THB As 365 N3
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varleysilvarosaTHB As 365 N3
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varleysilvarosaTail rotor drive
AS 365 N3
Contents
65.01 General presentation
General overview
Basic architecture
65.02 Tail rotor drive assembly
Location
Normal functioning
Maintenance
65.03 Tail gear box
Location
Normal functioning
Detailed functioning
Rev. 24-2014 1
Tail rotor drive
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 65.7.........................................................................Rev. 24-2014
Page 2..............................................................................Rev. 24-2014 Page 65.8.........................................................................Rev. 24-2014
Page 65.3.........................................................................Rev. 24-2014 Page 65.9.........................................................................Rev. 24-2014
Page 65.4.........................................................................Rev. 24-2014 Page 65.10.......................................................................Rev. 24-2014
Page 65.5.........................................................................Rev. 24-2014 Page 65.11.......................................................................Rev. 24-2014
Page 65.6.........................................................................Rev. 24-2014 Page 65.12.......................................................................Rev. 24-2014
Rev. 24-2014 2
AS 365 N 65 - Tail rotor drive
AS 365 N1
AS 365 N2
AS 365 N3 65.01 General presentation
General overview
Purpose
The rotating output motion from the main gearbox is transmitted
to the tail rotor by means of the tail rotor transmission system,
which comprises:
•• A tail rotor drive shaft
•• A tail rotor gearbox
Rev. 24-2014 dd_00_t_i_00_l1_a650000_00_en_001.png 65.3
AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.01 General presentation (cont.)
Basic architecture
The aircraft main gear box drives the tail rotor shaft which is
fitted with the tail rotor gear box.
The tail rotor gear box transmits a reduced speed to the tail
rotor.
Output speed:
•• 3579 rpm for 10 blades
•• 3665 rpm for 11 blades
Note: The TGB is a splash-lubricated reduction bevel gear
drive train
Rev. 24-2014 dd_00_t_i_03_l1_a650000_00_en_001.png 65.4
AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.02 Tail rotor drive assembly
Location
Tail rotor drive shaft
Rev. 24-2014 dd_00_t_i_04_l1_a651100_00_en_001_step_1.png 65.5
AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.02 Tail rotor drive assembly (cont.)
Location (cont.)
Tail rotor drive shaft bearings
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65 - Tail rotor drive
AS 365 N3
65.02 Tail rotor drive assembly (cont.)
Normal functioning
Tail rotor drive shaft
The transmission consists of 3 shafts : one forward shaft, one
center shaft and one rear shaft.
•• Center and rear shaft are supported by five bearings
•• Ball bearing rotate in an elastomeric visco-elastic damper.
The tube couplings, splined end-fittings or end flanges are
bonded and bolted after installation of elastomer bushes
and bearings.
•• The forward shaft is coupled to the center shaft by a flexible
coupling. The center and rear shafts are assembled with
bolts.. The forward and rear shaft splined ends fit into the
MGB and TGB coupling flanges.
Note: after AMS 65B39 metal bridges are installed at the
flexible coupling to avoid radio interference when the rotor is
rotating. They ensure the electrical continuity betwen the MGB,
the tail rotor drive and the TGB.
The bearings are lubricated periodically.
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AS 365 N 65 - Tail rotor drive
AS 365 N1
AS 365 N2
AS 365 N3 65.02 Tail rotor drive assembly (cont.)
Maintenance
Flexible coupling
The flexible coupling is made up of thin steel blades stacked
so as to absorb misalignment and small axial travels. It may be
subjected to different damage:
•• Buckling, described with parameter F, results from a torque
variation load applied to the flexible coupling. This behavior
mainly affects the loaded strands with compression.
•• Bulging, described with parameter C, results either
from relative axial travel or from misalignment of the two
conjugate flanges.
The rejections criteria can be found in the Maintenance Manual.
Note: simultaneous bulging and bulking may be accepted.
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AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.03 Tail gear box
Location
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AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.03 Tail gear box (cont.)
Normal functioning
The tail gearbox is designed to drive the tail rotor at 3665 rpm
(11 blades) or 3579 rpm (10 blades) for an input speed of
4009 rpm. It is secured to the aft end of the tail boom in the fin
shroud, and constitutes a reduction gear with a 90° drive angle
change. Lubrication is ensured by splashing of the pinions in
the oil contained in the casing.
Rev. 24-2014 dd_00_t_i_06_l2_a652100_00_en_001.png 65.10
AS 365 N1 65 - Tail rotor drive
AS 365 N2
AS 365 N3 65.03 Tail gear box (cont.)
Detailed functioning
Rev. 24-2014 dd_00_t_i_08_l3_a652100_00_en_001.png 65.11
AS 365 N 65 - Tail rotor drive
AS 365 N1
AS 365 N2
AS 365 N3
N K
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Rev. 24-2014 65.12
Electric power system
AS 365 N3
Contents
24.01 Electric power system
General overview
24.02 DC generation system
Overview
Location
Controls and displays
Normal functioning
Degraded mode
24.03 DC power distribution
Overview
Basic architecture
Location
Normal functioning
Rev. 24-2014 1
Electric power system
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 24.18.......................................................................Rev. 24-2014
Page 2..............................................................................Rev. 08-2015 Page 24.19.......................................................................Rev. 24-2014
Page 24.3.........................................................................Rev. 38-2014 Page 24.20.......................................................................Rev. 24-2014
Page 24.4.........................................................................Rev. 24-2014 Page 24.21.......................................................................Rev. 08-2015
Page 24.5.........................................................................Rev. 24-2014 Page 24.22.......................................................................Rev. 08-2015
Page 24.6.........................................................................Rev. 24-2014 Page 24.23.......................................................................Rev. 08-2015
Page 24.7.........................................................................Rev. 38-2014 Page 24.24.......................................................................Rev. 08-2015
Page 24.8.........................................................................Rev. 38-2014 Page 24.25.......................................................................Rev. 08-2015
Page 24.9.........................................................................Rev. 24-2014 Page 24.26.......................................................................Rev. 08-2015
Page 24.10.......................................................................Rev. 24-2014 Page 24.27.......................................................................Rev. 24-2014
Page 24.11.......................................................................Rev. 08-2015 Page 24.28.......................................................................Rev. 24-2014
Page 24.12.......................................................................Rev. 08-2015 Page 24.29.......................................................................Rev. 24-2014
Page 24.13.......................................................................Rev. 38-2014 Page 24.30.......................................................................Rev. 38-2014
Page 24.14.......................................................................Rev. 38-2014 Page 24.31.......................................................................Rev. 24-2014
Page 24.15.......................................................................Rev. 08-2015 Page 24.32.......................................................................Rev. 24-2014
Page 24.16.......................................................................Rev. 08-2015 Page 24.33.......................................................................Rev. 24-2014
Page 24.17.......................................................................Rev. 24-2014 Page 24.34........................................................................ Iss. 15-2014
Rev. 08-2015 2
AS 365 N 24 - Electric power system
AS 365 N1
AS 365 N2
AS 365 N3 24.02 DC generation system (cont.)
Location (cont.)
Major components specifications
Reverse Current Relay
•• Coupling prerequisite: generator voltage exceeds battery
voltage by at least 0.5 V
•• Cutout condition: reverse current of 9 A to 22 A
•• Current rating: 220 A
•• Overload current (10 mn): 400 A
Voltage Regulator
Static voltage regulator with the following functions:
•• Voltage regulation at 28.5 V ± 0.5 V with potentiometer
adjustment provision.
•• Overvoltage protection (breaks generator excitation circuit
when voltage exceeds 32 V).
•• Load balancing within 10% between the 2 generators
•• Generator flashover protection in the event of a polarity
reversal.
•• Remote trip provision (emergency cutout switch).
•• Generator resetting.
•• Balancing relay interlock during starting cycle.
•• Starting current held by gradual de-energizing.
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AS 365 N 24 - Electric power system
AS 365 N1
AS 365 N2
AS 365 N3 24.02 DC generation system (cont.)
Location (cont.)
Rev. 24-2014 dd_00_t_i_04_l1_a243000_00_en_001_step_3.png 24.9
24 - Electric power system
AS 365 N3
24.02 DC generation system (cont.)
Controls and displays
Monitoring lights on panel 7α:
•• BAT. SW1 and BAT.SW2: battery coupling. When lit,
indicates that contactors 16P and 17P are in rest position.
•• GEN.1 and GEN.2: generator switching. When lit, indicates
that reverse current relays 14P and 15P are open.
•• BUS.CPL: busbar PP8 and PP9 coupling. When lit,
indicates that the busbar contactor is closed.
•• SHED.BUS: load shedding. When lit, indicates that load
shedding contactors are open.
•• BAT.TEMP: when lit, indicates an abnormal raise of
temperature.
Electrical panel 6α components:
•• GEN switches: switching of generators.
•• BAT RLY switches: used for battery coupling or ground
power receptacle on busbars PP8 and PP9.
•• EMERGENCY CUT-OFF switch: used to cut-off generating
systems in case of failure.
•• SHED BUS: used for load shedding of busbars PP8 and
PP9.
•• EMERG RESET: used in case of battery loss and opening
of cut-off switch, to re-energize generators.
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24 - Electric power system
AS 365 N3
24.02 DC generation system (cont.)
Controls and displays (cont.)
Controls
The system includes six control switches and one pushbutton:
BAT.1 and BAT.2 on/off switches controlling battery contactors
16P & 17P.
GEN.1 and GEN.2 on/off/reset switches controlling the closing
of reverse current relays 14P & 15P.
The spring-loaded reset position allows the generator to be
restored to service after a transient fault.
EMERGENCY CUT OFF on/off switch. When switched off
it breaks the supply leads to the battery contactors and de-
energizes both generators. This is the electrical system crash
configuration: all circuits are broken except those supplied
from the direct battery bus (PP7).
EMERGENCY RESETTING pushbutton is common to both
power systems and enables emergency resetting of the
generators should the normal resetting current be totally lost,
should the battery fail and should the excitation current of both
generators be lost.
LOAD SHEDDING switch, two positions: NORM and SHED.
When the switch is set to SHED the power supply to the load
shedding contactors 44P and 45P is cut off. On the event of
total power system failure, this makes it possible to economize
the battery current by keeping in service only those utilization
circuits which are essential for the flight.
Note: The external power contactor (18P) closes when power
is supplied via the receptacle (23P) with the BAT switch on.
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24 - Electric power system
AS 365 N3
24.02 DC generation system (cont.)
Controls and displays (cont.)
Indicators and warning lights
Battery temperature warning light
This light comes on if the battery temperature exceeds 71°C.
The pilot then reacts by isolating the battery (switching off the
BATT switch).
Generator voltage & current monitoring
The instrument panel includes a voltmeter and an ammeter
together with a display selector by means of which the following
values can be read:
•• Voltage: each generator, aircraft battery or external power
receptable.
•• Current: each generator output.
Cutout indicator lights
These lights informs the pilot that the relevant battery contactor
or reverse current relay is open. In normal flight configuration,
i.e. with all indicator lights off, the illumination of a cutout
indicator light constitutes a failure warning.
Load shedding indicator light
This light comes on when the pilot sets the load shedding
switch to off and when both contactors 44P and 45P are open.
Bus coupling indicator light
This light comes on when the bus-coupling contactor is closed,
indicating one of the following conditions:
•• Power supplied via external power receptable.
•• Generator failure.
•• Battery contactor accidentally tripped off.
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Fuel system
AS 365 N3
Contents
28.01 Fuel system
General overview
Basic architecture
Location
Control and displays
Maintenance
28.02 Storage
Location
Normal functioning
28.03 Distribution
Location
Normal functioning
Detailed functioning
Degraded mode
28.04 Monitoring and indicating
Location
Detailed functioning
Failure Report
Rev. 08-2015 1
Fuel system
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 08-2015 Page 28.17.......................................................................Rev. 08-2015
Page 2..............................................................................Rev. 08-2015 Page 28.18.......................................................................Rev. 24-2014
Page 28.3.........................................................................Rev. 24-2014 Page 28.19.......................................................................Rev. 24-2014
Page 28.4.........................................................................Rev. 24-2014 Page 28.20.......................................................................Rev. 24-2014
Page 28.5.........................................................................Rev. 24-2014 Page 28.21.......................................................................Rev. 24-2014
Page 28.6.........................................................................Rev. 24-2014 Page 28.22.......................................................................Rev. 24-2014
Page 28.7.........................................................................Rev. 24-2014 Page 28.23.......................................................................Rev. 24-2014
Page 28.8.........................................................................Rev. 06-2015 Page 28.24.......................................................................Rev. 24-2014
Page 28.9.........................................................................Rev. 07-2015 Page 28.25.......................................................................Rev. 24-2014
Page 28.10.......................................................................Rev. 07-2015 Page 28.26.......................................................................Rev. 24-2014
Page 28.11.......................................................................Rev. 07-2015 Page 28.27.......................................................................Rev. 24-2014
Page 28.12.......................................................................Rev. 08-2015 Page 28.28.......................................................................Rev. 24-2014
Page 28.13.......................................................................Rev. 24-2014 Page 28.29.......................................................................Rev. 24-2014
Page 28.14.......................................................................Rev. 24-2014 Page 28.30.......................................................................Rev. 24-2014
Page 28.15.......................................................................Rev. 24-2014 Page 28.31.......................................................................Rev. 24-2014
Page 28.16........................................................................ Iss. 08-2015 Page 28.32.......................................................................Rev. 24-2014
Rev. 08-2015 2
AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.01 Fuel system
General overview
Purpose
The fuel is contained in five flexible fuel cells arranged in two
independent groups, each of which supplies one engine.
Both fuel systems operate according to the same principles.
Rev. 24-2014 dd_00_t_i_00_l1_a280000_00_en_001_step_1.png 28.3
AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.01 Fuel system (cont.)
General overview (cont.)
Purpose
The fuel system permits to supply the two engines and is
defined as follows:
•• The storage ensured by five bladder type cells (2 groups).
•• The distribution, which comprises:
–– Group fuel monitoring
–– Boosting of engine fuel supply lines and jet pumps
–– Fuel dumping
–– Fuel purging
•• The control and monitoring with indicators and sensors.
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28 - Fuel system
AS 365 N3
28.01 Fuel system (cont.)
Basic architecture
1. Fuel shut-off valve
2. Fuel shut-off valve control lever
3. Pressure transmitter
4. Fuel pressure bar graph scale
5. Low fuel pressure switch
6. Low fuel pressure warning light
7. Differential pressure switch
8. Clogging indicator
9. Metal cartridge filter
10. Bypass valve opening indicator
11. Filter bypass
12. Auxiliary fuel tank probe unit
13. Feeder tank low level stack pipe
14. Group drain valve
15. Center fuel tank probe unit
16. Fuel gauge amplifier unit
17. Double fuel contents indicator
18. Electric transfer pump
19. Fuel transfer indicator light
20. Transfer pump control switch
21. Reminder lights on the caution advisory panel (7α)
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28 - Fuel system
AS 365 N3
28.01 Fuel system (cont.)
Location
Fuel system
Each group is composed of a feeder tank, a filler neck and a
shut off valve.
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28 - Fuel system
AS 365 N3
28.01 Fuel system (cont.)
Control and displays
The fuel monitoring equipment located on the instrument panel
are:
•• 2 indicator lights on the caution advisory panel 7α (drop in
the feeder tank level).
•• 1 double fuel contents indicator.
•• 1 fuel pressure indicator on panel 9α.
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28 - Fuel system
AS 365 N3
28.01 Fuel system (cont.)
Control and displays (cont.)
The fuel management panel is located on the LH part of the
overhead panel.
Fuel indicator lights:
•• F.XFERT : direction of the fuel transfer
•• FUEL.FILT : incipient filter clogging
•• FUEL.PRS : drop in fuel system pressure
Note: the shut-off control is described in chapter 76.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.01 Fuel systems (cont.)
Maintenance
Filling and draining the control system
The task is carried out to drain the system to evacuate the
water traces in the system.
Special tools must be used to ensure the operation:
•• Fuel tank water drain hose
•• Drain pan
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.01 Fuel systems (cont.)
Maintenance (cont.)
Feeder tank valves functional test
n order to check the feeder tanks valves the jet pumps must be
replaced by specific plugs.
