPROVED REVISIONS
No Date No Date
o 92-40
DGAC Approved: 3S0 BA SUP.15.P5

92-40 Page 1
FLIGHT MANUAL
1 GENERAL
The float-type landing gear installation consists of two floats secured by

means of two cross-beams on either side of the aircraft.
Since floats are inflated beforehand on ground, there is no control
available to the pilot.
2 LIMITATIONS
Limitations laid down in the basic Flight Manual remain applicable with
the exception of the following specific limitations.
2.1 Float inflation pressure
Min. 300 mb
Max. 450 mb
To comply with these limitations the use of the float-type landing gear
is only possible within a limited altitude envelope which must be
determined by the pilot before each flight. (See para. 4.1).
2.2 Maximum speed
VNE, Power-on
- Absolute VNE is 125 Knots (231 km/hr - 144 MPH) at zero pressure
altitude.
- At higher altitudes this speed is to be reduced by 3 Knots per
1000 ft (18 km/hr per 1000 m, or 3.4 MPH per 1000 ft).
VNE, Power-off
- Absolute VNE is 110 Knots (204 km/hr - 127 MPH) at zero pressure
altitude.
- At higher altitudes this speed is to be reduced by 3 Knots per
1000 ft (18 km/hr per 1000 m, or 3.4 MPH per 1000 ft).
Engine failure over water: Observe the procedure given in the basic
Flight Manual. Land at the lowest possible speed. If waves are high
land the helicopter parallel to the swell.
NOTE : Installation of the float-type landing gear reduces the autorotative

rotor speed by 25 rpm.
The following landings have not been demonstrated

- on land after engine failure
- on water by night.

92-40 Page 1
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FLIGHT MANUAL
16
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4500
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2000
"
2100 2200
(lb)
Figure 1
CONDITIONS
- Height 5 ft - 1.5 m HOVER PERFORMANCE
- Heating and dem;sting systems off I.G.E. ON WATER
- Max. takeoff power

92-40 Page 3
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l'dON'dW lH9Il.:J
FLIGHT MANUAL
_eurocopter
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
SFIM 85 T 31 THREE-AXIS AUTOMATIC PILOT
350 82 7025
350 82 7026
IMPORTANT NOTE
Effective Pages.
This supplement
------*------
Revision. to thl. supplement are made by EUROCOPTER FRANCE using the
.am. procedure ••• AEROSPATIALE.



91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.16 Pl 1 91-47
SUP.16 PS 1/01 95-41 N
SUP.16 1 95-41 R
SUP.16 2 95-41 R
SUP.16 3 95-41 R
SUP.16 4 91-47
SUP.16 5 95-41 R
SUP.16 6 95-41 R
SUP.16 7 95-41 R
SUP.16 8 95-41 R
SUP.16 9 95-41 R
SUP.16 10 95-41 R
SUP.16 Il 95-41 R

APPROVED REVISIONS
No Date No Date
o 91-47
95-41

95-41 Page 1
FLIGHT MANUAL
1 GENERAL
The three-axis (pitch, roll, yaw) autopilot (AP) is intended to hold
the attitudes and heading selected by the pilot.
Additional modes can provide :
- airspeed hold,
- altitude hold,
- acquire and hold of heading selected on the HSI.
The AP unit mainly consists of :
- A control panel on the console.
- A computer underneath the cabin floor on copilot's side that receives
data from the following detectors:
· vertical gyro,
· horizontal situation indicator (HSI),
· gyro-compass,
· air data sensor,
· control pedal displacement detector,
· lateral accelerometer.
- An artificial load release system.
- A control for adjustment of the rudder pedals friction.
- Three control actuators (one per axis).
- Two trim actuators (on pitch and roll axes).
- Three galvanometers (pitch, roll, yaw).
- Three "disengaged channel" indicating lights (P, R and Y).
- An AP coupler monitoring panel.
- A failure monitoring unit.
This module monitors the operation of the pitch and roll channels at
different levels by comparing the data delivered from the instrument
panel vertical gyro and gyro horizon
· Attitude sensors.
· Command inputs generating system.
· Control actuators.
In case of abnormaloperation, this unit warns the pilot and cuts out
the defective channel. It starts operating automatically as the AP
pitch and roll channels are engaged.

95-41 Page 1
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FLIGHT MANUAL
1.2 Instrument Panel Galvanometers (Figure 2)
The galvanometers indicate the position of the series-mounted actuators R

with respect to their middle position; when the actuator is centered, R
the pointer is in the middle. In pitch and roll, the actuators are R
recentered automatically. R
PRY
f)(!)(i) 2 3
CJ4 CJ4
Figure 2
Item Description Direction of Indication R

No.
R
1 P (pitch) galvanometer Indicates a nose-down order given R
by the autopilot R
2 R (roll) galvanometer Indicates a roll-to-right order R
given by the autopilot R
3 Y (yaw) galvanometer Indicates a yaw-to-left order given R
by the autopilot R
4 Amber indicator lights When on, the associated channel(s) R
is (are) not enQaged R
NOTE : The yaw galvanometer pointer is recentered by moving the

rudder pedals in the direction shown by the pointer.
1.3 Cyclic Stick Grip Controls
The autopilot controls are located on pilot's and copilot's cyclic stick
grips (if dual controls installed) :
- A four-way beep-trim button. Allows the pilot to operate the stick and
change the aircraft attitudes.
- A trim release pushbutton. Momentarily releases pitch and roll channel
artificial feel loads.
- A pushbutton. Disengages AP system.
1.4 Vertical Gyro Valid Data Light (If installed)
An amber GYRO light on the failure monitoring panel illuminates to

indicate that the vertical gyro valid data signal is lost.

95-41 Page 3
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FLIGHT MANUAL
2 LIMITATIONS
Apart from the specific limitations given below, all the limitations laid
down in Section 2 remain applicable:
- When the aircraft is on the ground, the AP must be disengaged except
when checks are to be performed.
- Do not engage the AP before take-off if trim test is not satisfactory.
- If height is less than 400 ft (120 m), the pilot must keep his hand
on the cyclic stick.
- Minimum gross weight with AP in operation : 1300 kg.
All emergency procedures specified in Section 3 of the basic Flight Manual
remain applicable, together with the following additional procedures.
3.1 General
If jerks or sudden movements independent of air turbulence are felt
during flight with autopilot engaged, this may be caused by the
autopilot. Consequently disengage the autopilot :
- If the anomaly disappears after disengagement, re-engage each channel
in turn until failure is identified. Retain channels that operate
properly.
- If the anomaly persists the AP is not at fault. Re-engage the
autopilot if required.
3.2 Failure of hydraulic system
- Comply with procedure specified in Section 3.
- Disengage AP
3.3 Failure of the vertical gyro or gyro horizon
INDICATION SYMPTOM PILOT'S ACTION
- AP light blinks for - Automatic disengagement - Manual control by the

10 sec. (Fig. 4). of pitch and roll pilot.
channels or of failure The yaw channel
monitoring unit. remains operative
- GYRO light illuminates - The HOG, ALT and AIS
or gyro horizon flag modes are inoperative.
comes into view. - Continue flight.
- P, R, MONIT pushbutton
lights on AP control
panel go out (Fig. 1).
- P and R lights (below
galvanometers)
illuminate (Fig. 2,
Detail 4).

95-41 Page 5
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FLIGHT MANUAL
3.7 Blockage of artificial load system
INDICATION SYMPTOM PILOTIS ACTION
- Blockage of cyclic stick - Release the stick R

trim loads : R
R
. The blockage disap- R
pears : disengage R
the stick trim R
release pushbutton R
and continue flight. R
R
. The blockage per- R
sists : break
mechanical shear pin
of load compensator
shaft by applying a
10 daN load approx.
on cyclic stick.
3.8 A.C. power supply failure
INDICATION SYMPTOM PILOTIS ACTION
- AP light blinks for - AP disengages automati- - Check that ALTER

10 sec. (Fig. 4). cally pushbutton is pressed
in.
- Continue flight
without autopilot.
3.9 Total power supply failure

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

95-41 Page 7
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FLIGHT MANUAL
| |
| RR 2A |
| |
Paragraph 4 NORMAL PROCEDURES
Replace the paragraph 4.1 by the following paragraph:
4.1 Checks before take-off
- Push-buttons :
. TRIM RELEASE (ARTIFICIAL ||
LOADS) - - - - - - - - - - - - ||
. PITCH TRIM ACTUATOR - - - - - || -- Released
. ROLL TRIM ACTUATOR - - - - - - ||
- Cyclic stick - - - - - - - - - - | - Apply a low friction. To
| reduce the friction do not
| completely unscrew the
| adjustment nut
- Rudder pedals - - - - - - - - - | - Apply a moderate to high
| friction
- Static inverter - - - - - - - - | - Push-button pressed in
- Horizontal Situation Indicator - | - HDG flag not visible
- Pilot's gyro horizon - - - - - - | - Flag not visible
NOTE: A too high cyclic friction and/or a too low pedal friction can lead
to a malfunction of the AFCS.
EASA Approved 350 BA SUP.16

A 13-32 Page 8
*RR*
FLIGHT MANUAL
4.1.2 Failure monitoring unit test
- Pitch channel engaged - Pitch pushbutton light

illuminates (Fig. 1).
- MONIT pushbutton light
- Actuate four-way button to offset - Cyclic stick moves in the
cyclic stick in pitch direction. chosen direction.
- Test selector switch set to MONIT, - Cyclic stick stops moving.
(Fig. 4). - Galvanometer re-centers
(1 ight on).
- AP warning light flashes
(Fig. 4).
- GYRO warning light illuminates
(Fig. 4).
flashes (Fig. 1).
- Pitch pushbutton light
extinguishes (Fig. 1).
- Test selector switch set to O
- Roll channel engaged. - Roll pushbutton light
Same procedure as the pitch channel.
4.1.3 Pitch trim test
- Pitch channel engaged. - Relevant pushbutton light
(Fig. 1) illuminates; R
ON appears. R
- Test selector switch set to TRIM - TRIM caution light (Fig. 4)
(Detail on Fig. 4). illuminates with 2-second
time delay, then alternate
nose-up displacement of cyclic
stick with TRIM light (Fig. 4)
blinking.
- Test selector switch set to o.
- Disengage pitch channel. - P pushbutton light (Fig. 1)
extinguishes.
4.1.4 Roll trim test
- Roll channel engaged. - Same as pitch trim test above
- Test selector switch set to TRIM. with alternate displacement
of cyclic stick to the left.
- Test selector switch set to O.
- Disengage roll channel.
CAUTION DO NOT OPERATE THE AUTOPILOT IF THE TRIM LIGHT DOES NOT
ILLUMINATE OR REMAINS ON STEADY DURING THE TEST.