About 20l/5,28gal of fuel into the funnel in order to extinguish
the following red alarm light:
FUEL.Q (low level) on the fuel management panel.
Note: the fuel level in the transparent hose should stabilize a
few centimeters below the cabin floor.
Start the stopwatch.
Make sure that the above-mentioned red alarm do not come
on before 5 minutes, otherwise replace the feeder tank bleed
valves.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.01 Fuel systems (cont.)
Maintenance (cont.)
Feeder tank valves functional test
The task will be carried out as follows
•• Amplifier adjustment and check right side
•• Operating procedure
•• Amplifier adjustment and check left side
•• Indicator adjustment
Note: the task should be carried out in a work shop.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.02 Storage
Location
Tanks groups
The green tanks represent the LH group and the blue the RH
group.
The five bladder-type fuel cells are made from elastomer-
coated polyester. These fuel tanks are installed beneath the
cabin and baggage hold floors so that the fuel gravity center
is located under the theorical aircraft gravity center. The lower
structure which receives these tanks is perfectly leak tight since
it is part of the aircraft flotation reserve in conjunction with the
floats of the emergency floatation reserve gear installation.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.02 Storage (cont.)
Location (cont.)
Vent and ventilation lines
The expansion tank, also called vessel, prevents the fuel to
leak through the air vents when the pilot applies a steep bank
angle.
The venting lines lead to the expansion tank which is equipped
with two vents that open on the right side of the aircraft.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.02 Storage (cont.)
Normal functioning
Venting of the compartment cells
The tank venting system features two separate circuit including
pipe assembly leading to vessel forming an expansion tank.
This vessel is connected to two air vents, it prevents the fuel
leaking through the air vents at a steep bank angle.
Note: This vessel common to both systems is internally
partitioned, to insure independence of both systems.
The LH system ensures air venting of LH group of tanks.
The RH system ensures air venting of RH group of tanks, fuel
gravity transfer and air venting of additional tank in hold and of
ferry fuel tank (when installed).
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.02 Storage (cont.)
Normal functioning (cont.)
Ventilation of the compartment cells
The fuel tank compartments are ventilated through pipes
leading to four orifices provided through structure.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.02 Storage (cont.)
Normal functioning (cont.)
Expansion tank operation
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28 - Fuel system
AS 365 N3
28.03 Distribution
Location
Feeder tanks
The two booster pumps from the feeder tanks supply the
engine in fuel.
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28 - Fuel system
AS 365 N3
28.03 Distribution (cont.)
Location (cont.)
Auxiliary mounting plates
The RH mounting plate of rear cell and that of the forward LH
cell include:
•• A jet pump supplied by the center fuel cell pump, which
empties the cell group into the feeder tank.
•• A capacitor gauge.
•• A bleed valve.
The LH mounting plate of rear cell and that of the forward LH
cell are equipped with a fuel bleed valve.
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28 - Fuel system
AS 365 N3
28.03 Distribution (cont.)
Location (cont.)
Transfer pump assembly
The fuel transfer system, controlled from the pilot’ s station by
means of a switch, is used to convey fuel from either group of
cells into the other.
The system includes:
•• A transfer pump located under the baggage hold floor.
•• A drain pipe connecting the pump to the outside of the
fuselage.
•• A set of pipes with a double direction of flow ( suction and
delivery) depending on the direction of rotation of the pump.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.03 Distribution (cont.)
Normal functioning
General
The engine feed systems are separate:
•• Group 1 supplies engine 1 (LH)
•• Group 2 supplies engine 2 (RH)
There is one feeder tank for each fuel tank group. The two
booster pumps which supply each engine draw fuel from the
feeder tanks. A transfer pump makes it possible to move fuel
from one group to the other. In flight, the amount of fuel can be
balanced between the two groups.
Note: it must be possible to consume completely the amount
of fuel put into a group. The purpose of the booster pumps
which are installed in the bottom of the groups is to bleed the
engine fuel systems prior to starting and to maintain a certain
pressure at the engine pump inlets, allowing for the pressure
losses caused by filters, lines, height, etc., to prevent the vapor
lock phenomena. A single pump is enough to ensure these
function, but two pumps are fitted as a safety measure. These
pumps must always be immersed irrespective of the fuel level
in the group and of the aircraft attitude.
RH group capacity: 234 + 351 = 585 l/155 gal
LH group capacity: 222 + 173 + 178 = 573 l/151 gal
Capacity of one feeder tank: 18 l/5 gal
Unusable fuel:
•• RH group: 8,5 l/2.25 gal
•• LH group: 15 l/4 gal
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.03 Distribution (cont.)
Normal functioning (cont.)
General
Fuel is discharged from the feeder tank by the booster pumps
into the engine supply lines and to the jet pumps which maintain
the fuel level in the feeder tank. In the event of a booster pump
failure, the second booster pump ensures proper engine
operation.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.03 Distribution (cont.)
Detailed functioning
LH group distribution
By venturi effect, the feeder tank jet pump inducing flow (A)
creates an induced flow (B). The flow which returns to the
feeder tank (A+B) is greater than the flow which leaves the
feeder tank (twice A + engine consumption). In this case the
feeder tank overflows as long as fuel remains in the group. The
pumps are always immersed, the level in the feeder tank is
hardly modified by the aircraft attitude variations.
The purpose of the second jet pump is to transfer fuel from the
auxiliary tanks into the main tank.
Feeder tank
A small fuel tank, known as the feeder tank is fitted inside the
main fuel tank, as near as possible to the aircraft theoretical
center of gravity. This feeder tank has the particularity of
being leak tight from the inside to the outside, but not from the
outside to the inside. When the group is filled the fuel level is
balanced out between the different fuel tanks (by cross feed
lines) and the feeder tank (by a check valve which is located at
the bottom of the feeder tank).
The booster pump flow rate (600 l/hr) is also above the flow
rate required by an engine (190 l/hr at the maximum continuous
power rating). The booster pumps discharge towards the
engine and supply the two jet pumps.
Note: the LH group is shown here. The same principle applies
to the RH group.
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AS 365 N 28 - Fuel system
AS 365 N1
AS 365 N2
AS 365 N3 28.03 Distribution (cont.)
Detailed functioning (cont.)
Booster pumps
A booster pump supplies two jet pumps and ensures pressure
at engine inlet.
The power supply (selector on) is ensured by the two Bus bars
(PP8 - PP9).
After selection of a booster pump (selector on), the booster
pump increases the fuel pressure to deliver fuel via two jet
pumps to the concerned engine. (LH group to engine 1, RH
group to engine 2).
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28 - Fuel system
AS 365 N3
28.03 Distribution (cont.)
Degraded mode
Booster pump failure
The engine feeding is ensured by two booster pumps : should
one of the booster pumps fail, booster pump check valves
prevent the fuel discharged by the booster pump in operation
from returning into the feeder tank through the failed pump.
Note that failure of both pumps would not affect the engine
feeding (the engine pump takes fuel directly from the feeder
tank). In this case, forward tank check valve prevent air from
being taken in the empty fuel tank.
Rev. 24-2014 do_00_t_i_07_l3_a282001_00_en_001_step_3.png 28.24
28 - Fuel system
AS 365 N3
28.03 Distribution (cont.)
Degraded mode (cont.)
Unexpected engine shut down
Particularly, should one engine shut down, transfer enables
balance to be re-established and makes it possible, if
necessary, for all the fuel to be consumed. As long as there
is still fuel in the other tanks, the feeder tanks remain full. The
booster pumps which draw fuel from full feeder tanks, cannot
be unprimed.
Rev. 24-2014 do_00_t_i_07_l3_a282001_00_en_001_step_4.png 28.25
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating
Location
Engine monitoring
Note: Low fuel pressure pressure switch, filter and differential
pressure switch are located on the engine.
Rev. 24-2014 dd_00_t_i_04_l1_a284001_00_en_001.png 28.26
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Detailed functioning
Transfer pump control
The two way transfer pump makes it possible for the fuel to be
transferred from one group to the other. It takes fuel from one
main tank and discharges it into the other at the base of the
feeder tank. When the three-position control switch is tripped
to one side (to the left to transfer fuel into the LH group, to
the right to transfer fuel into the RH group) the corresponding
green arrow is lit. Should one group become too full (transfer
pump not switched off) the cross feed between the two filler
necks enables fuel to overflow into the other group to prevent
the filling the air vents.
Rev. 24-2014 do_00_t_i_08_l3_a284001_00_en_001_step_1.png 28.27
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Detailed functioning (cont.)
Level gauging - Probe units
The fuel level in each fuel tank is measured by a variable
capacitance probe unit. Both probe units are connected, via
an amplifier to a dual indicator. The amplifier supplies an
alternating current which passes through the probes. The fuel
level, which acts as the dielectric of the capacitor, modifies this
current.
The pointer (1) indicates the fuel level in the LH group, and the
pointer (2) indicates the fuel level in the RH group.
The push-to-test button allows checking the measurements
channels for proper operation by opening the systems : in
circuits open condition, the indicator pointers drop past to zero.
Note: to superimpose the two pointers, transfer the fuel from
RH group to LH group.
Rev. 24-2014 do_00_t_i_08_l3_a284000_00_en_001_step_2.png 28.28
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Detailed functioning (cont.)
Level gauge
The fuel probe units consist of two concentric electro-plated
tubes which form the capacitor plates, the dielectric material
is the fuel in the immersed area and air above. Since the fuel
dielectric constant is twice the air dielectric constant, it is clear
that the capacity of the probe capacitor depends on the fuel
level. The electro-plating of tubes is such that the capacitance
is proportional to the fuel level. The system is supplied with
DC power. The level signal (according to the capacitance) is
amplified and applied to the indicator.
Rev. 24-2014 do_00_t_i_08_l3_a284000_00_en_001_step_3.png 28.29
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Detailed functioning (cont.)
Fuel level switch
This equipment is designed to close an electric circuit when the
level of fuel contained in the feeder tank reaches 18l/5gal to
indicate the low fuel quantity. A float carrying a magnet causes
a reed switch to close, acting through the wall of a leak-tight
compartment.
The red FUEL.Q1 or FUEL.Q2 lights on the warning panel 7α
come on, and warns the pilot of the running out of fuel risk. This
signal is repeated by the ALARM light.
Rev. 24-2014 do_00_t_i_08_l3_a284000_00_en_001_step_4.png 28.30
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Detailed functioning (cont.)
Pressure transmitter
Stabilized power supply (16Q1) receives 28 Vdc from the
36α panel and converts it into 10 Vdc to supply the pressure
transmitter. The same box receives the output voltage from the
transmitter it self and adapts the value to be sent to the 9α
indicator.
Pressure transmitter (16Q) supplied under 10 Vdc stabilized
power supply, able to output voltage curve corresponding to :
•• V.OUT = 1 Volt to 5 Volts
•• 0 bar = 1 Volt
•• 2 bars = 5 Volts
Rev. 24-2014 do_00_t_i_08_l3_a284000_00_en_001_step_5.png 28.31
28 - Fuel system
AS 365 N3
28.04 Monitoring and indicating (cont.)
Failure Report
Feeder tank low level alarm indication
The feeder tank low level stack pipe illuminates warning light
when the feeder tank fuel level drops below 18l/5gal. This
implies if the fuel tanks groups are empty (fuel contents gauge
reads 0).
Therefore, should the indicator light FUEL.Q be lit and the
indicator reading above 0, there is an anomaly :
Clogging of feeder tank jet pump, or leakage from the feeder
tank valve, or failure of both booster pumps.
These incident result in the loss of the feeder tank booster
function.
Rev. 24-2014 do_00_t_i_11_l2_a284001_00_en_001.png 28.32
Engine
AS 365 N3
Contents
70.01 Power plant
General overview
70.02 Engine installation
Location
Maintenance
70.03 Engine mounts
Overview
Location
Normal functioning
70.04 Fire walls
Location
70.05 Air intakes
Overview
Location
Normal functioning
Maintenance
70.06 Connections
Overview
Location
70.07 Drains
Location
70.08 Engine overview
Overview
Basic architecture
Rev. 08-2015 1
Engine
AS 365 N3
Contents
70.09 Engine oil system
Basic architecture
Location
Controls and displays
Normal functioning
Detailed functioning
70.10 Chip detection system
Controls and displays
Location
Normal functioning
70.11 Engine controls
Overview
Basic architecture
70.12 Engine governing
Overview
Location
Controls and displays
Variable NR law
Engine ratings
Training mode
OEI controls
RPM 365 control
Detailed functioning
Degraded mode
Rev. 08-2015 2
Engine
AS 365 N3
Contents
70.13 Engine failure monitoring
Engine monitoring indicating system
DECU failure monitoring
DECU auto-test
Failure annunciator system
70.14 Anticipator control
Location
Normal functioning
Degraded mode
Maintenance
70.15 Back-up control
Location
Controls and displays
Normal functioning
70.16 Emergency shutdown
Location
Controls and displays
Normal functioning
Rev. 08-2015 3
Engine
AS 365 N3
Contents
70.17 Engine parameter monitoring
Basic architecture
Location
Controls and displays
Engine speed monitoring system
Ng speed monitoring system
Engine torque monitoring system
T 4.5 monitoring system
Nf speed monitoring system
Free turbine overspeed safety monitoring
Free turbine overspeed logic test
70.18 Engine starting system
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Normal procedures
Emergency procedures
Rev. 08-2015 4
Engine
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 08-2015 Page 70.31.......................................................................Rev. 24-2014
Page 2..............................................................................Rev. 08-2015 Page 70.32.......................................................................Rev. 16-2015
Page 3..............................................................................Rev. 08-2015 Page 70.33.......................................................................Rev. 16-2015
Page 4..............................................................................Rev. 08-2015 Page 70.34.......................................................................Rev. 44-2014
Page 5..............................................................................Rev. 16-2015 Page 70.35.......................................................................Rev. 44-2014
Page 6..............................................................................Rev. 16-2015 Page 70.36.......................................................................Rev. 44-2014
Page 70.7.........................................................................Rev. 24-2014 Page 70.37.......................................................................Rev. 44-2014
Page 70.8.........................................................................Rev. 38-2014 Page 70.38.......................................................................Rev. 24-2014
Page 70.9.........................................................................Rev. 38-2014 Page 70.39.......................................................................Rev. 13-2015
Page 70.7.........................................................................Rev. 24-2014 Page 70.40.......................................................................Rev. 16-2015
Page 70.8.........................................................................Rev. 24-2014 Page 70.41.......................................................................Rev. 04-2015
Page 70.9.........................................................................Rev. 24-2014 Page 70.42.......................................................................Rev. 24-2014
Page 70.10.......................................................................Rev. 24-2014 Page 70.43.......................................................................Rev. 24-2014
Page 70.11.......................................................................Rev. 24-2014 Page 70.44.......................................................................Rev. 24-2014
Page 70.12.......................................................................Rev. 24-2014 Page 70.45.......................................................................Rev. 24-2014
Page 70.13.......................................................................Rev. 24-2014 Page 70.46.......................................................................Rev. 04-2015
Page 70.14.......................................................................Rev. 38-2014 Page 70.47.......................................................................Rev. 04-2015
Page 70.15.......................................................................Rev. 24-2014 Page 70.48........................................................................ Iss. 08-2015
Page 70.16.......................................................................Rev. 24-2014 Page 70.49.......................................................................Rev. 08-2015
Page 70.17.......................................................................Rev. 24-2014 Page 70.50.......................................................................Rev. 24-2014
Page 70.18.......................................................................Rev. 24-2014 Page 70.51.......................................................................Rev. 16-2015
Page 70.19.......................................................................Rev. 04-2015 Page 70.52.......................................................................Rev. 16-2015
Page 70.20.......................................................................Rev. 24-2014 Page 70.53.......................................................................Rev. 24-2014
Page 70.21.......................................................................Rev. 24-2014 Page 70.54.......................................................................Rev. 04-2015
Page 70.22.......................................................................Rev. 38-2014 Page 70.55.......................................................................Rev. 04-2015
Page 70.23.......................................................................Rev. 24-2014 Page 70.56.......................................................................Rev. 24-2014
Page 70.24.......................................................................Rev. 38-2014 Page 70.57.......................................................................Rev. 24-2014
Page 70.25.......................................................................Rev. 24-2014 Page 70.58.......................................................................Rev. 24-2014
Page 70.26.......................................................................Rev. 24-2014 Page 70.59.......................................................................Rev. 24-2014
Page 70.27.......................................................................Rev. 24-2014 Page 70.60.......................................................................Rev. 04-2015
Page 70.28.......................................................................Rev. 24-2014 Page 70.61.......................................................................Rev. 24-2014
Page 70.29.......................................................................Rev. 08-2015 Page 70.62.......................................................................Rev. 24-2014
Page 70.30........................................................................ Iss. 08-2015 Page 70.63.......................................................................Rev. 24-2014
Rev. 16-2015 5
Engine
AS 365 N3
List of effective pages
Page 70.64.......................................................................Rev. 24-2014 Page 70.78.......................................................................Rev. 24-2014
Page 70.65.......................................................................Rev. 08-2015 Page 70.79.......................................................................Rev. 16-2015
Page 70.66.......................................................................Rev. 24-2014 Page 70.80.......................................................................Rev. 16-2015
Page 70.67.......................................................................Rev. 04-2015 Page 70.81.......................................................................Rev. 24-2014
Page 70.68.......................................................................Rev. 24-2014 Page 70.85.......................................................................Rev. 24-2014
Page 70.69.......................................................................Rev. 24-2014 Page 70.86.......................................................................Rev. 04-2015
Page 70.70.......................................................................Rev. 24-2014 Page 70.87.......................................................................Rev. 04-2015
Page 70.71.......................................................................Rev. 08-2015 Page 70.88.......................................................................Rev. 24-2014
Page 70.72.......................................................................Rev. 16-2015 Page 70.89.......................................................................Rev. 24-2014
Page 70.73.......................................................................Rev. 24-2014 Page 70.90.......................................................................Rev. 04-2015
Page 70.74.......................................................................Rev. 24-2014 Page 70.91.......................................................................Rev. 04-2015
Page 70.75.......................................................................Rev. 24-2014 Page 70.92.......................................................................Rev. 04-2015
Page 70.76.......................................................................Rev. 04-2015 Page 70.93.......................................................................Rev. 24-2014
Page 70.77.......................................................................Rev. 04-2015 Page 70.94.......................................................................Rev. 24-2014
Rev. 16-2015 6
Engine
AS 365 N3
70.01 Power plant
General overview
Purpose
The aircraft is powered by two Turbomeca ARRIEL 2C gas
turbine engines.