95-41 Page 9
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FLIGHT MANUAL
4.3.1.3 Coordinated turns (TIC)
When airspeed ;s above 50 kt (92 kmlh - 57 MPH), the pilot can

alter heading by flying the aircraft to a bank angle above 7·. The
yaw channel then coordinates the turn.
4.3.2 Addit;onal modes (HOG, ALT, AIS)
4.3.2.1 Selected heading (HOG)
This mode may be operated when the airspeed is above 50 kt (92 ~/h -
57 MPH).
When this mode is engaged, the autopilot captures and holds the
heading selected on the HSI via the roll channel (the roll attitude
reference ;s then nil). The yaw channel provides coordination.
4.3.2.2 Altitude (ALT)
This mode may be operated when the airspeed is above 60 kt (111 kmlh -
69 MPH).
When this mode is engaged, the autopilot holds the engagement

altitude through the pitch channel.
NOTE : It is recommended to engage this mode only when vertical

speed is lower than 1000 ft/min.
4.3.2.3 Airspeed (AIS)

This mode may be operated when the airspeed is above 50 kt (92 km/h -
57 MPH).
When this mode is engaged, the autopilot holds the engagement

airspeed through the pitch channel.
4.4 After landing
Disengage the autopilot via the cyclic stick pushbutton.
5 PERFORMANCE
Not affected.

95-41 Page Il
FLIGHT MANUAL
EMERGENCY FLOATATION GEAR
Per part numbers :
LH equipped container: 158170

RH equipped container: 158171

A 08-44 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
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A 11-48 Page 1
FLIGHT MANUAL
1 GENERAL
The emergency floatation gear is approved for emergency use (not for R
ditching according to JAR / FAR 27) i. e. to aid in keeping the rotorcraft R
sufficiently upright and in adequate trim to permit safe and orderly R
evacuation in case of emergency alighting on water. R
The installation is designed to allow the aircraft to land on an airstrip

or prepared hard ground with floats inflated.
The emergency floatation gear comprises:
- Two skid assemblies.

- Two parallel float assemblies, one on either side of the helicopter.
- A float inflation system including two cylinders.
- An electrical control system.
2 LIMITATIONS
manual supplements remain applicable and are completed or modified by the
following:
- Floats stowed, system not armed.

. No special limitations.
- Floats stowed, system armed or floats inflated.

. Maximum IAS in powered flight : 120 kt (222 km/h - 138 MPH).
. Maximum IAS at less than 40% torque : 80 kt (148 km/h - 92 MPH).
- When flying over water at an altitude below 400 ft (122 m) the floatation
system must be armed.
- Maximum altitude for float inflation: 6600 ft (2000 m).
- Maximum weight, floatation armed: 1900 kg (4200 lb).
- Minimum weight: when the OAT is lower than 0°C, the minimum weight
must remain greater than 1480 kg (3263 lb), in order to comply with
the min. rotor rpm upon engine failure.

A 11-48 Page 1
FLIGHT MANUAL
The emergency procedures specified in the basic flight manual and in the R
flight manual supplements remain applicable and are completed or modified R
by the following: R
R
In the event of engine failure or other need for ditching, check rotor R
rpm and apply the following procedure: R
R
- Arm the emergency floatation system. R
R
- Fire the float inflation cartridges (Recommended maximum firing speed R
80 kt (148 km/h - 92 MPH). R
R
NOTE: A deceleration with a pitch down movement can occur when firing R
the floatation gear at a speed greater than 80 kt (148 km/h). R
R
- Complete the autorotation procedure as described in the basic manual. R
Ditch broadside-on to the sea; avoid ramming of the nose of the floats R
on touch-down.
NOTE: Inflation of emergency floatation system reduces the rotor speed R

by 20 rpm in autorotation descent.
IMPORTANT NOTE: WHEN THE HELICOPTER IS AFLOAT, THE FORWARD DOORS MUST
BE OPENED BY ACTUATING THE JETTISON CONTROL.
4 NORMAL PROCEDURES
by the following: R
- External checks:
. Float covers properly laced.
. Floats locked down. R
. Correct cylinder pressure.
Limit pressure values are given by one of the following tables: R
R
. Equipped cylinder ref. 78825 (Pre Mod. 1485) R
| | | | | | | | | | | |
| OAT |-40 |-30 |-20 |-10 | 0 | 10 | 20 | 30 | 40 | 50 | R
| Temperature °C | | | | | | | | | | |
| | | | | | | | | | | |
|Pression MAX |151 |161 |171 |181 |191 |201 |211 |220 |230 |240 |
|PRESSURE | | | | | | | | | | |
| (BAR) | | | | | | | | | | |
| MINI |148 |157 |167 |177 |187 |196 |206 |216 |226 |236 |
| | | | | | | | | | | |

A 08-44 Page 2
FLIGHT MANUAL
. Equipped cylinder ref. 78825-1 (post Mod. 1485) R

R
| | | | | | | | | | | | R
| OAT |-40 |-30 |-20 |-10 | 0 | 10 | 20 | 30 | 40 | 50 | R
| Temperature °C | | | | | | | | | | | R
| | | | | | | | | | | | R
| Pression MAX |162 |173 |183 |193 |203 |214 |225 |235 |245 |255 | R
| PRESSURE | | | | | | | | | | | R
| (BAR) | | | | | | | | | | | R
| MINI |137 |146 |156 |166 |176 |185 |195 |205 |214 |224 | R
| | | | | | | | | | | | R
NOTE: A placard (ref. 205698.0) located near the cylinders indicates R

the limit pressure values. R
R
- Arming the emergency floatation gear
. Depress the FLOAT ARMING (ARM.FLOT.SEC.) pushbutton switch. R

. Check that both lights come on in the FLOAT FIRING (PERCUT FLOT SEC) R
pushbutton switch. R
5 PERFORMANCE
With the emergency floatation system in stowed position, the performance R

specified in the basic flight manual and in the flight manual supplements R
remain applicable and are completed or modified by the following: R
- The rate of climb must be reduced by 50 ft/min (0.25 m/s) at Vy = 55 kt R

(102 km/h - 63 MPH). R
- The cruising speed reduction is about 2 kt (3.7 km/h). R

A 08-44 Page 3
FLIGHT MANUAL
EMERGENCY FLOATATION GEAR
Per references:
LH equipped container: 200738-0

RH equipped container: 200737-0
EASA Approved: 350 BA SUP.17.1.P1

A 08-44 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
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| SUP.17. 1 P1 1 |08-44 | || | | |
| SUP.17. 1 P5 1/01 |11-48 |R || | | |
| SUP.17. 1 1 |11-48 |R || | | |
| SUP.17. 1 2 |08-44 | || | | |
| SUP.17. 1 3 |08-44 | || | | |
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A 11-48 Page 1
FLIGHT MANUAL
1 GENERAL

or prepared hard ground with floats inflated.
The emergency floatation system comprises:

2 LIMITATIONS
following:
- Floats stowed, system not armed:

- Floats stowed, system armed or floatation gear inflated:

. Maximum IAS in powered flight: 135 kt (250 km/h).
. Maximum IAS at less than 40% torque: 100 kt (185 km/h).
gear must be armed.
- Minimum weight : when OAT is lower than 0°C, the minimum weight
should remain greater than 1480 kg (3263 lb) in order to comply with
the min. rotor rpm upon engine failure.
EASA Approved: 350 BA SUP.17.1

A 11-48 Page 1
FLIGHT MANUAL
by the following: R
In the event of engine failure or other need for ditching, check rotor
rpm and apply the following procedure:
- Arm the emergency floatation system. R
- Fire the float inflation cartridges (Recommended maximum firing speed

80 kt (148 km/h - 92 MPH). R
NOTE: A deceleration with a pitch down movement can occur when firing the R
floatation gear at a speed greater than 80 kt (148 km/h). R
- Complete the autorotation procedure as described in the basic manual. R

Ditch broadside-on to the sea; avoid ramming of the nose of the floats R
on touch-down.
NOTE: Inflation of emergency floatation system reduces the rotor speed R

IMPORTANT NOTE: WHEN THE HELICOPTER IS AFLOAT, THE FORWARD DOORS MUST
BE OPENED BY ACTUATING THE JETTISON CONTROL.
4 NORMAL PROCEDURES
by the following: R
- External checks:
. Float elements locked down. R
Limit pressure values are given by the following table:
. Equipped cylinder 200740-1 (pre Mod. 07-3026) R
| | | | | | | | | | | |
|OAT TEMPERATURE °C |-40 |-30 |-20 |-10 | 0 | 10 | 20 | 30 | 40 | 50 |R
|FAHRENHEIT DEGREES |-40 |-22 |- 4 | 14 | 32 | 50 | 68 | 86 |104 |122 |
| | | | | | | | | | | |
| | | | | | | | | | | |
| BARS MAX |256 |266 |277 |287 |298 |309 |321 |332 |344 |356 |R
| PRESSION PSI MAX |3713|3958|4018|4163|4322|4482|4656|4815|4989|5163|R
| PRESSURE | | | | | | | | | | |R
| | | | | | | | | | | |R
| BARS MINI|238 |248 |258 |268 |279 |290 |301 |312 |324 |335 |R
| PSI MINI|3452|3597|3742|3887|4047|4206|4366|4525|4699|4859|R
| | | | | | | | | | | |
NOTE: A placard (ref. 205702-0) located near the cylinders indicates R

the limit pressure values. R

A 08-44 Page 2
FLIGHT MANUAL
. Equipped cylinder 200740-2 (post Mod. 07-3026) R
NOTE: A placard (ref 217664-0) located near the cylinders indicates the R
limit pressure values. R
- Arming the emergency floatation gear:

. Depress the FLOAT ARMING (ARM.FLOT.SEC) pushbutton switch R
. Check that both lights come on in the FLOAT FIRING (PERCUT FLOT SEC) R
pushbutton switch. R
5 PERFORMANCE
With the emergency floatation system in stowed position, the performance R

specified in the basic flight manual and in the flight manual supplements R
remain applicable and are completed or modified by the following: R
- The rate of climb must be reduced by 50 ft/min (0.25 m/s) at Vy = 55 kt R

(102 km/h - 63 MPH). R
- The cruising speed reduction is about 2 kt (3.7 km/h). R

A 08-44 Page 3
FLIGHT MANUAL
EMERGENCY FLOATATION SYSTEM
Per part numbers :
LH equipped container: 158210-1

RH equipped container: 158215-1

A 08-44 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
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| SUP.17. 2 P1 1 |08-44 | || | | |
| SUP.17. 2 P5 1/01 |11-48 |R || | | |
| SUP.17. 2 1 |11-48 |R || | | |
| SUP.17. 2 2 |08-44 | || | | |
| SUP.17. 2 3 |08-44 | || | | |
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A 11-48 Page 1
FLIGHT MANUAL
1 GENERAL

or prepared hard ground with the floats inflated.
The emergency floatation system comprises:

2 LIMITATIONS
following:
- Floats stowed, system not armed.

- Floats stowed, system armed or floats inflated.

. Maximum IAS in power-on flight: 120 kt (222 km/h - 138 MPH).
. Maximum IAS at less than 40% torque: 80 kt (148 km/h - 92 MPH).
system must be armed.
- Minimum weight: when OAT is lower than 0°C, the minimum weight must
remain greater than 1480 kg (3263 lb) in order to comply with the min.
rotor rpm upon engine failure.

A 11-48 Page 1
FLIGHT MANUAL
flight manual supplements remain applicable and are completed or modified
by the following:
In the event of an engine failure or any other need for ditching, check
rotor rpm and apply the following procedure:
- Arm the emergency floatation system.
- Fire the float inflation cartridges (Recommended maximum firing speed

80 kt (148 km/h - 92 MPH).
NOTE: A deceleration with a pitch down movement can occur when firing
the floatation gear at a speed greater than 80 kt (148 km/h).
- Complete the autorotation procedure as described in the basic manual.

Ditch broadside-on to the sea; avoid ramming of the nose of the floats
on touch-down.
NOTE: Inflation of emergency floatation system reduces the rotor speed

IMPORTANT NOTE: WHEN THE HELICOPTER IS AFLOAT, THE FORWARD DOORS MUST BE
OPENED BY ACTUATING THE JETTISON CONTROL.
4 NORMAL PROCEDURES
by the following:
- External checks:
. Floats locked down.
Limit pressure values are given by one of the following tables:
. Equipped cylinder ref. 78848 (pre Mod 07-1485)
| TEMPERATURE °C |-40|-30|-20|-10| 0 | 10| 20| 30| 40| 50|

| OAT | | | | | | | | | | |
| |Max |192|205|219|233|247|260|273|287|301|312|
| Pressure PRESSION | | | | | | | | | | | |
| (BAR) |Mini|175|188|202|215|229|242|255|269|282|294|
| | | | | | | | | | | | |

A 08-44 Page 2
FLIGHT MANUAL
. Equipped cylinder ref. 78848-1 and 212117-0 (post Mod 07-1485 and
pre Mod 07-3027)
| TEMPERATURE °C |-40|-30|-20|-10| 0 | 10| 20| 30| 40| 50|

| OAT | | | | | | | | | | |
| |Max |197|211|225|239|253|267|280|294|309|324|
| Pressure PRESSION | | | | | | | | | | | |
| (BAR) |Mini|173|186|199|213|225|238|251|265|278|292|
| | | | | | | | | | | | |
NOTE: A placard (ref. 205699.0) located near the cylinders indicates

the limit pressure values.
. Equipped cylinder ref. 212117-1 (post Mod 07-3027)
NOTE: A placard (ref. 217725-0) located near the cylinders indicates

the limit pressure values.
- Arming the emergency floatation system:
. Depress the FLOAT ARMING (ARM.FLOT.SEC.) pushbutton switch.

. Check that both lights come on in the FLOAT FIRING (PERCUT FLOT SEC)
pushbutton switch.
5 PERFORMANCE
With the emergency floatation system in stowed position, the performance

specified in the basic flight manual and in the flight manual supplements
remain applicable and are completed or modified by the following:
- The rate of climb must be reduced by 50 ft/min (0.25 m/s) at Vy = 55 kt

(102 km/h - 63 MPH).
- The cruising speed reduction is about 2 kt (3.7 km/h).

A 08-44 Page 3
FLIGHT MANUAL
AIR EQUIPEMENT OR BREEZE

ELECTRIC HOIST
136 kg (300 lb)
As per drawings: 350A 82-8002

350A 82-8003

A 15-31 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



| | | | | |
| | | | | |
| SUP.18.P1 1 | 15-31 | | | |
| SUP.18.P5 1/02 | 15-31 | |A| | | |
| SUP.18 1 | 15-31 | | | |
| SUP.18 2 | 15-31 | | | |
| SUP.18 3 | 15-31 | | | |
| | | | | |

A 15-31 Page 1
FLIGHT MANUAL
| | |
| | |
| | |
| NORMAL REVISION 1 date code 09-28 | EASA approval No 10032407 |
| | on November 16, 2010 |
| | |
| NORMAL REVISION 2 date code 15-31 | Approved on December 02, 2015 under |
| | the authority of EASA DOA No. 21J056 |
| | |
| Title | Incorporation of Warning about static electricity. |
| | |
| Revised | |
|information| All pages. |
| | |
| Deleted | None. |
|information| |
| | |

A 15-31 Page 2
FLIGHT MANUAL
1 GENERAL
The hoist installation is designed to lower or haul on board people or

loads, while the aircraft is hovering.
The aircraft can be fitted with either of the two electric hoists :
BREEZE BL 16600 or AIR EQUIPEMENT 76370.
The hoist installation comprises essentially :

- A pivoting jib (2) provided with a locking bolt (3), mounted on the
port side of the helicopter.
- An electrically operated winch (1) fitted with :
. a 33.5-metre (110-ft) cable in the case of the BREEZE hoist
. a 40-metre (130-ft) cable in the case of the AIR EQUIPEMENT hoist.
- A snap hook mounted on a pulley-block tackle (6).
- An electrical control system including :
. A cable jettison guarded switch on the pilot's collective lever, which
is used to sever the cable in an emergency.
. A rocker switch (7) on the hoist operator's control grip, which is used
to raise, lower and stop the cable.
The system is energized by means of a pushbutton on the control
console.
- Two cable guards (8) secured to the LH landing skid.
The hoist installation is protected by :

. a 100-Amp fuse provided in the electrical master box
. a 60-Amp fuse (4) provided on the aft wall near the hoist operator's
grip support. Both these fuses power the hoist.
. two 2.5-Amp. fuses protecting the "emergency release" circuit
. a 2.5-Amp. fuse protecting the "up-down" circuit.
A mechanical cutter provided on the rear wall allows the hoist operator
to sever the cable, if necessary.

A 15-31 Page 1
FLIGHT MANUAL
2 LIMITATIONS
| |
|HOIST OPERATIONS MUST BE IN ACCORDANCE WITH OPERATING REGULATIONS |
|GOVERNING THESE OPERATIONS. |
| |
manual supplements remain applicable and are supplemented or modified R
by the following: R
- Minimum crew : one pilot and one hoist operator.
- Maximum load on the hoist cable : 136 kg (300 lb).

For the aircraft equipped with the A.E Hoist, before embodiment of
modification AMS 1587, limit rigid compact loads to 80 kg (176 lb).
- Landing with a suspended load of 136 kg (300 lb) is not permissible.
- Speed limitation in forward flight with hoist cable reeled in and no

load on :
. when aircraft is fitted with L.H. sliding door, the limitation is
given in relevant Supplement.
. when L.H. door and sub-door are removed from aircraft, the limitation
is 70 kt (130 km/h - 81 MPH).
The hoist installation incorporates a pyrotechnic cable cutter controlled

by a guarded pushbutton, located on the pilot's collective lever or cyclic
stick handgrip, which permits the load to be released in an emergency.
In the event of a complete electrical failure, have the cable severed by

means of the mechanical cutter available to the hoist operator.
4 NORMAL PROCEDURES
The L.H. door and sub-door must be removed if the aircraft is not fitted
with the sliding door.
Make sure that both cable guards are present and firmly secured.
The jib locking bolt and the hoist operator's control grip complete with
support must be installed before take-off.
The hoist must be controlled by the hoist operator attached with safety
belt (5) and standing on left side of the cabin. A control grip stowed on
the aft wall and provided with an UP-DOWN rocker switch (7) marked M/U - D
is available to the operator.

A 15-31 Page 2
FLIGHT MANUAL
The hoist may also be operated by the pilot, using the rocker switch on
the cyclic stick grip (if the switch is fitted).
For carrying out a hoisting operation:
WARNING: TO DISCHARGE POSSIBLE STATIC ELECTRICITY FROM THE AIRCRAFT, R

THE HOOK SHALL HAVE GROUND CONTACT BEFORE THE CABLE IS GRASPED. R
IF THE HOOK COMES INTO CONTACT FORCEFULLY WITH THE UPPER R
MECHANICAL STOP (FAILURE OF THE HOISTING AUTOMATIC STOP SYSTEM), R
ABORT THE HOISTING MISSION. R
CAUTION: TAKE ALL PRECAUTIONS TO PREVENT THE LOAD BEING HOISTED FROM R
HITTING ANY PART OF THE HELICOPTER. R
- Stabilize the aircraft in hover above the hoisting site.