Engine type : free turbine engine.
Refer to the manufacturer’s documentation for the technological
and operating features of the engine.
This chapter is restricted to the links between the aircraft and
the engines :
•• The engine compartment and air intake system.
•• The engine mounting.
•• The oil cooling system.
•• The controls and instruments.
The fuel and oil pipes, the engine controls and fire detection
electrical circuits are either fireproof or fire protected. Water,
any fuel leakage is evacuated outside via drains located on the
engine compartment floor.
Note: by convention the LH engine is called engine 1 and the
RH one engine 2. These engines are interchangeable.
Rev. 24-2014 dd_00_t_i_00_l1_a710000_00_en_001.png 70.7
Engine
AS 365 N3
70.02 Engine installation
Location
The engines are located backward of the MGB and separated
from it by a titanium firewall.
They are installed side by side in two separate fireproof
compartments delimited by Titanium firewalls and engine deck.
The cowlings are fireproof and may be locked in open position
for maintenance.
The engine compartments are ventilated by suction pressure
created by the tail pipe of the engine cowling and by the starter
generator’s air cooling.
The two engines are identical and may be installed indifferently
on the LH or RH side of the aircraft providing that:
•• The magnetic plug on the free turbine reduction gear is
relocated (LH or RH).
•• The P3 pressure pick-offs are inverted.
Heating system pick off with pressure reducing
fitting, always directed toward the aircraft center line.
Air intake seal inflating pick off with pressure reducing valve
mounted toward the outside of the aircraft
•• The tail pipes are inverted.
Rev. 38-2014 dd_00_t_i_04_l1_a711000_00_en_001.png 70.8
Engine
AS 365 N3
70.02 Engine installation (cont.)
Maintenance
Engine Removal/ Installation
Special tools:
•• Portable crane (Engine hoisting tool).
•• ARRIEL engine sling tool.
•• Rest stand.
•• ARRIEL engine holding tool.
Rev. 38-2014 dd_00_t_i_12_l2_a711000_00_en_001.png 70.9
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.03 Engine mounts
Overview
Both engines are secured:
•• To engine deck by a structural flexible Mount (two clamps).
•• To the MGB by a flared coupling Housing.
This type of attachment enables each engine to move
separately from the other, while still following the MGB
movements in operation.
Note: the engine to MGB coupling description may be found in
ATA 71 (power plant) or in ATA 63 (main rotor drive).
Rev. 24-2014 dd_00_t_i_02_l1_a712000_00_en_001.png 70.7
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.03 Engine mounts (cont.)
Location
Each engine is mounted at three points on the aircraft:
•• One coupling casing linking the engine to the MGB
•• Two elastomer damping pads fixed on the engine coupling
tube.
Note: an auxiliary mounting together with a specific tool,
supports the engine should the forward attachment be
disconnected during a maintenance operation.
Rev. 24-2014 dd_00_t_i_04_l1_a712000_00_en_001.png 70.8
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.03 Engine mounts (cont.)
Normal functioning
Attachment on engine deck
The engine is secured with two clamps holding the coupling
tube to a mount integral with engine deck. The mount is in
two parts, the first riveted to the engine deck and the second
secured to the first by means of a damper.
This mount is fitted with a safety device consisting of a plain
pin which passes through both components. This pin holds the
engine in place in the event of rough landing or fire.
Note: the LH and RH engine mounts are each fitted with a fool-
proof system with a pin and angle.
Rev. 24-2014 dd_00_t_i_06_l2_a712000_00_en_001_step_1.png 70.9
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.03 Engine mounts (cont.)
Normal functioning (cont.)
Forward attachment
The engine is secured to the MGB by means of a coupling tube
in two parts:
•• An aft coupling tube secured to engine casing.
•• A forward coupling tube connecting the aft tube to the MGB
accessory drive gearbox input gimbal ring.
A drive shaft inside the coupling tube transmits the engine
motion to the MGB by means of flexible coupling.
Rev. 24-2014 dd_00_t_i_06_l2_a712000_00_en_001_step_3.png 70.10
Engine
AS 365 N3
70.04 Fire walls
Location
The fireproof components include parts or devices designed to
isolate and protect vital equipments items and areas exposed
to fire risks.
In the engine compartment, the oil and fuel lines are fireproof.
The forward transverse firewall separates the engine
compartment from the MGB compartment.
The axial firewall separates the two engines.
Note: the firewalls are made of titanium.
Rev. 24-2014 dd_00_t_i_04_l1_a713000_00_en_001.png 70.11
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.05 Air intakes
Overview
The engines are fed with air through ducts in the MGB cowlings.
In forward flight the air intakes benefit from the ram air effect.
Rev. 24-2014 dd_00_t_i_02_l1_a716000_00_en_001.png 70.12
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.05 Air intakes (cont.)
Location
The air intake is located aft of the forward firewall, the forward
press formed section passes through the firewall and enters
the MGB removable cowling inlet duct.
A flange enables attachment of the air intake onto the
compressor inlet casing.
The inflatable seal ensures leaktightness in operation.
Note : the air intake is fitted with a self-sealing male union which
enables the connection of a hose to wash the compressor.
Rev. 24-2014 dd_00_t_i_04_l1_a716000_00_en_001.png 70.13
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.05 Air intakes (cont.)
Normal functioning
On each engine the air intake ducts are made up of:
•• A laminated inlet duct fitted in the
•• MGB removable cowling.
•• A stainless steel air intake secured to the compressor inlet
casing .
•• An inflatable seal .
When the engine is running, the air intake assembly is made
leaktight by means of the inflatable seal which uses the P3 air
from the compressor.
The inlet duct directs the outside air up to the stainless steel air
intake which is secured to the engine.
Note: when the engine is shut down, the danger of liquid
accumulating at the compressor inlet is not possible since, in
rest configuration, the inflatable seal leaves sufficient clearance
for any liquid to flow towards the transmission deck drains.
Rev. 38-2014 dd_00_t_i_06_l2_a716000_00_en_001.png 70.14
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.05 Air intakes (cont.)
Maintenance
Engine’s compressor washing
Special tool:
Engine flushing tool.
Rev. 24-2014 dd_00_t_i_12_l2_a716000_00_en_001.png 70.15
Engine
AS 365 N3
70.06 Connections
Overview
The engine/aircraft connections include:
•• Fuel supply lines
•• Oil supply lines
•• P3 air pick offs
•• Groundings
•• Air suction duct for the starter
•• Electrical equipments and monitoring system
Rev. 24-2014 dd_00_t_i_02_l1_a715000_00_en_001.png 70.16
Engine
AS 365 N3
70.06 Connections (cont.)
Location
The aircraft/engine fuel supply connection located on the
firewall is ensured by means of a fire-resistant hose.
The oil return line is fitted with a magnetic plug comprising an
electric indicating system.
Each engine is fitted with two P3 system pressure pick-off
located on the sides of the engine casing:
•• Pressure pick-off on firewall side routes P3 system to the
heating valve.
•• Pressure pick-off on the outside supplies the air intake’s
inflatable seal.
Two electrical bonding braids connect the engine power takeoff
housings to the forward firewall and engine deck.
Rev. 24-2014 dd_00_t_i_04_l1_a715000_00_en_001.png 70.17
Engine
AS 365 N3
70.07 Drains
Location
A drainage system fitted on the aircraft from the transmission
and engine decks enable any flammable liquids from the MGB
compartment and the engine installation to be recovered.
The excess fluid is recovered by deck scuppers and is
evacuated to the lower section of the fuselage.
Angles riveted onto the deck’s egdes prevent the leaks from
spreading along the fuselage.
Rev. 24-2014 dd_00_t_i_04_l1_a717000_00_en_001.png 70.18
Engine
AS 365 N3
70.08 Engine overview
Overview
Main engine features
•• Free turbine engine with independent gas generator shaft
and power turbine shaft.
•• Electronic fuel flow management system.
•• Modular design, allowing individual module replacement.
•• Self contained lubrication system.
•• Engine weight: 130 kg / 286 lbs.
Rotation speeds
•• Power per engine in standard atmosphere conditions at
Zp = 0:
•• Gas generator speed varying with the power demand. At
Maximum Takeoff Power (MTOP): Ng = 100% = 52110 rpm.
•• Virtually constant free turbine rotation speed: Nf =
39095 rpm.
•• GTM maximum continuous power (AEO): 597 kW
•• Take-off: 626kw
•• OEI HI: 718 kW
•• OEI LO: 646 kW
Levels
Each characteristic point in the gas flow is indicated by a
number identifying the gas flow pressure, temperature and
speed parameters throughout the engine.
Rev. 04-2015 dd_00_t_i_02_l1_a710000_00_en_001.png 70.19
Engine
AS 365 N3
70.08 Engine overview (cont.)
Basic architecture
The purpose of the electronic management system is to govern
and monitor the ARRIEL 2C engine parameters. It is composed
of:
•• 2 DECUs (Digital Engine Control Unit).
•• 2 EIUs (Engine Interface Unit).
•• 1 FAU (Fault Annunciator Unit).
•• 2 T0 (outside air temperature) probes.
•• 1 double track collective pitch transmitter (Anticipator).
The system ensures the following functions:
•• Automatic optimum starting.
•• Nf control.
•• Sensors monitoring and self monitoring.
•• Computation of the limitations and recording of the over-
limitations.
•• Maintenance aids…
Functions independent of the computer control:
•• Ng, Nf, torque and T4.5 indications (essential parameter for
engine monitoring).
•• Engine oil temperature and pressure.
•• Presence, if any, of metal particles in the engine oil.
Some engine parameters and messages failures or limitations
are transmitted to the Failure Annunciator Unit (FAU).
Lights, located on the caution advisory panel 7α indicate
operating faults, if any.
Rev. 24-2014 dd_00_t_i_03_l1_a774000_00_en_001.png 70.20
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.07 Engine oil system
Basic architecture
The engine and MGB system lubrication oil cooling is provided
by an assembly of four oil coolers located at the MGB-driven
fan suction side. The two front oil coolers provide the engine
systems’ cooling. The two parallel-connected rear coolers
provide the MGB oil system’s cooling.
The external system for each engines includes:
•• An oil tank.
•• An oil cooler unit.
•• Oil system lines.
•• An oil cooling fan (common to all three system).
Rev. 24-2014 dd_00_t_i_03_l1_a790000_00_en_001.png 70.21
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.07 Engine oil system (cont.)
Location
The AG5 oil tank is located on the transmission deck next to
the MGB. It is fitted with a magnetic plug and a temperature
probe.
Maximum capacity: 4,80 liters.
The oil tank venting is picked up on the engine reduction gear
housing venting line via a tee-union.
A thermostatically-controlled valve is mounted on the oil cooler.
Rev. 38-2014 dd_00_t_i_04_l1_a792000_00_en_001.png 70.22
Engine
AS 365 N3
70.09 Engine oil system (cont.)
Controls and displays
The oil pressure of each engine is measured by a pressure
transmitter installed on the oil filter base and a minimum oil
pressure switch.
The oil pressure data is transmitted to an oil pressure indicator
located on the monitoring section of instrument panel 9α.
The minimum pressure switch permits under 1,3 bar to
illuminate the ENG.1 or ENG.2 lights.
The system is design to check the engine lubrication
temperature with a temperature probe.
The oil temperature data is transmitted to an oil temperature
indicator on panel 9α.
Illumination of warning light OIL.TEMP is displayed on the
panel 7α if the temperature rises up to 125°C.
Note: the ALARM lights illuminate whenever a caution advisory
panel red light comes on.
Rev. 24-2014 do_00_t_i_05_l1_a792000_00_en_001.png 70.23
Engine
AS 365 N3
70.09 Engine oil system (cont.)
Normal functioning
The two engine oil systems are independent, with a useful oil
capacity of approximately 6.2L each.
In normal operation the oil is drawn in the system by a pressure
pump (1) and delivered at 5 bar to the various jets after flowing
through a filter.
The scavenge pumps (2) direct the oil from internal lubrication
to the thermostatic valve (4) and then to the oil cooler (6).
After heat exchange, the oil returns back to the oil tank (8).
The thermostatic valve short-circuits the heat exchanger
during starting to accelerate the temperature rise. The valve
is open when the oil temperature is <45°C and closes at an oil
temperature >60°C
A thermostatic switch (7) located downstream of valve triggers
warning light when the oil temperature reaches 125 °C +/- 5°C.
1. Oil pressurizing pump
2. Oil scavenge pumps
3. Magnetic chip detector
4. Thermostatic valve
5. MGB driven fan
6. Heat exchanger
7. Bimetallic thermostatic switch
8. Oil tank
9. Temperature probe
10. Magnetic drain plug
11. Oil pressure transmitter
12. Low pressure switch
13. Filter
Rev. 38-2014 do_00_t_i_06_l2_a792000_00_en_001_step_1.png 70.24
Engine
AS 365 N3
70.09 Engine oil system (cont.)
Detailed functioning
Oil temperature monitoring
This system is design to check the engine lubrication
temperature with a temperature probe located at the oil tank
outlet.
Illumination of warning light OIL.TEMP is displayed on the
panel 7α via a bimetallic thermostatic switch when the oil
temperature exceeds 125°C +/-5°C.
Temperature probe:
•• Measures the temperature of the oil flow in which it is fitted.
•• Works on the principle of a variable resistance made of
nickel wire according to the temperature.
Temperature indicator:
•• Graduated from 0°C to 150°C.
Note: the system is supplemented by a main gear box oil
temperature monitoring system.
Rev. 24-2014 do_00_t_i_08_l3_a772000_00_en_001_step_2.png 70.25
Engine
AS 365 N3
70.09 Engine oil system (cont.)
Detailed functioning (cont.)
Oil pressure monitoring
The oil pressure of each engine is measured by a pressure
transmitter installed on the oil filter base and a minimum oil
pressure switch. The oil pressure data is transmitted to an
oil pressure indicator located on the monitoring section of
instrument panel 9α.
A minimum pressure switch permits to illuminate the oil ENG
light when the pressure drops under 1.3 bar (TURBOMECA
support).
The electrical pressure transmitter consists of resistors
connected as a WHEATSTONE bridge.
The oil pressure indicators are graduated from 0 to 10 bars.
Note: The system is completed by a main gear box oil pressure
monitoring system.
Rev. 24-2014 do_00_t_i_08_l3_a772000_00_en_001_step_4.png 70.26
Engine
AS 365 N3
70.10 Chip detection system
Controls and displays
A chip detector light CHIP 1 or CHIP 2 comes on when magnetic
chips are detected in the engine oil.
The pilot can burn those particles by selecting the PULSE
position on the CHIPS switch.
In TEST position the switch will enable the illumination of CHIP
1 and CHIP 2 lights.
Rev. 24-2014 do_00_t_i_05_l1_a773100_00_en_001_step_2.png 70.27
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.08 Chip detection system (cont.)
Location
The chip detection box 172E is located in the aircraft nose
compartment.
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Engine
AS 365 N3
70.10 Chip detection system (cont.)
Normal functioning
Chip detector
The chip detector circuit warns the pilot of the presence
of metal particles in the oil system. The circuit comprises a
detector located on the oil reservoir connecting union, and a
warning light on the caution advisory panel.
The presence of metal particles on the magnetic plug closes
the electrical circuit and this illuminates the warning light CHIP
1 or CHIP 2.
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Engine
AS 365 N3
70.10 Chip detection system (cont.)
Normal functioning
Fuzz burner
The detection of metal particles is announced by the lighting of
the corresponding warning light CHIP 1 or CHIP 2.
An action on the switch on PULSE position allows the particles
detection box 172E to send an electric discharge on each exit
connected to the detectors in order to burn the particles.
The switch TEST position activates the lights CHIP 1 and
CHIP 2 and validates the wiring between the box output and
the detectors.
Note: the 172E unit is fitted with a counter which is not used.
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Engine
AS 365 N3
70.11 Engine controls
Overview
Purpose
Engine controls are defined as follows:
•• Back-up engine controls directly linked with the engine.
•• Electrical engine controls connected to the DECU (Digital
Engine Control Unit).
•• Emergency shut off control acting on the aircraft fuel
system.
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Engine
AS 365 N3
70.11 Engine controls (cont.)
Basic architecture
Each engine has its own separate set of controls to adjust the
amount of fuel injected into the combustion chamber in the
different operating phases:
•• Starting
•• Accelerating to ground idle or flight rating
•• Normal or emergency shut-down
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Engine
AS 365 N3
70.12 Engine governing
Overview
The DECU is a single channel digital computer, it ensures
the engine adaptation requirements by metering the fuel flow
sprayed in the combustion chamber.
The DECU transmits an electric signal to the stepper motor
which opens or reduces the fuel metering unit taking into
account the pilots control inputs, the engine parameters
(torque, Ng, P3, T4.5, Nf)and the aircraft parameters (P0, T0).
Thanks to the computer and its memory capability, the system
offers numerous additional functions:
•• Engine performance monitoring.
•• Operating time and cycles counting memorization.
•• Limit exceedences (OEI) counting and duration.
•• Maintenance aids
•• Exchange of data with the aircraft.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Location
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Controls and displays
The engine electrics controls act on the engine electronic
digital control units, it is located on panel 12 α .
Two push-buttons located on the collective lever grip enable the
pilot, when he has adopted the OEI (One Engine Inoperative)
rating, (actual failure or training mode) to change to the OEI LO
or continuous OEI rating.
Note: the anticipator potentiometer located under cabin floor
RH side, reduces the demand of power response time.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Controls and displays (cont.)
Fault Annunciator Unit (FAU)
In normal mode the engines are controlled via an electronic
digital control unit.
Master control switch
One per engine.
Position:
•• OFF: engine shutdown (stable position). The engine will be
shut-down after a certain time of stabilization (refer to the
flight manual).
•• IDLE: Ground idle (stable position), N1=68% idling speed
used in normal mode or for starting with OAT (Outside Air
Temperature) < -15°C.
•• FLIGHT: normal flight (stable locked position), the computer
runs the automatic starting sequence then sets the engine
to the nominal free turbine rating.
Training switch
When the training switch is selected on one engine, this
selected engine speed reaches the training idle speed value
to be disengaged from the MGB. The other engine is limited to
the OEI high training rating.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Selector
A scrolling push button operates on the memory and parameter
positions. It is associated with the two readout units.
•• FAULT mode: Enables the pilot and maintenance crews to
identify the failures detected by the computer.
•• PARAMETER mode (PRMTR): Enables the pilot to display
the engine parameters (NG, T4, NF, P0, T0). See PMV
section 8
•• MEMORY mode (MEM): Enables the engine events and
parameters, representative of the flight, to be displayed.
•• POWER CHECK mode (PWR CHK): displays the T4 and
torque margins for each engine.
NR control
This two position switch can be used to modify the rotor rpm in
specific flight phases:
•• OFF: variable rotor rpm (355-360 rpm) controlled by the
engine digital control units.
•• ON: rpm increased to 365 rpm for takeoff and landing on a
helipad.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Variable NR law
The purpose of this law is to:
Reduce the engine noise when flying over inhabited areas.
Prevent any reduction in performance.
Avoid interference with ILS approach frequencies.
Sustain a rotor speed in hovering flight greater than or equal
to NR=350 rpm.
The variable NR law is computed according to the altitude (A)
and the indicated airspeed (IAS).
Ng governing
The Ng selection is fed by the Nf governor. The following
limitations are applicable to this command:
•• Generator speed limitations.
•• Torque limitations.
•• Acceleration/deceleration limitations.
Ng governor speed law defines the various generator speeds
in single and twin-engine operation.
Ng values of both engines are identical within 0.2%.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Engine ratings
Engine ratings main characteristics
AEO ratings (All Engines Operating):
•• Max. Take-Off Power (MTOP): max. rating which can be
used during take-off. This rating has a limited duration (5
min. continuous).
•• Max. Continuous Power: rating which can be used
without time limitation (this does not imply that it is used
permanently).
OEI ratings (One Engine Inoperative):
•• OEI 30 sec. (Max. Contingency Power): max. single engine
rating limited to 30 sec. use after engine failure (this rating
is usually limited to a period of continuous operation).
•• OEI 2 min. (Max. Contingency Power): max. single engine
rating limited to 2 min. use after engine failure (this rating is
usually limited to a period of continuous operation).
•• OEI continuous (Intermediate Contingency Power): rating
which can be used without time limitation in the case of one
engine failure.
TRAINING ratings:
The “training” system enables OEI procedures to be practiced
using non-damaging power levels (refer to the Flight Manual
for training mode limitations).
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Training mode
The training mode is accessible via a TNG selector (IDL1/
FLT/IDL2) located on the overhead panel. The corresponding
engine is at 92% Nf (reading corresponds to 320 rpm on the
NR indicator).
The TNG, DIFF.NG and OEI.HI lights illuminate.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
OEI controls
When one engine fails the other engine has the OEI HI rating
armed. The pilot can then select between HI and LO power
with one button and select OEI continuous with the other
button. These two buttons are located on the collective grip.
OEI indications are provided by two lights on the ∆NG
indicators.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
RPM 365 control
This two position switch is used to modify the rotor rpm in
specific flight phases (refer to flight manual):
•• OFF: variable rotor rpm (355-360 rpm) controlled by the
engines digital control units.
•• ON: rpm increased to 365 rpm for takeoff and landing on
a helipad.
The rpm 365 light (panel 7α) comes on when switched on.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Detailed functioning
Hydro-mechanical governing
The normal functioning is ensured by the DECU which operates
on the fuel system to control the fuel flow.
The fuel flow control is achieved by displacement of a needle
valve located in the engine fuel control unit and driven by a
stepper motor. This results in varying the fuel passage cross-
section in the metering unit, which regulates at constant
pressure differential, and provides a fuel flow which is virtually
proportional to the cross-section.
The fuel flow depends on a constant delta P valve which
ensures the efficiency of the fuel supply to the main injection
system.
The displacement of the needle valve can be actuated under
three different operating modes:
•• Normal mode
•• Manual mode
•• Combined mode
Normal mode (automatic mode)
A stepper motor supplied and controlled by the DECU actuates
the displacement of the metering needle. The position of the
metering needle is transmitted by a position transmitter to the
DECU.
The automatic function is operating when the throttle lever
neutral notch is on neutral position.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Mixed mode
The lever is out of the neutral position and the stepper motor is
in operation. Displacement of the needle by combined action of
the throttle lever and the stepper motor.
If the throttle lever is moved to a new manual demand of fuel,
immediately the DECU cancels this manual demand to return
to the previous automatic demand of fuel.
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Engine
AS 365 N3
70.12 Engine governing (cont.)
Degraded mode
Hydro-mechanical governing
Standby / Manual Mode
In the event of a failure of the governing system, selection of
MANUAL governing switches the digital computer to dormant
status. The stepper motor unit will then stay in the position it
was at failure. The red GOV warning light and the fuel control
light comes on.
The pilot must then use the fuel control lever to move the
metering needle, to vary the fuel flow as required.
Note: A load limiter prevents unexpected accelerations or
decelerations of the engine.
To come back in normal mode (automatic):
1. Switch selector “MANUAL/AUTO” to AUTO position
(combined mode).
2. Place throttle lever on neutral position.
Fuel flow control lever positions:
1. Manual governing maximum stop.
2. Normal flight position (neutral detent).
3. Anti flame-out detent.
4. Manual starting or engine stop position.
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Engine
AS 365 N3
70.13 Engine failure monitoring
Engine monitoring indicating system
Aural warning
An aural warning sounds in the ICS headphones when NR rpm
is out of range.
A gong stroke sounds when the LIMIT warning light illuminates
for:
•• Power exceeding limits.
•• Overtorque.
A series of gong strokes sounds when the DIFF NG warning
light illuminates.
LIMIT warning light
Illuminates for:
•• Cyclic stick lever positions exceeding limitations during
taxiing.
•• Excessive load on the RH servocontrol.
•• Power exceeding limits.
•• Overtorque.
Note: the ALARM lights come on each time a red alarm occurs.
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Engine
AS 365 N3
70.13 Engine failure monitoring (cont.)
DECU failure monitoring
The DECU detects and validates the presence of each input
signal. It provides signalization and notices the discrepancy
level:
•• Level 1 failure corresponding to the loss of a redundant
resource or failure having no consequences on the flight.
•• Level 2 failure corresponding to the loss of a non-redundant
resource resulting in the selection of an alternate value
which might affect the function and performance of the
governing system.
•• Level 3 failure corresponding to the loss of a essential
resource or to a certain cases double failure which no
longer allows automatic control to be performed.
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Engine
AS 365 N3
70.11 Engine failure monitoring (cont.)
DECU auto-test
The complete self-test is performed upon computer energization
if the engine is in the following conditions:
The engines master switches set to OFF and the AUTO/MANU
selector set to AUTO. If one of these conditions is not met
during the self-test, it will be interrupted and considered as
completed.
If the engines master switches are in FLIGHT position upon
computer energization, the computer goes in red warning
mode and must be reset.
These complete self-tests correspond to successive check
of the internal resources of the computer followed by the fuel
metering device full travel check.
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Engine
AS 365 N3
70.11 Engine failure monitoring (cont.)
DECU auto-test
Auto-test sequences:
ΔNg indicator: pointer +5% and OEI LEDs are on.
Note: flashing of the OEI 30s LED indicates that the OEI power
rating was used during the previous flight.
•• Torquemeter indicator (position 2+1): pointer 1 at 35%.
•• pointer 2+1 at 70%,then 0%.
•• Caution advisory panel 7α: GOV 1, GOV 2 and DIFF NG
red lights are on.
•• TNG and GOV amber lights are on.
•• FAU display: SFOFF during test.
•• OK at the end of the test.
Note: if at the end of the test GOV amber light is flashing, read
the code displayed in the FAU windows (FAULT position) in
order to identify the fault source.
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Engine
AS 365 N3
70.11 Engine failure monitoring (cont.)
DECU auto-test
Failure annunciator unit self-test
The automatic test is triggered upon aircraft energization. The
display shows successively the following 4 sequences every 3
seconds:
•• All displays segments are lit up.
•• ENG1 for channel 1 and ENG2 for channel 2.
•• On both displays:
–– SFON if the sand filter switch is on position 1.
–– SFOFF if the sand filter switch is on position 0.
•• On both displays:
–– OK if the test is satisfactory.
–– ERROR if the test is unsatisfactory.
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Engine
AS 365 N3
70.13 Engine failure monitoring (cont.)
Failure annunciator system
The failure annunciator system shows the various engine
status data on a display (one display per engine). It includes 2
modules: a failure annunciator unit and a control and display
module on the overhead panel.
Control modes:
•• Failure mode FAULT position
This mode displays the codes corresponding to any fault
conditions detected on the engine and governing system,
faults codes are displayed sequentially at 2-second intervals.
•• Parameter mode PRMTR position
This mode displays the engine parameters processed by
the DECU. Depressing the push-button scroll through the
parameters codes.
•• Memory mode MEM position
This mode allows the mechanic, after the flight, to determine
which failures (even transient failures) have occurred in flight.
Pressing the pushbutton successively scroll through the
memorized codes.
Note that torque and T4.5 temperature parameters are
maximum values reached during the flight.
The saved parameters are overwritten at the next engine
shutdown. In flight, display function is inhibited.
The failure annunciator unit memorizes the engine starts.
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Engine
AS 365 N3
70.13 Engine failure monitoring (cont.)
•• Engine condition check mode “PWR CHK” position
This mode allows the pilot to know the engine condition by
analyzing T4.5 and torque margins compared to the theoretical
values.
In compliance with the Flight Manual, the pilot must maintain a
constant speed and altitude before initiating the check.
The DECU compute the parameters while the displays shows
the remaining stabilization time.
When computations are completed, the failure annunciator unit
corrects the readings according to the presence or absence of
the sand filter.
Torque and temperature margins are alternatively displayed. A
“+” sign indicates a good engine, a “–” sign indicates a suspect
engine.
The unit can memorize 50 engine checks.
Note: all the parameter and failure codes are listed, with
their meanings, in the flight manual (section 8.5) or in the
TURBOMECA maintenance manual (chapter 71-00-06).
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Engine
AS 365 N3
70.14 Anticipator control
Location
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Engine
AS 365 N3
70.14 Anticipator control (cont.)
Normal functioning
The anticipator control, linked to the collective pitch, is intended
to improve the engine response time. It reduces stagnation
inherent in the governor and provides a very short response
time.
The electric anticipator control consists of a five K ohm
potentiometer supplied by the engine computer.
It repeats the collective pitch position via a position sensor
which senses the position of the collective pitch lever.
The anticipator law consists in:
•• A collective pitch position information.
•• An NG datum.
•• A first demand of fuel flow followed by a second demand
determined by the NF controller.
In normal mode the anticipator law uses an integrated
proportional function.
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Engine
AS 365 N3
70.14 Anticipator control (cont.)
Degraded mode
In the event of anticipator function lost, the anticipator law
becomes a proportional function. The back-up law incorporates
a full fine pitch compromise:
The minimum free turbine speed on ground (rotor stabilized).
A maximum free turbine speed at max altitude
(desynchronization).
Note: Failure of the load sharing function, the anticipator stays
in proportional mode.
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Engine
AS 365 N3
70.14 Anticipator control (cont.)
Maintenance
Checking / rigging of DECU position sensor
Special tools:
•• Flight controls adjustment tool kit
•• Collective interlink shim
•• Potentiometer rigging pins
The task describes the adjustment of the potentiometer and
the link rod.
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Engine
AS 365 N3
70.15 Back-up control
Location
Checking / rigging of DECU position sensor
Each control channel (one per engine) consists in:
•• A fuel throttle control lever.
•• A rack and pinion box controlled by the lever.
•• A switch/adapter controlled by a rigid strut and mounted
between the throttle quadrant and the engine ball control.
•• A flexible ball-type control cable linking the switch/adapter
to the engine governor.
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Engine
AS 365 N3
70.15 Back-up control (cont.)
Controls and displays
The aircraft is equipped with one fuel flow control per engine,
they are used for standby or manual starting.