- Ensure that sufficient power reserve is available to permit moving off
in forward flight once the load is hoisted on board.
- Set the jib in hoisting position.
- Ensure that SLING (ELING) and FLARE (FUS.ECL) functions are not engaged.
- Engage the HOIST (TREUIL) pushbutton on the control console.
The hoist operator can now control the winch. To bring the load
into the cabin, unlock the jib and pivot it inwards.
The snap-hook can be used to hold the load while the hoist cable is being
unhooked.
Do not move off in forward flight until the load is hoisted on board.
With "Air Equipement" hoist, when rigid compact loads (over 80 kg - 176 lb
post mod AMS 1587) are being hoisted, inconsequential oscillations may
appear. Operate the hoist.
NOTE 1 : AIR EQUIPEMENT hoist
Overheating of the winch motor must be avoided. Consequently

never exceed 6 consecutive hoisting operations plus one
descent with maximum load, and maximum cable reel-out or equivalent.
NOTE 2 : BREEZE hoist
After each operation of the winch (lowering or raising) wait 30

seconds. After three complete cycles (first lowering with maximum
load ; the following two lowerings with no load ; plus three
raisings at full load) it is recommended to stop the winch for
forty minutes.
5 PERFORMANCE
With hoist jib folded, the performance data laid down in Section 5.1 are
unaffected.

A 15-31 Page 3
FLIGHT MANUAL
Oeurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
HYDRAULIC PUMP DRIVE ON M.G.B.
Optional : op 1487
IMPORTANT NOTE
Effective Pages.
This supplement
------------*------------
Revisions lo this supplement are made by EUROCOPTER FRANCE using the



IAIGIHI 91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.20 Pl 1 91-47 N
SUP.20 .PS 1/01 91-47 N
SUP.20 1 91-47 N

APPROVED REVISIONS
No Date No Date
o 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The power takeoff on the MGB permits a hydraulic pump to be driven at
6000 rpm for a rotor speed of 386 rpm.
The drive is taken from the M.G.B. spiral bevel gear wheel.
2 LIMITATIONS
The limitations laid down in the basic Flight Manual remain applicable
except for special limitations below:
- The maximum permissible power is 32 kW.
- When the hydraulic pump runs dry the power taken must be less than 3 kW
so that the aircraft's performance data ;5 not affected.
- Operation of the hydraulic pump (under load) is prohibited:
· in hover
· in climb
· in level flight at airspeeds below 30 knots (56 km/h) and above
80 knots (148 km/h).
The emergency procedures laid down in the basic Flight Manual remain
applicable.
In the event of an engine failure, immediately shut down the power-driven
system.
4 NORMAL PROCEDURES
The normal procedures given in the basic Flight Manual remain applicable.
PERFORMANCE
Perfonmance data given in the basic Flight Manual remain applicable.

IAIGIHI 91-47 Page 1
FLIGHT MANUAL
FORWARD TWO-PLACE SEAT
As per drawings : 350A 82.2042.

350A 82.2043.
or
350A 82.2046.
350A 82.2047.
or
350A 82.2128.
350A 82.2129.
350A 82.2046.

A 17-23 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



| | | | | |
| | | | | |
| SUP.21.P1 1 | 17-23 | | | |
| SUP.21.P5 1/02 | 17-23 | |A | | | |
| SUP.21 1 | 17-23 | | | |
| | | | | |

A 17-23 Page 1
FLIGHT MANUAL
| | |
| NORMAL REVISION 0 date code 91-47 | DGAC approved on November 26, 1991 |
| | |
| | |
| NORMAL REVISION 1 date code 17-23 | EASA Approved No. 10064298 |
| | on January 11, 2018 |
| Title | Deletion of the weight limitation for optional two-place seat. |
| | |
| Revised | SUP.21.P1 page 1; SUP.21.P5 pages 1 & 2; SUP.21 page 1. |
|information| |
| | |
| Deleted | SUP.21 page 2. |
|information| |
| | |

A 17-23 Page 2
FLIGHT MANUAL
1 GENERAL
Installed in place of the copilot's seat, the two-passenger front seat R

increases the total seating capacity from six to seven people, including R
the pilot. R
2 LIMITATIONS
the following: R
- Maximum number of occupants R

(including flight crew).......................Seven, R
R
R
- Dual controls (optional) shall be removed to install the two-passenger R

seat. R
flight manual supplements remain applicable. R
4 NORMAL PROCEDURES
Special attention shall be paid to CG computation. R
R
R
R
NOTE: Flying with seven people on board then with one pilot only presents R
a very significant change in the CG position. Each configuration R
must be carefully checked. R
R
R
R
R
R
R
- CG location of passengers on forward seat bench: 1.70 m (66.9 in).

- Approximate weight of the removable components of the installation:
High-back seat : 12 kg (27 lb)
Low-back seat : 10 kg (24 lb)
5 PERFORMANCE
The performance specified in the basic flight manual and in the flight R
manual supplements remain applicable. R

A 17-23 Page 1
FLIGHT MANUAL
Oeurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
BUBBLE DOOR
Per drawing 350A 82-1039
IMPORTANT NOTE
The effectivity of the supplement at the latest revision is specñied on the List of
Effective Pages.
------ * ------
This supplement supports the helicopters delivered by both AEROSPATIALE

EaUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.
EURO CO PTER FRANCE Etablissement de Marignane


IAIBIHI 91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION
SUP.22 Pl 1 91-47 N
SUP.22 PS 1/01 91-47 N
SUP.22 1 91-47 N

APPROVED REVISIONS
No Date No Date
o 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The bubble door installation permits medical evacuations with laterally-

mounted stretcher arrangement. This door replaces the aft R.H. door of the
basic version and requires the installation of a forward small door.
2 LIMITATIONS
Apart from the specific limitations defined below, the limitations laid
down in the basic Flight Manual remain applicable.
This installation may only be used for medical missions.
All the procedures given in Section 3 remain applicable.
4 NORMAL PROCEDURES
The normal procedures are not affected.
S PERFORMANCE DATA
The performance data given in Section S remain applicable with the
exception of the data given below :
Climb performance
Subtract 80 ft/min. (0.40 rn/sec) from the vertical speeds obtained in
Section s.

91-47 Page 1
FLIGHT MANUAL
FUEL HEATING SYSTEM
OP : 1760
350 A 82.5067.00

A 14-31 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



| | | | | |
| | | | | |
| SUP.23.P1 1 | 14-31 | | | |
| SUP.23.P5 1/02 | 14-31 | |A| | | |
| SUP.23 1 | 14-31 | | | |
| SUP.23 2 | 14-31 | | | |
| | | | | |

A 14-31 Page 1
FLIGHT MANUAL
| | |
| NORMAL REVISION 0 date code 91-47 | DGAC approved on November 26, 1991. |
| | |
| | EASA approval No.10055949 |
| NORMAL REVISION 1 date code 14-31 | on December 10, 2015 |
| | |
| Title | Low fuel pressure procedure updated. |
| | |
| Revised | All. |
|information| |
| | |
| Deleted | Page 3. |
|information| |
| | |

A 14-31 Page 2
FLIGHT MANUAL
1 GENERAL
The fuel heating system allows the fuel to be kept at a temperature

between +5°C and +50°C, thus avoiding the use of anti-ice additives.
The installation comprises, mainly:
- An oil/fuel heat exchanger.

- A fuel temperature regulating system.
- An indicator light.
- A second booster pump.
The fuel is warmed up by the engine oil circulating through a heat

exchanger before it returns to the oil tank. The fuel temperature is
monitored by a regulating system. An indicator light comes on when
the operating temperature range is exceeded.
| | |
| OIL SYSTEM | FUEL SYSTEM |
| | |
| 1 Oil tank | 7 Booster pumps |
| 2 Thermal valve | 8 Oil/fuel heat exchanger |
| 3 Oil coolers | 9 Thermal capsule |
| 4 Thermal switches | (fuel temperature) |
| 5 Indicator light | 10 Heat exchanger bypass-valve |
| 6 Fuel tank | |
| | |

A 14-31 Page 1
FLIGHT MANUAL
2 LIMITATIONS
the following: R
- With one booster pump inoperative: R

. limitations are the same as for the basic aircraft (Refer to SECTION 2 R
of the basic flight manual). R
- With two booster pumps inoperative: R
. maximum altitude with F34, F35, JET A, F42, or F44 fuel: 5000 ft R
(1524 m). R
. maximum altitude with F40 or JET B fuel: 2000 ft (609 m). R
- Anti-icing additive is not required.
- The use of emergency fuels is limited to temperatures of +10°C or less.
3.1 Illumination of the FUEL T° caution light R
The FUEL T° caution light comes on if the temperature is less than +5°C R
or greater than +50°C. R
In flight avoid sudden power variations and monitor the filter
pre-clogging indicator light in cold weather.
3.2 Low fuel pressure R

R
If the fuel pressure indicator pointer is in the yellow arc and the R
F. FILT caution light is OFF, this may indicate an oil/fuel heater R
clogging: R
- Test CWP: R
Check F. FILT caution light comes on. R
- Reduce engine power. R
LAND AS SOON AS PRACTICABLE. R
- Monitor fuel pressure. If low and decreasing, an engine flame-out is R
possible. R
LAND IMMEDIATELY. R
- Monitor engine parameter. If Ng oscillations occur, an engine flame-out R
is possible. R
LAND IMMEDIATELY. R
4 NORMAL PROCEDURES
5 PERFORMANCE DATA
The performance data specified in the basic flight manual and in the flight R
manual supplements remain applicable. R

A 14-31 Page 2
FLIGHT MANUAL
Oeurocopter
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
LOUD SPEAKER INSTALLATION
OP 1810
and
OP 1811
IMPORTANT NOTE
Effective pag es.
------ * ------
Revisions lo this supplement are made by EUROCOPTER FRANCE using the



IAlclHI 91-47 Paop 1
FLIGHT MANUAL

DGAC CERTIFICATION
SUP.24 Pl 1 91-47 N
SUP.24 PS 1/01 91-47 N
SUP.24 1 91-47 N
SUP.24 2 91-47 N

APPROVED REVISIONS
No Date No Date
O 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The loudspeaker installation is designed to transmit high-audio messages.
The installation comprises:
- an amplifier unit incorporating an audio adjust potentiometer, located

on the radio console,
- a microphone, and
- two loudspeakers secured to the landing gear aft cross-member.
The installation is protected by two fuses and can be controlled by the

LS pushbutton.
2 LIMITATIONS
When the aircraft is fitted with the loudspeaker installation, all the
limitations specified in the basic Flight Manual remain applicable,
independently of the following specific limitations:
Maximum speed
. VNE Power-on
Absolute VNE is 135 knots (250 km/h) up to 7000 feet pressure altitude.
Above this altitude absolute VNE is to be reduced by 3 knots per
1000 feet (18 km/h per 1000 m) .
. VNE Power-off, same as basic aircraft
Reminder :
Absolute VNE is 125 knots (232 km/hr) at zero pressure altitude.