A start pushbutton is located on each fuel flow control and is
used to start manually the engines.
Note: a safety lock is installed on the rotor brake control lever
to avoid inadvertent application of the brake in flight.
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Engine
AS 365 N3
70.15 Back-up control (cont.)
Normal functioning
Throttle levers are used for the manual fuel flow control.
They operate on the fuel flow (manual, engine stepper motor
frozen) through fuel flow control linkage.
An anticipation function located in the DECU permits to reduce
the response time of demand of power (to maintain NR speed
within limitations).
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Engine
AS 365 N3
70.15 Back-up control (cont.)
Normal functioning (cont.)
Standby / Manual Mode
In this mode the pilot controls the engine governing, it is usually
used in the event of a computer failure or during training.
In order to leave the flight position, the lever must first be pulled
to the right to escape the neutral notch (2), then moved to the
next notched position along its travel:
•• Pushing the throttle lever forward to the maximum stop (1),
provide the max contingency rating.
•• Pulling the lever back through the neutral position to the
flame-out stop (3) provides engine idle rating.
•• Releasing the flame-out stop and pulling the throttle to the
minimum stop (4) by triggering a micro-switch linked to the
BIM (EIU) results in engine shut down.
Note: A load limiter prevents unexpected accelerations or
decelerations of the engine.
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AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.12 Emergency shutdown
Location
Each control channel (one per engine) consists in:
•• A lever.
•• A rack operated by the lever.
•• A ball-type control which transmits lever movements via the
rack unit.
•• A fork end on the ball control is connected to the fuel shut
off cock control.
•• A red alarm light located on the throttle lever.
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Engine
AS 365 N3
70.16 Emergency shutdown (cont.)
Controls and displays
Emergency shutdown of the engine.
When required, the fuel shut-off cock controls may be used to
shut down the engines by cutting off the fuel supply.
When in normal position (cock open), this controls are pushed
forwards and are locked in this position with snap wire.
A fire alarm repeat warning light indicate fire on corresponding
engine.
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AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.12 Emergency shutdown (cont.)
Normal functioning
For each engine:
When the fuel shut-off lever is pulled aft, the snip wire is broken,
the control closes the fuel valve. The engine is shut down.
The lever is held in its aft position simply by the control and
valve friction loads.
Note: The fuel shut-off lever must only be actuated in the event
of an emergency (fire, crash, difficulty in shutting down the
engine)
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Engine
AS 365 N3
70.17 Engine parameter monitoring
Basic architecture
Sensors
•• Nf speed x3
•• Ng speed sensors x2 + alternator
•• T4.5 temperature probe x16
•• Torque sensor x1
•• Oil pressure transmitter x1
•• Temperature transmitter x1
Indicators
•• Delta Ng indicator
•• Triple indicator (Nf1, Nf2, NR)
•• T4.5 indicator (9α panel)
•• Torque indicator
•• Oil pressure indicator (9α panel)
•• Oil temperature indicator (9α panel)
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Location
Sensors
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays
The multiple indicator 9α provides the T4.5 temperature of both
engines.
On the caution advisory panel 7α:
•• GOV 1 and GOV 2: major governing failure on the
corresponding engine.
•• DIFF NG: Ng difference.
•• GOV: minor governing failure.
The instrument panel is also equipped with two ΔNG indicators
(one per engine), a triple indicator (two small pointers to
indicate the engines Nf and a bigger one indicating the rotor
NR) and a torquemeter (equipped with two pointers).
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays (cont.)
Nf speed indicating
A triple indicator indicates Nf1, Nf2 and NR.
During flight, in absence of failure, the three pointers are
superimposed.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays (cont.)
Ng speed indicating
A ΔNg indicator per engine incorporates:
•• A scale graduated from -8% to +6%, which shows the ΔNg
limits (difference between the actual Ng and the Maximum
TakeOff Power (MTOP) Ng).
•• A blue LED indicating the bleed valve opening.
•• A digital Ng display.
•• Two red LEDs, one to indicate OEI 30s and the other OEI
2 min.
•• A test button.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays (cont.)
Ng speed indicating
A test button is used to check correct operation of the channel.
The test procedure can be done on ground and in flight.
When the button is pressed:
•• The pointer indicates zero.
•• The digital display indicates 188.8.
•• The OEI lights are illuminates.
•• The LIMIT light illuminates and gong stroke sounds in the
headset.
Note: in the absence of ventilation due to rotor rotation,
discrepancies may be causes by exposure of the temperature
probes to the sun. In this case, repeat the test with rotors
turning.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays (cont.)
Torquemeter
A torquemeter is fitted which indicates:
•• Engine 1 torque.
•• Engine 1 & 2 torque or engine 2 torque depending on the
selector position.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Controls and displays (cont.)
Torquemeter
The torque indicator displays different parameters depending
to his selector position:
The selector set on position “2+1”:(Normal flight position), flag
not visible.
•• Pointer 2+1 = Sum of torque eng.1+eng.2.
•• Pointer 1 = Torque of eng.1.
Selector set on position 2 (Flag visible)
•• Pointer 2+1 = Torque of eng.2.
•• Pointer 1 = Torque of eng.1.
The flag is visible in two cases.
•• Selector set on position 2.
•• When different of torque between eng.1 and 2 is ≥ 254 kW
(22% ≈ ).
Note: in AEO flight, the available power is greater than the
maximum power acceptable by the MGB. When the summed
value of the torques reaches 102.5 %, the LIMIT light comes
ON, and a GONG is generated on the ICS.
Rev. 08-2015 do_00_t_i_05_l1_a770000_00_en_001_step_5_2.png 70.71
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Engine speed monitoring system
This system, is designed to measure and inform the pilot of the
rotation speeds of each engine :
Gas generator speed (Ng),
Power turbine speed (Nf).
Two separate indicators permit to read the value of Ng rotation
speed.
One triple indicator permits to read the value of Nf engine 1, Nf
engine 2 and NR rotation speeds.
Rev. 16-2015 do_00_t_i_06_l2_a771100_00_en_001.png 70.72
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Ng speed monitoring system
The Ng speed signals are induced in two electromagnetic
sensors N1A and N1B by a phonic wheel which is driven by
the alternator drive shaft :
The output signal from N1A sensor is transmitted directly to the
speed indicator of the corresponding engine.
The output signal from N1B sensor is transmitted to the DECU
which supplies the ?Ng signal.
The engine alternator output signal is used for redundancy (in
case of failure).
Ng indicator
The Ng difference indicator (?Ng) is a flight control instrument
designed to display the engine limitations and power margins
throughout the flight envelope.
The pilot does not have to make allowance for ambient
conditions, it is only necessary to maintain the ?Ng indicator
pointers below the mark corresponding to the current flight
enveloppe limit (Max TakeOff Power in twin-engine operation
or unlimited OEI in single-engine operation).
The OEI indication is provided by two lights :
Upper light indicates OEI HI stop armed.
Lower light indicates OEI LO stop armed.
When the engine is stopped or at idle, a EOI light flashing
indicates that the time limit has been reached and that a
maintenance action is necessary.
Note : in twin engine configuration when ?Ng exceeds 0.4%, an
aural warning signal sounds in the ICS headphones (GONG)
and LIMIT lights illuminate.
Rev. 24-2014 do_00_t_i_06_l1_a771101_00_en_001.png 70.73
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Bleed valve operation
The valve prevents compressor surge by bleeding off a certain
quantity of air tapped out from the axial compressor outlet. The
valve operation depends on the P3/P0 pressure ratio.
The bleed valve position is reported to the ?Ng indicator
through the DECU.
Rev. 24-2014 do_00_t_i_06_l1_a771101_00_en_001.png 70.74
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Engine torque monitoring system
The system provides measurements of the engine torque
measured on the power transmission shaft for torque indication
and fuel control.
The torque signal is induced in a sensor by a phonic wheel,
formed by the transmission shaft and the reference shaft: the
rotation of the phonic wheel causes the sensor to produce an
electrical signal to the DECU. The DECU measures the phase
displacement of the signal.
This information is used to calculate permanently the permitted
max torque to protect the mechanical system against transient
overtorque. The DECU sends the torque value to the torque
indicator located on the instrument panel.
Note: a torque conformation box, installed on the RH side of
the protection tube, provides a corrected torque value to the
DECU and ensures the engine interchangeability.
Rev. 24-2014 do_00_t_i_06_l2_a771200_00_en_001.png 70.75
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
T 4.5 monitoring system
The system is used to check the gas generator turbine outlet
temperature (TOT) with two harness linked to four double
thermocouple probes each (a total of 16 thermocouple).
The data collected by the thermocouples for each engine are
transmitted to the indicators located on the panel 9α and to the
DECUs via a T4.5 conformation box.
Thermocouple probes
The two harnesses of four double thermocouples probes are
identical:
•• The first one is used for the indicating system (through the
conformation box without adaption).
•• The second is used by the DECU to ensure the automatic
start from 0 Ng rpm to the self sustaining speed. It permits
to ensure a rapid starting without overheat.
The probes are positioned to give a homogeneous
measurement. Each double probe contains two hot junctions,
each of which consist of a chromel wire and an alumel wire
soldered together.
A thermocouple produces an electromotive force which is
proportional to the temperature difference between the hot and
the cold junction. The probes are wired in parallel, thus the
reading obtained is an average temperature.
T4.5 conformation box
The T4.5 conformation box forms the interface between the
thermocouples and the rest of the system and provides a
corrected temperature indication. It contains resistors which
permit the engine to conform to standard indication criteria (the
ZERO and SLOPE resistance).
Helicopter manufacturer conformation PCB
Installed on the top of the RH avionics rack of the baggage
Rev. 04-2015 do_00_t_i_06_l2_a772000_00_en_001.png 70.76
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
compartment, the T4.5 printed circuit board allows to match
the in board instrument reading in celsius degrees according to
the electrical signal received in kelvin degrees from the engine
electrical circuit.
Rev. 04-2015 do_00_t_i_06_l2_a772000_00_en_001.png 70.77
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Nf speed monitoring system
The Nf speed signals are induced in three electromagnetic
sensors N2A, N2B, N2C by a phonic wheel in the reduction
gear box output:
•• The output signal from the N2A sensor is transmitted
directly to the speed indicator.
•• The output signals from the N2B and N2C sensors are
transmitted to the DECU, they are used for speed control
and overspeed shut-down.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Nf speed monitoring system (cont.)
The system includes a power loss facility in order to detect
an engine failure and selecting OEI ratings. On power-up, the
take-off stop is armed on both engines. However, if during
take-off, the NR drops below a certain limit (315 rpm) the take-
off stop is over-ridden and both engines will accelerate to the
OEI LO rating.
The system also detects an engine failure by comparing the Ng
value of each engine. When one engine fails, the other engine
has the OEI HI rating armed.
Illumination of the DIFF NG light indicates a difference of Ngs
(OEI HI illuminates and multi gong sounds in the ICS).
According to the flight conditions, the pilot can select the OEI
LO or OEI continuous rating using the two push-buttons on the
collective lever grip.
Note: use of the OEI HI and LO ratings requires maintenance
operation to be carried out (refer to engine manufacturer
documentation).
GOV warning light and its associated repeater on fuel flow
control lever illuminates for :
•• Major failure of the DECU.
•• Manual governing.
The power loss function is inhibited when :
•• Rotor speed has not reached 250 rpm.
•• One of the two engines is in manual control.
•• One DECU indicates a major failure.
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Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Free turbine overspeed safety monitoring
Two Nf sensors are used for the overspeed protection (N2B
and N2C).
When an overspeed is detected by one of the Nf sensors
(Nf>122.5%), the signal is sent to the DECU. The second
sensor confirms the overspeed by sending a second signal
to the DECU. Immediately the DECU supplies the stop
electrovalve to close and the engine shuts down. A signal is
sent from the concerned overspeed card to the second DECU
which inhibits its own overspeed protection.
Overspeed detection results in the ENG, GOV and DIFF.NG
lights on panel 7α coming on and in the OVSPD message
being displayed on the FAU.
Note: the system remains in the overspeed condition until it is
rearmed from the ARM switch on the EIU or by DECU power
off.
In cargo hold compartment, located on the EIU, there is a three
way toggle switch to perform the system detection test:
•• TEST unstable position simulates the input frequencies
(Red light, OVSP comes on and ARM light goes off).
•• RST unstable position reset the detection system (ARM
light comes on).
•• Medium rest position doesn’t provide any signal to the
overspeed logic.
Rev. 16-2015 do_00_t_i_06_l2_a771104_00_en_001_step_2.png 70.80
Engine
AS 365 N3
70.17 Engine parameter monitoring (cont.)
Free turbine overspeed logic test
In cargo hold compartment, located on the EIU, there is a three
way toggle switch to perform the system detection test:
•• TEST unstable position simulates the input frequencies
(Red light, OVSP comes on and ARM light goes off).
•• RST unstable position reset the detection system (ARM
light comes on).
•• Medium rest position doesn’t provide any signal to the
overspeed logic.
Note: the overspeed logic test sequence is located in the
maintenance manual chap. 71.11.00.502.
Rev. 24-2014 <Sans lien d'intersection> 70.81
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3 70.14 Engine starting system
Overview
Purpose
The starting system ensures starting (on the ground and in
flight) and dry crank of the engine. It requires the following
functions:
•• Engine cranking.
•• Fuel supply.
•• Air -fuel mixture ignition.
•• Sequential control.
Rev. 24-2014 dd_00_t_i_02_l1_a800002_00_en_001.png 70.85
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Basic architecture
The engine is cranked by means of a starter-generator.
Fuel is supplied for starting via a fuel valve assembly.
Ignition is provided by a high energy unit (a high energy box
and two high voltage coils).
The starting sequence is initiated by the three position starting
selector (OFF/IDLE/FLIGHT).
Note: if one of this lines fails, the engine cannot be started.
Rev. 04-2015 dd_00_t_i_03_l1_a800002_00_en_001.png 70.86
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Location
Rev. 04-2015 dd_00_t_i_04_l1_a800002_00_en_001.png 70.87
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Controls and displays
The engines are fitted with a digital control unit that ensures
automatic starting.
Two starting procedures can be applied:
Automatic mode
•• Engine control selector set to AUTO.
•• Starting selector set to FLT, the DECU initiates automatically
the starting sequence.
Manual mode
If the control system fails
•• Engine control switch set to MANU.
•• Starting selector set to FLT,
•• Fuel flow control lever in aft position,
•• By depressing the start push-button on the fuel flow control
lever, the pilot varies the fuel flow while monitoring the
engine parameters.
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Engine
AS 365 N3
70.18 Engine starting system (cont.)
Controls and displays (cont.)
Switch on OFF position:
•• Runs the DECU self-test on aircraft power-up by activating
the OFF input.
•• Moving the selector from FLT or IDLE to OFF shuts down
the engine and closes the fuel supply solenoid valve.
Switch on IDLE position:
•• Initiate engine starting by activating the IDLE input and
stabilizes the engine at ≈ 67% Ng.
•• The IDLE setting is used to pre-heat the engine oil when
the OAT is below - 15°C.
Switch on FLT position:
•• Activates the FLT input to run the engine through its starting
sequence and accelerates the engine up to its rated speed.
This is the normal setting in flight.
Rev. 24-2014 do_00_t_i_05_l1_a800002_00_en_001_step_3.png 70.89
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Normal functioning
For starting the engine needs outside energy to initiate its
operating cycle, in which it progressively becomes self-
sustaining until it no longer needs outside energy and acts as
a power generator. The starting system creates the conditions
needed for the engine starting process.
To initiate the starting sequence, the engine needs:
•• Air. The required airflow is obtained by driving the generator
(and therefore the compressors) with a starter.
•• Fuel.
•• High energy sparks to ignite the air/fuel mixture. The electric
discharges are produced by an ignition system (ignition
unit) which energizes 2 plugs called igniters.
Once ignited, the air/fuel mixture begins to supply energy
which, added to that of the starter, accelerates the gas
generator. Therefore:
•• The airflow increases (the compressor rotates faster and
faster).
•• The fuel flow increases (the fuel pump rotates faster and
faster).
•• And the gas generator speed and power increases.
This process continues until the engine reaches its self-
sustained speed.
Note: Since the compressor has a high compression ratio, the
engine has good thermodynamic efficiency at its operating rpm.
However during start-up and acceleration, the airflow is too
high and must be reduced to prevent airflow disturbances such
as engine stall or surging. This “airflow” reduction function is
automatically performed by a bleed valve, by comparing the
pressures P3 and P0. Opening is indicated on the instrument
panel.(NG/∆NG indicator).
Rev. 04-2015 dd_00_t_i_06_l2_a800002_00_en_001.png 70.90
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Normal procedures
Starting sequence
•• Normal engine starting is performed with the AUTO/MAN
switch set to AUTO.
•• Selector set to IDLE or FLT.
•• If the conditions for starting are satisfied, the DECU
activates the “enable starting” output.
•• When the rotor brake is released, the Engine Interface Unit:
•• Energizes the starter via the electric master unit contactor.
•• Opens the Shut-off solenoid valves and the starting solenoid
valve ( fuel is supplied to the injectors).
•• Energizes the igniters via the ignition unit.
•• When Ng ≈ 45%, the engine is self-sustained and the
starting system cuts-off. The DECU then handles the
control of the engine.
Protection
The engine can only be started if:
•• The rotor brake is fully released.
•• The other engine is not being started.
•• There are no major failure.
Note: if the outside temperature is below - 15°C, it is mandatory
to pre-heat the engine by starting on IDL. Once the engine oil
heats up above 0°C, the pilot can then set the selector to FLT.
Both engines must be started using the same power source
(battery or GPU).
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Engine
AS 365 N3
70.18 Engine starting system (cont.)
Normal procedures
Cranking
This function is separated from the starting functions. It is used
to cool and dry out the gas duct after an aborted start which
may have allowed fuel to accumulate there or for maintenance
needs.
Cranking procedure:
•• Starting selector set to OFF.
•• Engine control set to AUTO.
•• Fuel flow control lever in neutral detente.
•• Fuel pump to ON.
•• Press the starting push-button on the throttle lever for a
maximum of 20s.
The starter runs and induces a flow of fresh air through the
gas duct.
Rev. 04-2015 dd_00_t_i_13_l3_a800002_00_en_001_step_4.png 70.92
Engine
AS 365 N3
70.18 Engine starting system (cont.)
Emergency procedures
Manual mode starting sequence
Engine starting in manual mode is only authorized for a single
condition: failure of the T4 harness employed for the automatic
mode starting ( the FAU will indicate “---T4”.
•• Setting the AUTO/MAN switch to MANU causes the GOV
red light of the corresponding fuel flow lever to come on (if
not already lit due to actual failure).
•• Open the shutdown solenoid valve by setting the starting
selector to FLT.
•• Set the fuel flow control lever fully back to close the
emergency fuel metering device and to enable the starting
pushbutton.
•• Actuate the starting pushbutton to control the starting
accessories.
•• Move the fuel flow lever forward to open the fuel flow and
to start the engine.
•• Release the starting pushbutton when Ng reaches 40%.
•• Increase Ng to 67%.
•• Switch back in AUTO mode.
•• Return the fuel flow lever in neutral position.
Note: emergency governing does provide protection against
surging and flame-out. However, there is a risk of disconnecting
the emergency throttle lever governor if the throttle lever is
advanced too quickly.
In order to re-engage it, position the throttle lever in the neutral
notch and then push it forwards more slowly.
Rev. 24-2014 dd_00_t_i_14_l3_a800002_00_en_001_step_5.png 70.93
AS 365 N Engine
AS 365 N1
AS 365 N2
AS 365 N3
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Rev. 24-2014 70.94
Air conditioning
AS 365 N3
Contents
21.01 General presentation
General overview
21.02 Heating
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Degraded mode
Detailed functioning
21.03 Air supply
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Rev. 24-2014 1
Air conditioning
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 21.9.........................................................................Rev. 24-2014
Page 2..............................................................................Rev. 07-2015 Page 21.10.......................................................................Rev. 24-2014
Page 21.3.........................................................................Rev. 24-2014 Page 21.11.......................................................................Rev. 24-2014
Page 21.4.........................................................................Rev. 24-2014 Page 21.12.......................................................................Rev. 24-2014
Page 21.5.........................................................................Rev. 24-2014 Page 21.13.......................................................................Rev. 24-2014
Page 21.6.........................................................................Rev. 07-2015 Page 21.14.......................................................................Rev. 24-2014
Page 21.7.........................................................................Rev. 24-2014 Page 21.15.......................................................................Rev. 24-2014
Page 21.8.........................................................................Rev. 24-2014 Page 21.16.......................................................................Rev. 24-2014
Rev. 07-2015 2
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.01 General presentation
General overview
Purpose
The air conditioning purpose is to ensure an acceptable
humidity and to control the air temperature in the cockpit and
cabin compartments for thermal comfort .
Rev. 24-2014 dd_00_t_i_00_l1_a210000_00_en_001.png 21.3
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating
Overview
The dauphin is fitted with heating-demisting system as basic
equipment. This configuration ensures satisfactory conditions
for outside air temperature up to -20°C (-4°F). Below these
temperatures, demisting is improved by closing the passenger
compartment heating outlets.
Each engine supplies the aircraft system with hot P3 air to heat
the cabin and demist the transparent panels.
Rev. 24-2014 dd_00_t_i_02_l1_a214000_00_en_001.png 21.4
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Basic architecture
Heating is ensured by the P3 air of both engines.
The basic system comprises:
•• A double check valve in the engine compartment.
•• P3 manual valve connected in series with a automatic cut-
out valve (optional).
•• Two nozzles.
The hot air is distributed in the cabin by:
•• 4 floor level outlets (two on each side of the aircraft).
•• 2 demisting diffusers for the lower side transparent panels.
•• 2 demisting diffusers for the lower section of the windshield.
Rev. 24-2014 dd_00_t_i_03_l1_a214000_00_en_001.png 21.5
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Location
Rev. 07-2015 dd_00_t_i_04_l1_a214000_00_en_001.png 21.6
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Controls and displays
P3 valve is opened and closed using a control lever which
is located on the cabin ceiling. The heating system operates
when the lever is in forward position.
Note: the heating outlets, located on both sides of the aircraft,
are opened and closed by levers on the floor at the front door
hinge.
Rev. 24-2014 dd_00_t_i_05_l1_a214000_00_en_001.png 21.7
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Normal functioning
After passing through the reduction valve the calibrated P3 air
flows via the check valve and the manually controlled cock. It
then passes through a tee union which distributes the hot air
in equal quantities towards the two side nozzles. Air mixed (P3
and cool air bled from the bottom structure) is then flown along
the sides of the aircraft by the distribution system to:
Heating outlets, demisting diffusers for the lower side
transparent panels and then to demisting diffusers for the
windshield bottom where it may be mixed with cool air from the
ventilation unit.
Rev. 24-2014 dd_00_t_i_06_l2_a214000_00_en_001.png 21.8
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Degraded mode
Should one engine fail, a double check valve prevents the
remaining engine compressed air from being sent toward the
failed one. An automatic heating system cut-out (optional)
avoids the pilot from having to close the heating control
immediately after the engine failure
Rev. 24-2014 dd_00_t_i_07_l2_a214000_00_en_001.png 21.9
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.02 Heating (cont.)
Detailed functioning
(Optional)
The automatic cut-out system consists of a solenoide
valve together with a engagement time-delay. The device
automatically shuts-off the P3 air bleed if the ∆NG reaches
+0.4 on the ∆NG indicator.
The time-delay relay is excited and cuts the electrical supply
from the solenoid valve: P3 air is no longer fed into the
distribution system.
Rev. 24-2014 dd_00_t_i_08_l3_a214000_00_en_001_step_1.png 21.10
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.03 Air supply
Overview
The cabin ventilation is ensured by a floor level system,
utilizing outside air. This system enables ventilation of pilots
and passengers and also demisting of front transparent panels.
Rev. 24-2014 dd_00_t_i_02_l1_a215000_00_en_001.png 21.11
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.03 Air supply (cont.)
Basic architecture
Ventilation system
Two main systems ensure the ventilation:
•• The bleed system
•• The distribution system
Rev. 24-2014 dd_00_t_i_03_l1_a215000_00_en_001.png 21.12
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.03 Air supply (cont.)
Location
Rev. 24-2014 dd_00_t_i_04_l1_a215000_00_en_001.png 21.13
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.03 Air supply (cont.)
Controls and displays
The ventilation flap is operated by a lever which is located on
the cabin overhead panel and has two positions: open and
closed. A cable type control sheath connects the ventilation
unit to the lever.
Note: according to version a control switch located on panel
12α is used to switch the electric fan on and off as required.
Rev. 24-2014 dd_00_t_i_05_l1_a215000_00_en_001.png 21.14
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3 21.03 Air supply (cont.)
Normal functioning
The outside ventilation air is collected through a ram air scoop
and then directed via a distribution flap controlled by the
ventilation lever:
•• Towards the cockpit and cabin ventilation system which
comprises eight adjustable air outlets: flap in position A.
•• Towards the windshield demisting diffusers where ventilation
air is mixed with warm air from the heating system and
towards cabin and cockpit ventilation: flap in position B.
The air flow can progressively be increased from position A to
B.
The overboard evacuation of the water contained in the water
traps and in the ventilation unit is ensured by a single drain.
Note: according to version, an electric fan is included in the
system to maintain a sufficient air flow to ensure ventilation in
the cabin hovering flight.
Rev. 24-2014 dd_00_t_i_06_l1_a215000_00_en_001.png 21.15
AS 365 N 21 - Air conditioning
AS 365 N1
AS 365 N2
AS 365 N3
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Rev. 24-2014 21.16
Primary reference system
AS 365 N3
Contents
34.01 Air data system
Overview
Location
Controls and displays
Normal functioning
34.02 APIRS F201
Overview
Location
Controls and displays
Normal functioning
34.03 MFD 255
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Controls and displays PFD
Controls and displays ND
Degraded mode
Maintenance
34.04 Magnetic compass
Overview
Location
34.05 Stand-by horizon
Overview
Location
Controls and displays
Rev. 24-2014 1
Primary reference system
AS 365 N3
List of effective pages
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Rev. 08-2015 2
34 - Primary reference systems
AS 365 N3
34.01 Air data system
Overview
The ADU 3200 is a sensing air data system which delivers
the primary air data parameter to the display system (Primary
Flight Displays), to the AHRS, to the navigation computer, the
4-axis digital automatic flight control system and to the other
user systems.
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34 - Primary reference systems
AS 365 N3
34.01 Air data system (cont.)
Location
Two separate system ADU 3200 are installed. Each of the two
air data systems ADU 1 and ADU 2 consist of:
An ADU computer (pressure and temperature measurement
unit), located in the nose compartment.
A temperature probe unit located under the radome.
The ADU 3200 is also connected to the aircraft pneumatic
probes:
•• The pitot heads, located on each side of the radome,
parallel to the relative wind, and collect the impact pressure
(Pt) by a calibrated hole.
•• The static pressure ports (Ps).
Note: if the static system fails, the pilot must open the static
stand-by valve. The instruments will then be supplied from the
cabin static pressure.
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34 - Primary reference systems
AS 365 N3
34.01 Air data system (cont.)
Controls and displays
The instrument panel provides a standby airspeed indicator
and altimeter. All indicators have fluorescent graduations,
figures and pointers.
Each pilot has its own PFD 255 to display all the air data
parameters.
The stand-by static pressure valve is located on the right side
of the console.
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34 - Primary reference systems
AS 365 N3
34.01 Air data system (cont.)
Normal functioning
The air data systems include sensors and lines which supply
the two ADU 3200 air data modules, the standby instruments
and the air data converter.
The two ADU receiving pressure data from the dynamic and
static ports measure the static pressure and the differential
pressure.
Moreover each ADU measures the resistance of a temperature
sensor (TPU).
Using these data, the ADU is able to compute:
•• The true air speed (TAS).
•• The outside air temperature (OAT).
•• The indicated air speed (IAS).
•• The vertical speed (VS).
•• The altitude.
Note: Following the integration of APM 2010, ADU 2 is
equipped with a dual supply system which prevents loss of
information in case of failure of the RH electrical system.
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34 - Primary reference systems
AS 365 N3
34.01 Air data system (cont.)
Normal functioning (cont.)
Standby instruments
Airspeed indicator:
The airspeed indicator is composed of a capsule deflected
externally by static pressure and internally by total pressure.
The capsule deflection (according to the difference between
static and total pressure) is transmitted mechanically to the
pointer.
The indicator measures the dynamic pressure of the air: PD =
PT + PS .
Altimeter:
The equipment measures the difference between the ambient
static pressure and a reference pressure manually set on the
counter by the pilot. The variation of static pressure deforms
a vacuum capsule and this deformation is transmitted to the
pointer.
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34 - Primary reference systems
AS 365 N3
34.01 Air data system (cont.)
Normal functioning (cont.)
ADC 2000
The Shadin ADC 2000 airdata computer analyses fuel and air
data system source data.
It then transfers these data signals to the SSCVFDR and to
the Navigation computer.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201
Overview
The APIRS (Aircraft Piloting Inertial Reference System) is
a self-contained navigation system providing a high level of
security.
It consist of two identical half-system operating independently,
with the possibility of reconfiguration if a failure is detected in
one of them.
The APIRS provides pitch and roll data determined by the
aircraft attitude.
These data issued from sensors are used by:
•• The auto-pilot in order to hold in the aircraft attitude.
•• The displays system MFD 255.
•• The radar system to slave the antenna.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Location
The two Attitude and Heading Reference Systems (AHRS) are
connected to the following units via digital and analog links:
Two Magnetic Aircraft Sensors (MAS), located in the tail boom.
Two Removable Memory Modules (RMM), one unit installed
on each AHRS.
ADU 1 and 2 for the air data.
Main functions of the APIRS
The system generates and processes :
The roll, pitch, gyromagnetic heading, angular velocities, linear
accelerations, vertical speed and intertial/barometric altitude
parameters.
Each system receives the following parameters from the ADUs:
•• TAS,
•• Altitude
•• Pressure.
•• The air data parameters are delivered to the AHRS sensors
via a direct ARINC 429 HS line.
Operating modes
The system operating modes are the following:
•• alignment mode,
•• Nominal mode,
•• Degraded mode,
•• Directional mode,
•• “Compensation” mode.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Controls and displays
The control unit controls and displays the different AHRS
operating modes. The unit include AHRS 1 and 2 controls, both
of which are identical.
ON/OFF pushbutton: switches on and off the unit. In shut off
status the button is illuminated.
COMP pushbutton: starts the magnetic compensation of the
APIRS.
When the button is blinking the magnetic compensation is
required.
When it is steady lighted several failures may have occurred:
•• Compensation failure (lack or in progress).
•• Magnetometer failure.
•• Wiring fault.
•• Magnetic fault of the aircraft.
DG/MG pushbutton: allows to choose between magnetic gyro
and directional gyro, or in case of gyro failure.
Illuminated when the directional gyro mode is operational.
LH/RH toggle: controls directional heading variation.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning
The APIRS system is built around two AHRS, two MAS and
one Control unit
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
AHRS units
The two AHRS are switched on via the reconfiguration unit
(RCU). It generates the roll, pitch gyromagnetic heading,
angular speed, linear acceleration inertial altitude and inertial
speed parameters.
An AHRS assembly is composed of:
•• An inertial unit composed of three optical fiber gyrometers.
•• Accelerometers.
•• A micro-processor.
•• An analogic/digital and a digital/analogic converter.
The MAS delivers the magnetic bearing data to his dedicated
AHRS.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
Removable Memory Unit RMM
The RMM memorizes installation, compensation and latitude
of helicopter maneuvering location.
The unit location in AS 365 N3 is memorized. The misinstallation
measurements in roll, pitch and yaw are inserted by software
with a portable computer specifically programmed.
Note: a nylon thread secured to the chassis is installed for
each memory to avoid involuntary switching. Should the RMM
memories be inverted after compensation between AHRS
1 and AHRS 2, the gyros are inoperative until the error is
corrected.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
Magnetic aircraft sensor (MAS)
This static and non-magnetic sensor detects the three earth
magnetic field components.
These component are delivered to the AHRS in the form of
electric signals for computation of the gyromagnetic heading.