At higher altitudes, this speed is to be reduced by 3 knots per 1000 ft
(18 km/hr per 1000 m).
Not affected.
4 NORMAL PROCEDURES
The normal procedures in the basic Flight Manual remain applicable and
are completed by the following information:
Before flight, check loudspeaker installation for attachment.

91-47 Page 1
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pdlJaJJ~ lOU 3~O pu~ 3~I dJu~wJoJJad JaAOH -
3JNVW~O:J~3d
lvnNVW lH~Il:J
FLIGHT MANUAL
PROTECTION OF THE AIR INTAKE

AGAINST INDUCTION OF SNOW
OP 2561

A 14-40 Page 1
FLIGHT MANUAL
(1) EFFECTIVITY:



| | | | | |
| | | | | |
| SUP.25.0.P1 1 | 14-40 | | | |
| SUP.25.0.P5 1/02 | 14-40 | |A | | | |
| SUP.25.0 1 | 14-40 | | | |
| SUP.25.0 2 | 97-50 | | | |
| SUP.25.0 3 | 97-50 | | | |
| SUP.25.0 4 | 97-50 | | | |
| SUP.25.0 5 | 97-50 | | | |
| SUP.25.0 6 | 97-50 | | | |
| | | | | |

A 14-40 Page 1
FLIGHT MANUAL
| | |
| | |
| NORMAL REVISION 1 date code 97-50 | DGAC approval |
| | on March 28, 2002 |
| | on March 21, 2017 |
| Title | Addition of recommendations for icing/snow conditions. |
| | |
| Revised | SUP.25.P1, SUP.25.P5 (pages 1 and 2), SUP.25 (page 1) |
|information| |
| | |
| Deleted | None |
|information| |
| | |

A 14-40 Page 2
FLIGHT MANUAL
1 GENERAL
This installation is designed to protect the air intake against any

potential induction of snow in flight in falling snow.
The snow protection device is fitted on the engine air intake and
below the ice protection screen. It is composed of vortex generator
tubes through which the ambient air flows before being forced towards
the engine air intake.
2 LIMITATIONS
The limitations specified in the Basic Flight Manual and in the flight R
manual supplements remain applicable, with the exception of the flight R
envelope restrictions in case of falling snow which are cancelled. R
The emergency procedures specified in the Basic Flight Manual and in the R
4 NORMAL PROCEDURES
The normal procedures specified in the Basic Flight Manual and in the R
Flight Manual Supplements used remain applicable and are supplemented or R
modified by the following normal procedures: R
FAILURE. R
EXTERIOR CHECKS R
- Engine air intake :
. Remove snow or ice from the air intake grid.

. Open the engine cowling and wait for all the water to drain off.
. Check for snow, ice or water in the air intake, and particularly under
the snow protection device.
ENGINE POWER CHECK
Check that the heating / demisting control is selected off.

Use the power check graph provided as Figure 4 together with the procedures
described in section 4.2 of the basic flight manual.
5 PERFORMANCE
Hovering performance IGE : see figure 1.

Hovering performance OGE : see figure 2.
Climb performance : see figure 3.

A 14-40 Page 1
FLIGHT MANUAL

A 97-50 Page 2
FLIGHT MANUAL

A 97-50 Page 3
FLIGHT MANUAL

A 97-50 Page 4
FLIGHT MANUAL

A 97-50 Page 5
FLIGHT MANUAL

A 97-50 Page 6
FLIGHT MANUAL
Oeurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
FUEL FLOW CONTROL
TWIST GRIP
350 A 82.7008.
IMPORTANT NOTE
Effective Pages.
This supplement
------*------



94-02 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.26 Pl 1 94-02 N
SUP.26 PS 1/01 94-02 N
SUP.26 1 94-02 N
SUP.26 2 94-02 N
SUP.26 3 94-02 N

APPROVED REVISIONS
No Date No Date
o 94-02

94-02 Page 1
FLIGHT MANUAL
1 GENERAL
The fuel flow control twist grip facilitates engine starting and stopping.
In the event of engine governor failure, the twist grip makes it possible to
control the Ng while keeping the collective pitch lever in hand.
This optional equipment item can be installed on the pilot's and copilot's
collective levers. On the copilot's twist grip, only the jettisoning and
landing. light controls can be fitted.
8 7
10
FLT IDLE
~OFF
1 Twist grip position indes 7 Emergency fuel flow control

slide switch
2 "Off" detent
8 Starter and idling detent
3 Starting range unlocking slide switch
4 "Ground idling" detent 9 Twist grip friction system
5 "Flight" detent (controlled 10 Lever friction system
speed)
6 Emergency range
2 LIMITATIONS
The limitations specified in the basic Flight Manual remain applicable.

94-02 Page 1
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lvnNVW l.H~rl:l
FLIGHT MANUAL
4 NORMAL PROCEDURES
The normal procedures specified in the basic Flight Manual remain applicable
and are completed as follows:
SjSection 4.1
ENGINE STARTING
Remark As long as the starter runs, the ground idle stop is retracted; a
time delay system holds the stop retracted for 5 seconds after
stopping of the starter.
CHECKS BEFORE TAKE-OFF
- Rotor brake safety ------------------------------------ Applied

CHECKS AFTER LANDING
- Rotor brake safety ------------------------------------ Removed
PERFORMANCE
Not affected.

94-02 Page 3
ft eurocopter FLIGHT MANUAL
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
"MINI-HUMS"
AERONAUTICAL RECORDING AND
MONITORING SYSTEM
IMPORTANT NOTE

in the basic flight manual and/or supplements listed in supplement o.
Effective Pages.



99-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.27 Pl 1 99-47 N
SUP.27 PS 1/01 99-47 N
SUP.27 1 99-47 N
SUP.27 2 99-47 N
SUP.27 3 99-47 N
SUP.27 4 99-47 N

APPROVED REVISIONS
No Date No Date
o 99-47

99-47 Page 1
FLIGHT MANUAL
1 GENERAL
The purpose of the MINI-HUMS installation is to acquire, analyse and store

the data transmitted during the flight.
The analysis of this data is used as a maintenance aid for the aircraft.
This installation comprises a set of controls and indicators which are

available to the pilot, and which consist of:
- a control box (Figure 1),
- a blue indicator light on the instrument panel.
ALPHA-NUMERIC
I ~__
KNURLED KNOBS LED INDICATORS DISPLAYS KNURLED KNOBS
II ~
é 1ENG11 1EXCOI IE~G21 18TB11 18TB211sT831 ŒJ 1ocu 1 e

DDDDDDDDDDDD DDDDDDD
DDDDDDDDDDDDDDDDDDDD
I PAC11 ISUMMI ICFRMI IEVNTI I PAC21
I GMT I IEXCDI I TE;TI IPARMI ISUNGI
'\
ILLUMINATED VERNIER KNOB
PUSH-BUTTONS
Figure 1
2 LIMITS
The limits specified in the Basic Manual and in the Supplements used
remain applicable.
The emergency procedures specified in the Basic Manual and in the

Supplements used remain applicable.

99-47 Page 1
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FLIGHT MANUAL
~~[§]§D@"§J~~[§J
f
ECUREUIL BA 708430
I 18:25:46 25/09/97 I
I PAC11 ISUMMI ICFRMI I EVNTI I PAC21

I GMl I I EXCDI I lESl I IPARMI ISlINGI @ A
Figure 2
IENG11IEXCOIIENG21ISTB11ISTB21ISTB31 ~ IDcul
RECORDING TIME
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Figure 3
Paragraph 9 - AFTER LANDING
At the end of the "Engine and rotor SHUT-DOWN" paragraph, add:
- Use the "CFRM" function to validate or invalidate the recordings carried

out during the flights of the session.
The validations may concern the alarms which have come up during the
flightCs) and on the following functions:
SUMM Cumulative total of the various cycles and operating times.

PAC1 Engine power check.
EVNT Marking of an event.
EXCD Exceeded limitation.
In order to confirm the modifications carried out, press the "CFRM" button
again; this will also close the session.
NOTEI: Each record is validated by default. To invalidate an item of data,

select it and then press "TAKE DATA".
NOTE 2: A mini-hums session starts when the engine is started and

ends when the rotor stops. If the "CFRM" function is not
activated, the session is validated automatically.

99-47 Page 3
Lv-66
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lvnNVW iH9Il.:l
FLIGHT MANUAL
fleurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
LONG AND SHORT FOOTSTEPS
LONG D.350-591-111-a
SHORT 0.350-591-113
IMPORTANT NOTE
in the basic flight manual and/or supplements listed in supplement O.
Effective Pages.



99-21 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.28 Pl 1 99-21 N
SUP.28 PS 1/01 99-21 N
SUP.28 1 99-21 N
LIST OF THE LATEST NORMAL NORMAL REVISION: O

APPROVED REVISIONS DGAC APPROVED
No Date No Date
DATE: 14 JU IN 1999
O 99-21
~'--t!:lEIIE~~
\."" /
99-21 Page 1
FLIGHT MANUAL
1 GENERAL
The long footstep (PIN D.350-591-111-a) on the high landing gear faci1ates
cabin access and inspection of the transmission p1atfonn.
The short footstep (PIN 0.350-591-113) on the high landing gear

facilates cabin access.
2 LIMITATIONS
The limitations specified in the basic Flight Manual and relevant

Supplements remain applicable.
The emergency procedures specified in the basic Flight Manual and relevant
4 NORMAL PROCEDURES
The normal procedures given in the basic Flight Manual and relevant
PERFORMANCE
Performance data given in the basic Flight Manual and relevant Supplements
remain applicable but are completed by the following procedures:
- Rate of climb: reduce by 2,5 %.

99-21 Page 1
FLIGHT MANUAL
_eurocopter
FLIGHT MANUAL
AS 350 BA
SUPPLEMENT
FERRY FLIGHT FUEL TANK

INSTALLATION
PER DRAWINGS 350A 82-2004.

350A 82-2005.
350A 82-2036.
IMPORTANT NOTE
Effective Pages.
This supplement
------*------



91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.50 Pl 1 91-47 N
SUP.50 PS 1/01 91-47 N
SUP.50 1 91-47 N
SUP.50 2 91-47 N
SUP.50 3 91-47 N

APPROVED REVISIONS
No Date No Date
o 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The range of the helicopter can be increased by installing a special ferry
flight tank transversally in the rear cabin area.
The installation consists essentially of :
- A 475-litre (125-US gal.) capacity removable tank. The unusable fuel
quantity is :
. 6 litres (1.6 US gal.) with the centrifugally formed fuel tank
. negligible with the metal fuel tank.
- A vent line
- A fuel transfer line, with an isolating valve, between the ferry fuel
tank and main fuel tank.
2 LIMITATIONS
THIS INSTALLATION IS TO BE USED ONLY FOR FERRY FLIGHT WITH THE SPECIAL
PERMISSION OF THE COMPETENT AUTHORITIES.
The limitations laid down in the basic Flight Manual remain applicable.
In addition :
- Only personnel indispensable to the accomplishment of the mission are
authorized to fly in the aircraft.
- Smoking is prohibited, due to the presence of fuel in the tank in the
cabin.
- Maximum airing of the cabin is to be ensured.
The weight of fuel that can be carried in the ferry tank will depend on the
loading Of the helicopter and will be determined by referring to the C.G.
chart, in order not to exceed the forward C.G. limit on take-off with
a full main tank.
Should a fuel leak occur in the cabin :
land as soon as possible.

91-47 Page 1
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lvnN~W IH~Il~
FLIGHT MANUAL
PERFORMANCE
The approved perfonmance data of the Flight Manual are not affected by the
ferry flight tank installation.

IAIBlciolElclHI 91-47 Page 3
FLIGHT MANUAL
_eurocopter
FLIG HT MAN UAL
AS 350 BA
SUPPLEMENT
SIMPLEX 5100
CROP SPRAYING INSTALLATION
PER DRAWINGS 350A 82-8510.

350A 82-8540.
IMPORTANT NOTE
The effectivity of the supplement at the latest revision is specified on the list of
Effective Pages.
------ * ------

EaUIPMENT MENTIONED ABOVE IS INSTALLED ON THE AIRCRAFT.


91-47 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.51 Pl 1 91-47 N
SUP.51 PS 1/01 91-47 N
SUP.51 1 91-47 N
SUP.51 2 91-47 N
SUP.51 3 91-47 N
SUP.51 4 91-47 N

APPROVED REVISIONS
No Date No Date
o 91-47

91-47 Page 1
FLIGHT MANUAL
1 GENERAL
The crop spraying system used in aerial work allows chemical liquid
products to be sprayed.
The system comprises :

- A belly-mounted spray tank equipped with two dump doors
- An electro-pump
- Connecting lines with an electro-valve
- Three spray booms
- Two boom extensions
- An electrical circuit control box on the cyclic stick
- A special static pressure system with a selector.
Specifications
- Span with booms unfolded - - - - - - - - - - - Il.5 m (453 in)

- Swath width - - - - - - - - - - - - - - - - - - 15 to 21 m (591 to 827 in)
- System weight with spray tank empty - - - - - 110 kg (242 lb)
- Spray tank capacity - - - - - - - - - - - - - - 734 l (194 US gal.)
- System C.G. location (booms unfolded) - - - - - 3.02 m (118.9 in)
- System C.G. location (booms folded for
ferry flight) - - - - - - - - - - - - - - - - - 3.11 m (122.6 in)
- Spray fluid C.G. location - - - - - - - - - - 3.51 m (138.2 in)
Spray Fluid Moment Chart
METRIC UNITS ENGLISH UNITS
Weight Moment Weight Moment

kg rn.kg lb in. lb
10 35.1 20 2763
20 70.2 40 5527
30 105.3 60 8291
40 140.4 80 11055
50 175.5 100 13818
100 351 200 27637
200 702 400 55275
300 1053 600 82913
400 1404 800 110550
500 1755 1000 138188
600 2106 1200 165826
650 2281 1400 193464
718 2520 1583 218752

91-47 Page 1
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SNOI.lV.lIWIl Z
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FLIGHT MANUAL
- Equipment required
- high type landing gear
- stiffer landing gear dampers (AMS 2225)
- Restrictions
Spraying is prohibited:
- at airspeeds below 20 knots (37 ~/h)
- in hover
- in sideward or rearward flight.
- Required placards
- Place this placard on the instrument panel and adjacent to the spray
tank filler neck :
CAUTION
ONLY FILL SPRAY TANK WITH HELICOPTER IN LEVEL ATTITUDE TO ENSURE
PROPER FLUID LEVEL.
- An instruction plate, located in the flight compartment, reads
CARRYING OF EXTERNAL LOADS
CLASS OF APPROVED AIRCRAFT/LOAD COMBINATION B. WHEN EXTERNAL
LOADS ARE CARRIED, NO PERSON MAY BE CARRIED UNLESS :
- HE IS A FLIGHT CREW MEMBER ;
- HE IS A FLIGHT CREW MEMBER TRAINEE ; OR
- HE PERFORMS AN ESSENTIAL FUNCTION IN CONNECTION WITH THE
EXTERNAL-LOAD OPERATION
In the event of an emergency it is possible to rapidly drain the fluid
contained in the spray tank by opening the dump doors via the control
switch located on the cyclic stick grip.
Should an electrical power failure occur a mechanical control on the
collective lever is provided which opens a dump door.
4 NORMAL PROCEDURES
The normal procedures laid down in the basic Flight Manual remain
applicable but are completed by the following procedures
- Pre-flight check:
· Ensure that the static pressure control valve is set to "SIMPLEX".
- Preparation for use :
· Check that circuit-breakers are engaged.
· Set electro-pump switch on control box to ON.
· Set spray switch to ON
- Check after spray system disassembly:
· Ensure that the control valve is returned to NORMAL.

91-47 Page 3
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FLIGHT MANUAL
Oeurocopter
FLIGHT MANUAL
AS 350 BA
SPECIAL SUPPLEMENT
"BAMBI BUCKET"
350 P 084224
IMPORTANT NOTE

Effective Pages.



98-02 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.52 Pl 1 98-02 N
SUP.52 P5 1/01 98-02 N
SUP.52 1 98-02 N
SUP.52 2 98-02 N

No Date No
DATE: 06 MARS 1998
o 98-02

98-02 Page 1
FLIGHT MANUAL
1 GENERAL
The "BAMBI BUCKET" installation is a fire-fighting system used to carry

and jettison water or other liquids in flight.
Its maximum capacity is 545 l.
1.1 General Description
The installation is composed of a bucket secured to the external load

carrying device (see supplements lIar 12) via a shackle.
The bucket is filled by plunging it into water (swimming pool, sea,

lake ...).
The BAMBI BUCKET enables the load to be released in a single drop.
1.2 Controls
The set of controls consists of :

- A "SLING" pushbutton located on the HONEYWELL unit.
When this is pushed in, the installation ;s energised.
- A pushbutton located on the collective grips controls the release of

the contents of the bucket.
- A "SLING RELEASE" pushbutton on the cyclic sticks provides an

electrical control to release the entire load suspended from the sling
hook.
- A "SLING EMERGENCY RELEASE" mechanical control on the collective grips,

provides an emergency release of the load as a whole.
- A load indicator is fitted to indicate the weight suspended from the

hook.
2 LIMITATIONS

supplements remain applicable but are completed or modified by the
following limitations:
VNE
With bucket empty : 100 kt (115 MPH)

With bucket filled and during jettison BO kt (92 MPH).

98-02 Page 1
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lvnNvw .lH~rl~
FLIGHT MANUAL
_eurocopter
FLIGHT MANUAL
AS 350 BA
SPECIAL SUPPLEMENT
C.P.s.
TNL 2000 APPROACH
IMPORTANT NOTE
Effective Pages.