The replacement of a MAS requires a new in-flight compensation
and the new parameters will be stored in the RMM memory.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
APIRS operating modes
Alignment mode: is automatic upon energization (by analysis
of the L/G contact and movement variation) and evidenced by
invalidity of attitude and heading parameters on PFD displays
(“ALIGNMENT” message).
Nominal mode: the system switches automatically to nominal
upon completion of the alignment sequence.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
APIRS operating modes
Directional mode: is activated when pressing “DG” pushbutton
in the case of magnetic interferences (aircraft carrier, offshore
ring).
This mode should be switched on if a MAS failure occurs.
The amber “DG” light illuminates on the “DG” pushbutton and
on the PFD.
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34 - Primary reference systems
AS 365 N3
34.02 APIRS F201 (cont.)
Normal functioning (cont.)
APIRS operating modes
Compensation: whenever the “COMP” light flashes on the
control unit, a compensation must be initialized by pressing the
“COMP” pushbutton (on ground upon power-up).
This operating mode is a calibration mode used to correct both
the magnetic interferences from a carrier and the mechanical
harmonization errors of the magnetic sensor.
Calibration starts with a 2 min ground alignment phase and an
in-flight compensation flight must then be performed, followed
by automatic recording of the results in the RMM.
Note: this mode can be deactivated by pressing the “DG”
pushbutton for 3 seconds.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255
Overview
The MFD 255 is a smart multifunction generating PFD (Primary
Flight Display) or/and ND (Navigation Display) pictures.
•• In normal operation the Primary Flight Display shows an
ADI (Attitude Direction Indicator) and the Navigation display
shows an HSI (Horizontal Situation Indicator).
•• The MFD architecture is based on two separate channels,
one for the pilot and one for the copilot. Each channel is set
on two displays (MFD) which receives all sensors signals
such as air data computer, attitude and heading, navigation
system, etc.
•• The Flight Display System is composed of:
–– Four identical screens MFD (Multi Function Display), a
program pin will determine exactly the function of each
screen (PFD-ND Pilot or PFD-ND Co-Pilot)
–– Two DCP (Display Control Panel).
–– Two MCP (Main Control Panel).
–– One RCU (Reconfiguration Control Unit).
–– One EFIS dispatching Unit 200 delta.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Basic architecture
The MFD architecture is fully duplex, each MFD receiving all
data from all sensors.
Each MFD composing a sub-system receives exactly the same
data coming from:
The flight data system:
•• Attitude and Heading data (AHRS 1 & 2).
•• Air Data (RH and LH Air Data Computer ADU 3000).
•• Reconfiguration Data. The Reconfiguration Control Unit
(RCU) allows the crew to reconfigure the display system in
case of sensor failure.
The navigation System:
•• GPS
•• VOR ILS MKR
•• DME
•• ADF
•• Radio Altimeter
•• Radar
Automatic Flight Control System:
•• Auto pilot APM 2010.
All of those data are distributed through an EFIS Dispatching
Unit.
Each Sub system can be controlled by a Display control Unit
(DCP) to select Vertical speed reference, barometric and
Decision height setting.
Moreover each MFD and Sub systems have digital Cross
Talk Buses, that allow Cross Monitoring Warning in case of
discrepancy in receiving data.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Location
The EFIS dispatching unit 200Δ is located in the nose
compartment.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays
MCP: Main Control Panel
DCP: Display control Panel
PFD: Primary Flight Display
ND: Navigation Display
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Main Control Panel (MCP)
The ON/OFF switches located on the MCP (Main Control
Panel) allow the crew to switch on the screens.
As soon as the screen is switched on the power on build in
test (PBIT) executes on a cold start, the processor and the
memories are tested and the lamp cathode of the Active Matrix/
Liquid Crystal Display (AM/LCD) is warmed up.
At the end of the PBIT, a continuous built in test CBIT takes
place with extensive diagnostic capabilities.
Note: Only when the Helicopter is on ground an Initiated Built
In Test IBIT can be manually initiated if needed.
If no failure and all the operational conditions are met, the
screen will display the corresponding image PFD or ND.
For any reason, if only one screen is switched on, it is possible
to display the image of the screen not switched on, using a
pushbutton Back/Up (B/U).
For instance on Pilot side if only the PFD is switched on, the
PFD image is displayed and depressing the B/U push button
the ND image will be shown.
Rev. 24-2014 <Sans lien d'intersection> 34.23
34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Display Control Panel (DCP)
ALT/SET Knob/pushbutton:
The pushbutton toggles between standard altitude and altitude
setting.
The altitude setting knob enables to set a reference pressure
between 900 and 1050 Hpa with 1 Hpa increment.
DA/DH Knob/pushbutton:
The pushbutton toggles between DA and DH
The decision altitude/height knob enables selection of DA or
DH value:
•• Between 0 and +1500 ft with 10 feet increment for DA
•• Between 0 and +2500 ft with 1 foot increment for DH.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Reconfiguration Unit
In normal operation each sub-system displays the data coming
from the sensors belonging to their side, pilot 2 or copilot 1.
The reconfiguration control unit switches set to NORM (normal)
position.
•• The AHRS 2 attitude data are displayed on Pilot PFD 2.
•• The AHRS 1 attitude data are displayed on Copilot PFD 1.
In case of failure or data discrepancies the crew is able to
reconfigure the display system using the switches located on
the reconfiguration control unit RCU.
In case of failure of the AHRS 2, the crew will set the
reconfiguration switch on position 1.
•• The data coming from the AHRS 2 are not displayed any
more on PFD 2.
•• The data coming from the AHRS 1 are displayed on both
PFDs.
Rev. 24-2014 <Sans lien d'intersection> 34.25
34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Primary Flight Display (PFD)
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Navigation Display (ND)
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays (cont.)
Display system symbology
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Normal functioning
Power supply
Power supply 28V DC:
The pilot PFD has double power supply coming from the DC
network. The copilot PFD and both NDs have single power
supply.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Normal functioning (cont.)
Data description
The equipment are interconnected through a dispatching unit
200Δ.
The data used are digital (ARINC429 format) Analog (synchro)
or discrete (logical).
The bus on side is connected between PFD and ND on each
side.
If the ND detects a fault, an amber CTRL message is displayed
on the ND which one can be configured in PFD and displayed
in composite image.
If the PFD detects a fault, the amber CTRL message is
displayed on the PFD which one can be configured in ND and
displayed in composite image.
The cross side bus is used to control the critical data or double
data as: ALT, IAS, HDG, ATT, NAV sources, LOC, GS and is
connected between each side PFD1 to PFD2 and ND1 and
ND2, to display a discrepancy message in case of deviation
between two sensors.
I.e: ATT DISC, HDG DISC, ILS DISC.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays PFD
The aircraft symbol composed by the aircraft make-up, roll
pointer, IAS and altitude indexes.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays PFD (cont.)
PFD air speed indicator
Selected air speed readout mini: 40kts.
Air speed scale: blanked between 0 and 30kts.
VNE power off: 135kts
Trent vector: indicates the predicted IAS 5” later (mini: 2,5kts
& maxi: 22kts)
VNE power on:175 kts
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays PFD (cont.)
PFD vertical speed indicator
Vertical speed readout: (e.g 200ft/mn) not displayed between
-50 & +50 ft/mn.
Vertical speed scale: -2000 to +2000 ft/mn.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays PFD (cont.)
PFD barometric altitude
Decision altitude warning: flashes 5” when altitude goes under
decision altitude and becomes steady after.
Note: DA warning can be superseded by the DH warning.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays PFD (cont.)
PFD red flags
CWM: comparator warning monitor. ADC (ALT & AS), ILS
(LOC, GS, frq), HDG, VG (pitch, roll) failed or not received from
cross side MFD or source.
ATT: attitude: pitch or roll invalid. Pitch, roll scale, horizon, FD
command bars removed.
ADC: Air Data Computer: computed AS, ALT rate or std ALT
invalid.
•• If AS invalid: IAS scale, selected speed symbol, trend
removed.
•• If Altitude rate invalid: VS scale, pointer, readout, selected
Vs removed.
•• If standard altitude invalid, baro ALT scale, selected ALT
pointer, DA symbol removed.
BZL: bezel key depressed more than 10”.
DU: display unit internal failure.
VOR, ILS, GPS: navigation source input invalid. Lateral
deviation scale and to/from pointer removed from PFD.
RA: Radio altitude input invalid. DH symbology removed.
GS: Glide slope deviation input invalid. GS deviation scale and
pointer removed.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND
ND page with FMS as navigation source
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND (cont.)
360° map with VOR navigation source
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND (cont.)
Mode selection
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<Sans lien d'intersection> 34.38
34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND (cont.)
Display bezel keys
Range selection in ARC and MAP pages: 0,5, 1, 2, 5, 10, 20,
40, 80, 160 and 240NM.
The range readout value is half of the selected range.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND (cont.)
CHK NAV: displayed when ILS is selected as active navigation
source
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Controls and displays ND (cont.)
ND red flags
The red flags displayed on the ND screen are the same as the
PFD screen seen previously.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Degraded mode
PFD control warning
CTRL flag appears for:
•• Lower MFD failure.
•• Failure of communication link from lower MFD.
•• Unable to display nav information on lower MFD (e.g when
status page displayed on lower MFD).
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Degraded mode (cont.)
PFD comparator warning
ADC DISC: air data computer discrepancy, occurs if:
•• Difference between both IAS > 20kts more than 2”.
•• Difference between both ALT > 200ft more than 2”.
ATT DISC: attitude discrepancy, occurs if:
•• Difference between pitch angles or roll angles > 6° more
than 2”.
ILS DISC: ILS discrepancy, occurs if:
•• Difference between glide slope or localizer deviation > 1 dot
more than 2”.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Degraded mode (cont.)
Back-up & composite mode
The back-up function is operative only if one of the two displays
(PFD or ND) is failed or turned off.
E.g: PFD turned off, press the B/U pushbutton to display the
PFD on the ND screen.
The composite function is not switched automatically. Press
the mode bezel key which appeared at the PFD power off, in
order to toggle between PFD and composite flight display.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Degraded mode (cont.)
Loss of critical equipment
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance
Status page
The Diagnostic Unit Status page is accessed by simultaneously
pushing both brightness bezel key.
The DU STATUS page shows software part number, the
elapsed time indicator and result of the built in test.
Note: The DU STATUS page can only be accessed when
aircraft is on the ground (5G).
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
Built in test results
The STATUS page displays the result of BIT in 3 different
columns which are processor test, display test and interface
test.
When one of the test fails, the concerned label is displayed in
red.
In the lower part of the STATUS page, all embedded software
are identified with their CPN (Collins Part Number) and revision
index.
These software are:
•• Operational Flight Program (OFP):the main software
•• Fixed Software (FIXD): Operating System which run the
OFP
•• Character Set (CHAR): It contain all the symbols used by
OFP
•• Operational Program Configuration (OPC): number of
sensors, buses allocation, type of sensors…
In the lower right corner of the status page, the Elapsed Time
Indicator shows the operating time
Hours since manufacturing.
Note: The ETI does not cumulate flight hours but operating
hours.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
Display configuration
Select transmitter on the MFD which as the valid OPC file to
transfer with the SET XLD key.
Select receiver on the MFD which as the OPC file to be
replaced with the SET XLD key.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
Init of transmission and reception
Init the transmission by pressing twice the XLD ACK key.
Init the reception by pressing twice the XLD ACK key.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
File transfer
No comparison is possible during transfer.
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
Transfer completed
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34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
OPC check
Rev. 08-2015 do_00_t_i_12_l3_a347100_00_en_001_step_7.png 34.52
34 - Primary reference systems
AS 365 N3
34.03 MFD 255 (cont.)
Maintenance (cont.)
Exit DU status page
Press the mode select button to exit the DU Status page.
Note: The display returns to PFD or ND when the mode bezel
key is pushed, whatever the previous page was displayed.
Rev. 08-2015 do_00_t_i_12_l3_a347100_00_en_001_step_7.png 34.53
34 - Primary reference systems
AS 365 N3
34.04 Magnetic compass
Overview
The compass is a direct reading magnetic compass, it is used
as a course compass and is compatible with both hemispheres.
It is composed of:
•• A deviation compensation unit.
•• Two adjustment holes for magnetic coefficients corrections.
•• A vertical line showing the helicopter lubber line.
•• A cup with an immerged moving element supporting a
compass card with vertical graduations.
•• A lighting unit.
Rev. 24-2014 do_00_t_i_02_l1_a342300_00_en_001.png 34.54
34 - Primary reference systems
AS 365 N3
34.04 Magnetic compass (cont.)
Location
The standby magnetic compass is attached by a mount to the
canopy center post.
Rev. 24-2014 do_00_t_i_04_l1_a342300_00_en_001.png 34.55
34 - Primary reference systems
AS 365 N3
34.05 Stand-by horizon
Overview
The standby horizon acts as a substitute for the main horizons:
•• If the main horizons are defective.
•• In the event of a total electrical power supply failure.
Note: it also provides a stable true vertical reference.
Rev. 24-2014 do_00_t_i_02_l1_a342500_00_en_001.png 34.56
34 - Primary reference systems
AS 365 N3
34.05 Stand-by horizon (cont.)
Location
The system is supplied with 28 VDC:
•• In normal operation via aircraft electrical power supply.
•• In emergency operation from the emergency battery..
Rev. 24-2014 do_00_t_i_04_l1_a342500_00_en_001.png 34.57
34 - Primary reference systems
AS 365 N3
34.05 Stand-by horizon (cont.)
Controls and displays
Rev. 24-2014 do_00_t_i_05_l1_a342500_00_en_001_step_1.png 34.58
34 - Primary reference systems
AS 365 N3
34.05 Stand-by horizon (cont.)
Controls and displays (cont.)
•• Warning flag: indicates a power failure or an insufficient
gyroscope speed.
•• Aircraft symbol: represents the aircraft, adjustable between
+5° and -10°.
•• Control knob: turn to adjust aircraft symbol attitude. Pull for
gyroscope quick caging.
•• Bubble level: sideslip indicator.
Rev. 24-2014 do_00_t_i_05_l1_a342500_00_en_001_step_2.png 34.59
AS 365 N 34 - Primary reference systems
AS 365 N1
AS 365 N2
AS 365 N3
N K
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Iss. 15-2014 34.60
Auto flight
AS 365 N3
Contents
22.01 General presentation
General overview
Basic architecture
Location
Controls and displays
Normal functioning
Degraded mode
22.02 Series actuators
Overview
Normal functioning
Degraded mode
22.03 Roll and pitch TRIM actuators
Overview
Normal functioning
22.04 Collective and yaw TRIM actuators
Overview
Normal functioning
22.05 Collective lever and pedal detection unit
Overview
Normal Functioning
22.06 FOG
Overview
Normal functioning
22.07 Flight data display interface
Controls and displays
Rev. 24-2014 1
Auto flight
AS 365 N3
Contents (cont.)
22.08 Pre-flight test
Manual test
22.09 Maintenance mode
Overview
Basic architecture
Controls and displays
Manual test
Failure report
22.10 Upper modes
Normal functioning
Controls and displays
Limitations
Rev. 24-2014 2
Auto flight
AS 365 N3
List of effective pages
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Rev. 08-2015 3
Auto flight
AS 365 N3
List of effective pages (cont.)
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Rev. 08-2015 4
22 - Auto flight
AS 365 N3
22.01 General presentation
General overview
Automatic Flight Control System (AFCS)
•• Digital 4 axes autopilot.
•• One dual Auto-pilot Module (APM).
Purpose:
•• To acquire helicopter parameters (attitudes, angular
rates, …).
•• To compute and transmit relevant orders to the actuators
(parallel and series actuators).
Main functions:
•• Basic stabilization mode on 3 axis: Pitch, Roll and Yaw.
•• Upper modes on 4 axis: Pitch, Roll, Yaw and Collective.
Note: one Backup SAS (Stabilization Augmentation System)
ensures the minimum helicopter damping on roll and yaw axes.
Rev. 24-2014 do_00_t_i_00_l1_a220000_00_en_001_step_1.png 22.5
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
General overview (cont.)
Main components
Computer:
One dual channels auto-pilot module (APM).
Actuators :
•• 4 SEMA (Smart Electro-Mechanical Actuator):Two on roll
axis, one on pitch and one on yaw axis.