DCAC Approved: 350 BA SUP.55.P1

99-27 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.55 Pl 1 99-27 N
SUP.55 PS 1/01 99-27 N
SUP.55 1 99-27 N
SUP.55 2 99-27 N
SUP.55 3 99-27 N

APPROVED REVISIONS
No Date No Date
o 99-27

99-27 Page 1
FLIGHT MANUAL
1 GENERAL
The TNL 2000 APPROACH GPS system complies with the requirements of
AC 20-138 for use in VFR conditions as a day or night primary navigation aid.
This navigation system:
- Involves using the CRS (Course) command to display the DTK which is
provided by the GPS COU at each change of navigation leg.
Provides the following data to the horizontal situation indicator (HSI)
. XTK : The track error has an adjustable scale both for the equipment
built-in COI and for the HSI indicator.
On the helicopter, the recommended value to use en route and in
the terminal area is + 1 NM.
It is also recommended to use the same scale for the built-in
and external COI.
When the equipment is switched on, the operator is automatically
advised of the XTK values selected .
. a validity flag for the GPS.
Sends the following data to a caption panel located on the instrument

panel :
1. WPT - Waypoint approach

2. MSG - Repeat of COU MSG data
3. HLD - Stores a pilot action
which suspends the current
flight plan
4. Not wired up.
Abbreviations used :
DTK Desired Track

XTK Cross-Track
TK Track
COU Control Display Unit
CDI Control Display Indicator
RAIM Receiver Autonomous Integrity Monitoring

99-27 Page 1
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iH~Il~
FLIGHT MANUAL
NOTE 1 "En route ", the GPS can still be used, provided that the
navigation data are checked with conventional equipment at least
every 15 minutes.
NOTE 2 Pressing the MSG push-button on the COU indicates the

status of the GPS.
4 NORMAL PROCEDURES
The Normal Procedures specified in the basic Flight Manual and in the
supplements used remain applicable and are completed or modified by the
following Normal Procedures:
- Before starting the navigation, the crew must read the COU messages to
check that all the validities are present.
- The PILOT GUIDE operating manual (Part number 81449) must be up to date
and available on board the aircraft.
- The equipment in use must have a software (part number 0237), compatible
with the above-mentioned PILOT GUIDE.
- The crew must check the validity and accuracy of the data base
information (28-day validity) relative to the official documentation.
- At regular intervals, the crew must check the accuracy of his position
using the other navigation equipment items at his disposal.
NOTE - Use of the VHF frequencies listed below may degrade GPS receiver
operation after 10 to 15 seconds of transmission, reverting to
normal 3 seconds after transmission ends.
f= 121.150/121.175/121.200/131.200/131.250/131.275/131.30O Mhz.
- Correct operation of the GPS is not guaranteed at temperatures

of between -20·( and -45·C.
The Regulatory Performance Data specified in the basic flight manual and in
the Supplements used remain applicable.

99-27 Page 3
FLIGHT MANUAL
_eurocopter
FLIG HT MAN UAL
AS 350 BA
SPECIAL SUPPLEMENT
KLX 135A
IMPORTANT NOTE

Effective Pages.


DGAC Approved: 350 BA SUP.55.1.P1

99-48 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.55. 1 Pl 1 99-48 N
SUP.55. 1 P5 1/01 99-48 N
SUP.55. 1 1 99-48 N
SUP.55. 1 2 99-48 N

No Date No Date
DATE: 16 DEC. 1999 l.~~C~,~
0~~o~~UT!OUf ;"~"i./ .
o 99-48

99-48 Page 1
FLIGHT MANUAL
1 GENERAL
The KLX 135A GPS system complies with the requirements of AC 20-138 for
day-time VFR navigation within sight of the ground or water.
This navigation system is installed to operate as a "Stand alone" units
- It sends the data concerning the approach to the waypoint vertical to a

light (TCA) located on the instrument panel.
2 LIMITATIONS
The standard flight manual and flight manual supplements limitations in use
remain applicable, and are supplemented or modified by the following
limitations:
- Use of the GPS system is prohibited in approach mode.
- A plate indicate :
GPS UTILISABLE EN VFR DE JOUR

ET EN VUE DU SOL OU DE L'EAU UNIQUEMENT
GPS OPERABLE IN DAY VFR CONDITIONS

IN SIGHT OF GROUND OR WATER ONLY
The standard flight Manual and flight Manual Supplements emergency

procedures in use remain applicable, and are supplemented or modified by
the following emergency procedures:
3.1 GPS failure
1st case
Symptoms: - Flashing of the "M" message on the COU display
Analysis
- Loss of GPS data validity - Use conventional navigation

equipment.
NOTE Pressing on the MSG push-button on the COU indicates the status of
the GPS.
DGAC Approved: 350 BA SUP.55.1

99-48 Page 1
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FLIGHT MANUAL
_eurocopter
FLIGHT MANUAL
AS 350 BA
SPECIAL SUPPLEMENT
GPS
TNL 2101 APPROACH PLUS
IMPORTANT NOTE
in the basic flight manual and/or supplements listed in supplement o.
Effective Pages.



00-10 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.55. 2 Pl 1 00-10 N
SUP.55. 2 P5 1/01 00-10 N
SUP.55. 2 1 00-10 N
SUP.55. 2 2 00-10 N
SUP.55. 2 3 00-10 N

No Date No Date 20 JUIN 2000

o 00-10
.
J
~J
'.C.. ~_......_.~
,I
Jean-Marcel DAUP
DGAC Approved: 350 BA SUP .55.2.P5

00-10 Page 1
FLIGHT MANUAL
1 GENERAL
The TNL 2101 APPROACH PLUS, GPS system complies with the requirements
of AC 20-138 for use in VFR conditions,as a day or night primary navigation
aid.
This navigation system:
- Provides the COlor HSI indicators with the following information

(according to the aircraft customization)
DTK The DTK is set manually using the Il CRS" (course) control.
XTK The track error has an adjustable scale both for the equipment
built-in COI and for the HSI indicator.
On the helicopter, the recommended value to use en route and in
the terminal area is + 1 NM.
It is also recommended to use the same scale for the built-in
and external COl's.
When the equipment is switched on, the operator is automatically
advised of the XTK values selected .
. a validity flag for the GPS.
- Sends the following data to a caption panel located on the instrument

panel
l. WPT - Waypoint approach

2. MSG - Repeat of COU MSG data 4
3. HLD - Stores a pilot action " WPT ~
which suspends the current
flight plan
4. Not wired up. ~ HLD MSG
3'
Abbreviations used :
DTK Desired Track

XTK Cross-Track
TK Track
CDU Control Display Unit
cor Course Deviation Indicator
RAIM Receiver Autonomous Integrity Monitoring
HSr Horizontal Situation Indicator

00-10 Page 1
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SNOIIVII~I1 Z
lvnNVW IH9Il.:l
FLIGHT MANUAL
NQTE 1 "En route ", the GPS can still be used subject to checking
the navigation data by conventional equipment at least every
15 minutes.
NOTE 2 Pressing the MSG push-button on the (DU indicates the

status of the GPS.
4 NORMAL PROCEDURES
The Normal Procedures specified in the basic Flight Manual and relevant
Supplements remain applicable but are completed or modified by the
following:
Before starting the navigation, the crew must read the (DU messages to
check that all the validities are present.
- The PILOT GUIDE operating manual (Part number 82879) must be up to date
and available on board the aircraft.
The equipment in use must have a software (part number 0240 D), compatible
with the above-mentioned PILOT GUIDE.
- The crew must check the validity and accuracy of the data base
information (28 day validity) relative to the official documentation.
- At regular intervals, the crew must check the accuracy of his position
using the other navigation equipment items at his disposal.
NOTE Use of the VHF frequencies listed below may degrade GP$ receiver
operation after 10 to 15 seconds of transmission, reverting to
normal 3 seconds after transmission ends.
f= 121.150/121.175/121.200/131.200/131.250/131.275/131.30O Mhz.
- Correct operation of the GPS is not guaranteed at temperatures

below -20·C.
REGULATORY PERFORMANCE
The Regulatory Performance data specified in the Basic Flight Manual and
relevant Supplements remain applicable.

00-10 Page 3
FLIGHT MANUAL
GPS
GARMIN GNS 430

A 06-26 Page 1
FLIGHT MANUAL

EASA CERTIFICATION
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| SUP.55. 3 P5 1/01 |06-26 |R || | | |
| SUP.55. 3 1 |06-26 |R || | | |
| SUP.55. 3 2 |06-26 |R || | | |
| SUP.55. 3 3 |06-26 |R || | | |
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| SUP.55. 3 5 |06-26 |R || | | |
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A 06-26 Page 1
FLIGHT MANUAL
1 GENERAL
THIS SUPPLEMENT DOES NOT REPRESENT AN AUTHORIZATION FOR OPERATIONAL USE.
The GARMIN "GNS 430" contains a VHF communication transceiver, a VOR/ILS

receiver and a GPS navigation system. This supplement deals only with the
GNS 430's GPS navigation system.
The GARMIN GNS 430's GPS navigation system complies with the requirements
of AC20-138 for a VFR day night primary navigation source.
1.1 Abbreviations :
- CDI : Course Deviation Indicator

- DTK : Desired Track
- OBS : Omnibearing Selector
- RAIM : Receiver Autonomous Integrity Monitoring
- XTK : Cross-Track Error
2 LIMITATIONS
The limitations specified in the basic flight manual and flight manual
supplements remain applicable and are completed or modified by the
following limitations:
2.1 General
- The GARMIN GNS 430 Pilot's Guide, P/N 190-00140-00, Rev. F, dated july
2000, or later appropriate revision, must be immediately available on-
board the helicopter.
- The GNS 430 must utilize the following or later approved software
versions:
| | |
| Sub-System | Software version |
| | |
| | |
| Main | 2.25 |
| GPS | 2.11 |
| COMM | 5.00 |
| VOR/LOC | 3.01 |
| G/S | 2.03 |
| | |

A 06-26 Page 1
FLIGHT MANUAL
- The main software version is displayed on the GNS 430 self test page
immediately after turn-on for 5 seconds. The remaining system software
version can be verified on the AUX group sub-page 2 (SOFTWARE/DATABASE
VER).
From main software version 5.01, a TAWS (TERRAIN) function has been added
to the GNS430. USING THE TAWS FUNCTION OF MAIN SOFTWARE VERSION 5.01 IS
PROHIBITED. As a consequence, this function is de-activated per
configuration and shall remain so.
- All the navigation means required for each phase of the intended
flight must be available and serviceable.
- The data base being not guaranteed, the crew must check (preferably
before the flight) the accuracy of the data base information by
reference to the official documentation.
- Before starting navigation, the crew must read the GNS 430 messages to
check that all validities are present.
2.2 Operations
The use of GPS is restricted to VFR operations.
A placard reads:
by the following:

A 06-26 Page 2
FLIGHT MANUAL
3.1 GPS Failures
| | |
| Failures | Pilot action |
| | |
| | |
| NAV Flag on HSI | - Check the message on the GNS 430 and confirm |
| or external CDI | degraded mode (Refer to NOTE) |
| (+ MSG annunciator) | |
| | |
| 1. GPS navigation | - In both cases (1 and 2), use remaining |
| information not | operational means of navigation (GNS 430's VOR |
| available or | or any other) |
| invalid | |
| | |
| 2. "RAIM POSITION | CONTINUE THE FLIGHT |
| WARNING" | |
| | |
| | |
| | |
| | |
| MSG annunciator | - Check the message on the GNS 430 and confirm |
| + "INTEG" | degraded mode (Refer to NOTE) |
| | |
| - "RAIM IS NOT | - Revert to an alternate means of navigation |
| AVAILABLE" | approved for the route and phase of flight |
| | (GNS 430's VOR or any other). |
| | |
| | . En route, GPS navigation can still be used |
| | provided the position can be checked with |
| | the other means of navigation at least every |
| | 15 min. |
| | |
| | |
| | |
| | CONTINUE THE FLIGHT |
| | |
| | |
| | |
| | |
| | |
NOTE: Press the "MSG" key on the GNS 430 to display the message.

A 06-26 Page 3
FLIGHT MANUAL
4 NORMAL PROCEDURES
by the following:
4.1 Detailed operating procedures
The detailed operating procedures are described in the pilot's guide

referenced in paragraph 2.1 of this supplement.
NOTE 1: Use of the VHF frequencies listed below may degrade GPS
receiver operation after 10 to 15 seconds of transmission
time, returning to normal a few seconds after the end of the
transmission.
F= 121.150/121.175/121.200/131.200/131.250/131.275/131.300.MHz
NOTE 2: Correct operation of the GNS 430 is not guaranteed for cabin
temperature below minus 20°C.
4.2 Controls and indicators
The GNS 430's GPS navigation system provides the following information
to the pilot's HSI or external CDI:
- XTK,
- To/From,
- Validity flag.
NOTE 1: XTK full scale deviation is the same for the HSI or external CDI
and the GNS 430's CDI. Default setting is 5 NM (meaning full
deviation is achieved when XTX reaches 5 NM) except within 30 NM
of the departure/destination airport. Within 30 NM inbound to
the destination airport, full scale gradually ramps down to
1 NM. Likewise, upon departure, default setting is 1 NM and
gradually ramps up to 5 NM beyond 30 NM from the departure
airport. XTK scale is adjustable by the user. However, the
GNS 430 navigation system will automatically select the lowest
value between the default setting and the value selected by the
user. Current selected scale is displayed on either side of the
GNS 430's CDI.
Recommended full-scale value for helicopter en-route operations
is 1 NM.

A 06-26 Page 4
FLIGHT MANUAL
NOTE 2: The HSI course or external CDI is not automatically driven to

the desired track. As a consequence, when GPS is selected as HSI
navigation source or external CDI, the course pointer on the HSI
or external CDI must be manually set to the desired track (DTK)
indicated by the GNS 430. Special attention is required upon
automatic leg sequencing and subsequent change of DTK . However,
if the course selected on the pilot's HSI differs from the DTK
by more than 10°, the "MSG" annunciator will flash and the
message "Set course to [###]°" will be displayed on the GNS 430
"MSG" page.
NOTE 3: Pressing the "CDI" key on the GNS 430 toggles HSI navigation
source or external CDI between GNS 430's GPS and VOR/ILS.
NOTE 4: Pressing the "OBS" key on the GNS 430 toggles between manual
(OBS mode) and automatic sequencing of waypoints.
Activating OBS mode (indicated by an "OBS" annunciation above
the "OBS" key) holds current active waypoint as the navigation
destination and prevents the GNS 430 from sequencing to the next
waypoint. In OBS mode, the DTK to/from the active waypoint is
controlled via the pilot's HSI course pointer or external CDI.
The GNS 430's GPS navigation system is also connected to a 1 annunciator

caption panel located on the pilot's instrument panel :
WPT - waypoint alert

MSG - GNS 430 message alert
5 PERFORMANCE
The performance specified in the basic flight manual and in the flight
manual supplements remain applicable.

A 06-26 Page 5
FLIGHT MANUAL
FLIG HT MAN UAL
AS 350 BA
SPECIAL SUPPLEMENT
ABSEILING INSTALLATION
Per drawing : 35SP84.00BO
IMPORTANT NOTE
Effective Pages.

EQUIPMENT MENTIONED ABOVE 18 INSTALLED ON THE AIRCRAFT.


01-44 Page 1
FLIGHT MANUAL

DGAC CERTIFICATION

SUP.56 Pl 1 01-44 N
SUP.56 P5 1/01 01-44 N
SUP.56 1 01-44 N

No Date No Date
NOV.2001
o 01-44

01-44 Page 1
FLIGHT MANUAL
1 GENERAL
This installation allows trained personnel to perform abseiling.

It consists of two rings fixed to the cabin floor in front of the
passenger's seats and of a protection for the lower rail of each
sliding door.
2 LIMITATIONS
THE USE OF THIS TYPE OF INSTALLATION IS SUBJECTED TO THE APPROVAL OF

THE COMPETENT OPERATIONAL AUTHORITIES.

Supplements remain applicable; however, they are completed or
modified by the following limitations:
- Abseiling is limited to hover flight.

After completion of the abseiling operation, transltlon to forward flight
or landing is prohibited with the ropes unwound.
- The load on the abseiling installation is limited to 120 kg per ring.

A plate affixed close to each ring indicates the maximum load.
The Emergency Procedures specified in the basic Flight Manual and relevant
4 NORMAL PROCEDURES
The normal Procedures specified in the basic Flight Manual and relevant
Supplements remain applicable; however, they are completed by the
following:
- Before takeoff, determine the weight and CG conditions which will prevail
during the mission, knowing that the load on the asbeil ropes ;s located
at :
. 2.24 m from the longitudinal datum,
. 1.09 m from the aircraft centerline.
S REGULATORY PERFORMANCE DATA
The Regulatory Performance Data specified in the basic Flight Manual and
relevant Supplements remain applicable.

01-44 Page 1

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PARTIE REGLEMENTAIRE PARTIE REGLEMENTAIRE

SUP.0 RN14 09-28 SUP.28 RN0 99-21

SUP.4 RN3 14-40 SUP.50 RN0 91-47

SUP.6 RN0 08-15 SUP.51 RN0 91-47

SUP.7 RN1 03-43 SUP.52 RN0 98-02

SUP.11 RN4 17-24 R SUP.55 RN0 99-27

SUP.12 RN4 17-24 R SUP.55.1 RN0 99-48

SUP.13 RN0 91-47 SUP.55.2 RN0 00-10

SUP.14 RN4 14-40 SUP.55.3 RN0 06-26

SUP.15 RN0 92-40 SUP.56 RN0 01-44

SUP.16 RN1 95-41

SUP.18 RN2 15-31 5.2 RN3 97-50

SUP.20 RN0 91-47 6 RN2 98-13

SUP.21 RN1 17-23 7 RN4 09-28

SUP.22 RN0 91-47 8 RN9 06.50

SUP.23 RN1 14-31 9 RN7 09-28

SUP.24 RN0 91-47

SUP.25 RN2 14-40

SUP.26 RN0 94-02

Approved 350 BA 0.0.P1

PAGE INTENTIONALLY LEFT BLANK

EASA Approved 350 BA 0.0.P1

(1) Page Revision Code R

SECTION PAGE DATE (1) EFFECTIVITY (AIRCRAFT) for R

LIST OF THE LATEST NORMAL NORMAL REVISION:

EASA Approved: 350 BA O.O.P1

PUBLICATION CONCERNED : Volume 1- SUPPLEMENTS

CUSTOMIZATION AIRCRAFT S/N : /

- The outline of the revision is given below :

DELETED PAGES INSERTED PAGES

SUP.11.P1 1 09-28 SUP.11.P1 1 17-24

SUP.11.P5 1 09-28 SUP.11.P5 1 17-24

SUP.11 All 09-28 SUP.11 All 17-24

SUP.12.P5 1 09-28 SUP.12.P5 1 17-24

SUP.12 All 09-28 SUP.12 All 17-24

AS 350 BA UPDATE GUIDE

Update of page with "Airbus Helicopters" SUP.11.P1 1

Up-date of list of approved effective pages.

Update of page with "Airbus Helicopters" SUP.12.P1 1

Up-date of list of approved effective pages.

AS 350 BA UPDATE GUIDE

EASA Approved: 350 BA O.O.P2

This manual assigned to the helicopter mentioned on the title page,

Approved 350 BA 0.0.P3

This manual assigned to the helicopter mentioned on the title page,

EASA Approved: 350 BA O.O.P3

The manual contains the following additional yellow page(s): R

RR No SECTION - PAGE DATE RR No SECTION - PAGE DATE R

EASA Approved: 350 BA O.O.P4

LIST OF APPROVED EFFECTIVE PAGES - EASA CERTIFICATION

- Without indication ...... Applicable to all aircraft.

(2) VARIANT OF STANDARD DEFINITION EFFECTIVITY:

- Without indication ...... Applicable to all aircraft.

(3) GROUP OF AIRCRAFT EFFECTIVITY:

- Without indication ...... Applicable to all aircraft.

Approved 350 BA 0.0.P5

Approved 350 BA 0.0.P5

LOG OF APPROVED NORMAL REVISIONS

BASIC RFM REVISIONS - EFFECTIVITY (1) (2) EASA

Approved 350 BA 0.0.P5

To achieve the required degree of safety, this manual must be used in