•• 4 TRIM (parallel actuator):one per axis.
Controls:
•• One Auto-Pilot Mode Selector (APMS).
•• Cyclic and collective grips controls for pilot and co-pilot.
•• Collective and yaw position sensors.
Indicating and display system:
•• Auto-Pilot Mode Selector (APMS)
•• MFD 255 display system.
•• Caution Advisory Panel (7α).
SAS back-up function:
3 FOGs (2 roll, 1 yaw) send orders to 3 associated SEMAs
through the SAS Switching board.
Rev. 42-2014 do_00_t_i_00_l1_a220000_00_en_001_step_2.png 22.6
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Basic architecture
The Automatic Flight Control System (AFCS) architecture is
mainly composed of:
•• One APM2010 (Auto-Pilot Module) forms the core of the
system, to stabilize and guide the helicopter, on the 4 axes
(roll, pitch, yaw and collective).
•• AHRS 1&2 send attitude and heading information to APM
(via ARINC 429 line).
•• ADU 1&2 send air pressure information to APM (via ARINC
429 line).
•• 4 Smart Electro Mechanical Actuators (SEMA) on pitch,
roll (x2) and yaw axes (via ARINC 429 line) are connected
in series with flight controls, receive piloting orders from
APM (via ARINC 429 line) and send discrete signal to APM.
•• 4 parallel actuators (TRIM), one for each axis, in parallel
connected with flight controls, receive orders from
APM(Pulsed signals) or from sticks (analog signals).
•• 3 Fiber Optic Gyro meters (FOG) associated with the
SAS BACK UP function: two on roll axis, one on yaw axis.
Data are sent to APM or three SEMAs through the SAS
Switching board (via ARINC 429 line).
Rev. 24-2014 do_00_t_i_03_l1_a220000_00_en_001.png 22.7
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Basic architecture (cont.)
The Automatic Flight Control System (AFCS) architecture is
controlled by:
•• Mode selector box (APMS). The interface between APMS
and the APM is ensured by ARINC 429 and discrete signal
links.
•• Controls on Cyclic and collective grips (via discrete and
analog signals).
•• MFDs exchange data with APM (navigation sources and
display via ARINC 429 line).
•• EECUs exchange data with APM via ARINC 429 line
(engine limitation, P0,…)
•• The Warning Panel (7α) receives alarms from APM (via
discrete signals).
•• 2 position detection units transmit the position of the
collective pitch lever and the pedals to APM (via the analog
signals).
Rev. 24-2014 do_00_t_i_03_l1_a220000_00_en_001.png 22.8
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Location
An APM 2010 module 45C installed in a rack MASUF, itself
mounted against the right cabinet in the baggage compartment
of the helicopter.
A SAS Switching board is installed in the baggage compartment
inside the RH electrical cabinet.
Rev. 43-2014 do_00_t_i_04_l1_a220000_00_en_001_step_1.png 22.9
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Location (cont.)
Four series actuators are installed:
•• Two actuators are installed on the roll axis: one equips the
flight control on the right side and the other equips the flight
control on the left side.
•• One actuator equips the pitch axis on the left side.
•• One actuator equips the yaw flight control near to the tail
servo control.
Note: because of the AS 365 design, the collective axis does
not have a dedicated series actuator. This axis is controlled by
the roll and pitch series actuators.
Rev. 24-2014 do_00_t_i_04_l1_a220000_00_en_001_step_2.png 22.10
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Location (cont.)
Four parallel actuators are installed.
Three types of parallel actuators are used:
•• The first type for the pitch and roll axis.
•• The second for the collective axis.
•• The last for the yaw axis.
Three of the four actuators described below are installed
under the cockpit floor, on the left hand side: the roll, pitch and
collective axis actuator.
The yaw actuator is installed under the passenger cabin floor
on the right hand side.
Rev. 24-2014 do_00_t_i_04_l1_a220000_00_en_001_step_3.png 22.11
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Location (cont.)
A Collective pitch lever position detection unit (19C) is located
under the cockpit floor on the left hand side, behind the
collective channel parallel actuator.
A Yaw control pedals position detection unit (15C) is located
under the passenger cabin floor, on the right hand side in front
of the yaw parallel actuator.
The SAS back up system consists of 3 FOGS (Fiber Optic
rate Gyros): the 3 rate gyros are installed in the tail boom on
the radio altimeter shelf. The Yaw FOG(12C) is located on the
radio-altimeter shelf whereas the Roll2 FOG(10C) and the
Roll1 FOG(8C) are installed underneath the radio-altimeter
shelf.
Rev. 43-2014 do_00_t_i_04_l1_a220000_00_en_001_step_4.png 22.12
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Controls and displays
AFCS displays
The information used to monitor the operation of the AFCS
are displayed on the mode selector box, the PFD (Primary
Flight Display) and ND (Navigation Display) indicators, and the
Caution and Warning Panel 7α.
The warning panel 7α displays the following AFCS amber
alarms:
•• AP: Failure of an APM channel resulting in disengagement
of the AFCS.
•• SEMA: Failure of a serial actuator.
•• TRIM: Failure of a parallel actuator or disengagement of
the A. Trim function in Y or CYC.
•• SAS: Failure of a serial actuator or a FOG.
•• AHRS DISC: Differences between AHRS and FOGs.
•• COL LINK: Difference between RVDT and Potentiometer.
•• FOG: Fiber Optic Gyrometer (FOG) anomaly detected by
the APM.
Rev. 42-2014 do_00_t_i_05_l1_a220000_00_en_001_step_2.png 22.13
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Controls and displays (cont.)
AFCS controls
Overhead panel (12α):
2 TRIM FEEL switches (artificial loads): a COLL switch
on the collective channel, a CYCL switch on the cyclic pitch
channel (permanent Trim release).
2 RST (reset) pushbuttons: a SAS pushbutton and an AP
(Auto Pilot) pushbutton.
AP: cut-off APM power supply. Reinitializes the APM processors
by cutting off the 28 VDC electrical power supply. This is useful
during an engine starting sequence with a low battery voltage.
SAS: cut-off the power supply of the equipment used for SAS
back-up operation (yaw and roll series actuators 1 and 2,
FOGs and the switching box 46c).
Cyclic lever grip:
AFCS/SAS fast cut-off push-button: disengages the AFCS
when it is engaged or the SAS BACK-UP when the latter is
engaged instead of the AFCS. Press this push-button to cut off
the 28V DC power supply to the APM.
TRIM REL push-button: releases the cyclic channel parallel
actuators. Press this push-button to switch the 28 V DC power
supply and the ground to the parallel actuators for the roll and
pitch axes (this results in trim release). The pilot can then
quickly and momentarily takeover control of the cyclic pitch
stick. As long as the control is pressed, the artificial load is
cancelled.
CPL REL push-button: disengages the higher order modes.
Press this push-button to switch the 28 V DC power supply to
an APM input.
Rev. 24-2014 do_00_t_i_05_l1_a220000_00_en_001_step_3.png 22.14
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Four way cyclic BEEP TRIM control: press on the upper or
lower positions to switch the 28 V DC supply to the APM and
the pitch channel parallel actuator. Press on the left or right
positions to switch the 28 DC supply to the APM and the roll
channel parallel actuator. Use these two controls to change
the attitude references (pitch and roll axes) stored in the APM
processors.
SAS push-button: engages the SAS BACK-UP. Press on this
push-button once to switch the 28V DC power supply to the
relay box allowing the yaw, and roll (1 and 2) series actuators
to be controlled by the FOG.
Collective lever grip:
COLL TRIM REL: collective channel release control. Push
to cut off the 28 V DC power supply to the collective channel
parallel actuator (this results in the collective channel release).
This makes it possible for the pilot to quickly take over control
of the collective pitch lever (artificial loads cancelled).
GO AROUND push-button: to engage/disengage the go
around mode. Push to switch a 28 V DC power supply to an
APM input.
Collective BEEP TRIM: two way control. Press on one or the
other (upper or lower) to switch a ground to the different APM
inputs. This gives the possibility of changing the collective
channel references stored in the APM processors.
Rev. 24-2014 do_00_t_i_05_l1_a220000_00_en_001_step_3.png 22.15
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Controls and displays (cont.)
Autopilot Mode selector (APMS)
The mode selector box is used to engage/disengage the
modes and to start the built-in test sequence.
AP: push button engages or disengages the AFCS. It shows
an amber light in the OFF position. The light goes out in the
engaged position.
A.TRIM: Engages and disengages the automatic trim function
on the cyclic control (pitch roll) and the yaw axis. An OFF
indicator shows amber when the automatic trim function is
disengaged (cyclic and /or yaw). An OFF indicator not lit means
that the automatic trim function is engaged (cyclic and/or yaw).
TEST: starts and stops the AFCS pre-flight.
CR.HT: press this knob (sequential control) to engage/
disengage the radio altimeter CRUISEHEIGHT acquisition and
hold mode. The indicator has a green triangle which comes on
when this mode is engaged. The knob can then be turned to
adjust the radio altimeter height reference (ground reference).
VNAV: not used.
HDG: press this knob (sequential control) to engage /disengage
the selected heading/navigation mode. The indicator has a
green triangle which comes on when this mode is engaged.
TNAV: not used.
ALT.A: press this knob (sequential control) to engage/
disengage the altitude acquisition mode. The indicator has a
green triangle which comes on when this mode is engaged.
ALT: engages/disengages the altitude hold mode. The ON light
shows when the mode is engaged.
IAS: engages /disengages the airspeed hold mode. The ON
light shows when the mode is engaged.
Rev. 38-2014 do_00_t_i_05_l1_a220000_00_en_001_step_4.png 22.16
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
NAV: engages and disengages the selected navigation mode
(VOR or navigation computer). The A light shows the mode is
armed. The C light shows when the mode is captured (the A
light goes out). It is off when the mode is disengaged.
VS: engages / disengages the barometric vertical speed hold
mode. The ON light shows green when the mode is engaged.
Maintenance Mode access: used by qualified personal for AP
servicing.
Rev. 38-2014 do_00_t_i_05_l1_a220000_00_en_001_step_4.png 22.17
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
The APM 2010
The crew can manually force the selection of the AHRS or ADU
by using the RCU (reconfiguration control unit) and can choose
the master side (pilot or copilot) with the AFCS MASTER switch
which provides the navigation sources.
Before reaching the APM, the data signals output by the
navigation systems are also checked and validated by the
FDS.
Rev. 24-2014 do_00_t_i_05_l1_a220000_00_en_001_step_5.png 22.18
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Controls and displays (cont.)
AFCS band on the PFD
The AFCS band on the Primary Flight Display (PFD) indicates,
with different types of displays, the modes that are set, the
mode changes, the modes engaged operating faults. The band
is made up of three columns and two lines.
The messages are shown in different colors as follows:
•• Cyan: mode armed.
•• Green: mode engaged or captured
•• Amber: degraded operation.
•• Red: alarm requiring that the crew takes over control of the
helicopter (out of trim indication, excessive deviation).
Rev. 43-2014 do_00_t_i_05_l1_a220000_00_en_001_step_6.png 22.19
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Controls and displays (cont.)
List of the upper and higher modes on the PFD
Rev. 38-2014 do_00_t_i_05_l1_a220000_00_en_001_step_7.png 22.20
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning
Power supply
The AFCS is connected to the helicopter 28V DC power
system.
The circuit breaker panels offer the first protection for the AFCS
installation electrical power supplies.
The low current fuses on the fuse panel 36α ensure the final
electrical protection.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_1.png 22.21
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
Power supply on 36α panel
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_2.png 22.22
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
APM 2010
The APM 2010 forms the core of the system.
To stabilize and guide the helicopter, on the 4 axes (roll,
pitch, yaw and collective), it continuously compares either
the helicopter instantaneous attitude references with the
references stored on engagement of the AFCS or the path
followed by the helicopter with the signals generated by the
navigation or radionavigation systems.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_3.png 22.23
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
APM functional description
The operation of the module is monitored by software. The
module made up of two identical synchronized processors
which monitor each other by means of a digital link. Each
processor has its own components (RAM, flash program
memory, coding unit, etc.).
Each processor receives data signals from all the sensors.
When the processor and the sensors operate in nominal mode,
the processor processes the data from the sensors that are
dedicated to it processor 1 connected to the AHRS1 and ADC
1, processor 2 connected to the AHRS2 and ADC 2.
Processor 1 operates as master while processor 2 performs
the same calculations and is used to detect the faults on
channel 1.
The crew can manually force the selection of the AHRS or ADU
and choose the master side (pilot or copilot) which provides the
navigation sources. In order to do this, the crew uses the RCU
(reconfiguration control unit).
Before reaching the APM the data signals output by the
navigation systems are also checked and validated by the
FDS.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_4.png 22.24
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
APM normal operation
AP OFF:
When the helicopter power systems are energized, the AFCS
is also energized (AP disengaged). From this moment, all the
AFCS components fitted with processors perform their self-
test sequence (module, series actuators). Once these test
have been performed a synchronization phase which updates
their memory containing the attitude references with the latest
helicopter attitude data (provided by the sensors).
AP ON:
The helicopter attitude references are stored at the moment
the AFCS is engaged. The AFCS operates in basic mode
(stabilizing and maintaining the long term path). After the
engagement, each processor continuously calculates the
deviation between the references stored (on engagement) and
the instantaneous data provided by the sensors. It produces
the stabilization or flight command signals which are then sent
to the series and parallel actuators.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_4.png 22.25
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
Series actuator control
The series actuators receive the controls from the two
processors in ARINC 429 format. They compare these orders.
If no discrepancy is detected (normal operation of the APM),
the channel1 control order is executed. The series actuator acts
on the servo controls to bring the helicopter to the reference
attitude and thus eliminate the deviations detected.
The parallel actuators receive the orders to modify the anchor
points. In the APM, voter systems select from the commands
produced by the two processors those which must be sent
to the parallel actuators. The actuators only accept the valid
commands.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_4.png 22.26
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Normal functioning (cont.)
Parallel actuator control
The parallel actuators receives the orders which enables to
modify the anchor points.
For the TRIM actuators the voter system compares the two
commands and validates: the command containing the lowest
absolute value, if the command both have the same sign. The
command containing the absolute zero value, if the commands
have contrary signs.
The automatic trim is controlled by the connection/
disconnection wired logic and ensures two functions. In basic
mode, it enables the AFCS to ensure the attitude and heading
hold function over the long term by acting on the roll, pitch
and yaw axes. In guidance modes, it enables the re-centering
of the series actuators so that they work around their neutral
position.
Note: the automatic trim must be active for guidance modes
to be engaged.
Rev. 24-2014 do_00_t_i_06_l2_a220000_00_en_001_step_4.png 22.27
22 - Auto flight
AS 365 N3
22.01 General presentation (cont.)
Degraded mode
If a processor fails, the AFCS is disconnected by the monitoring
wired logic. At this moment, the crew is warned and must
engage the SAS BACK-UP. The Hard wired logic also controls
the AP caution light (panel 7 alpha). This disconnection can
also be controlled manually by the crew.
After the detection of a failure of the one of the APM µP, the
Hard wired logic disconnects the AFCS, it transmits discrete
signals to all the series actuators ordering them to freeze their
position and cuts off the electrical power supply of the stepping
motors.
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AS 365 N3
22.01 General presentation (cont.)
Degraded mode (cont.)
SEMA actuators
Each actuator is controlled by the APM.
The APM channel 1 drives the control input of the SEMA while
the APM channel 2 drives the monitoring input.
The SEMA actuator is made of 2 processing channels and
detection of any discrepancy is done at actuator level.
In case of discrepancy detected by the actuator, the SEMA
sends a disconnection request to APM.
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AS 365 N3
22.01 General presentation (cont.)
Degraded mode (cont.)
Cyclic Trim Actuators: Pitch and Roll.
Each actuator is controlled by the APM.
Each Processing Unit of the APM transmits to an Digital to
Analog Converter then to an Analog Failure de-Activation
device (one Voter per axis) the Actuator command.
The Failure de-Activation module (one Voter for each Actuator)
works according to a “middle value voter” principle, comparing
the two commands with a third zero value.
The Voter output is the lowest value of the two commands
when they are of the same sign and null when of the opposite.
The analog actuator command as well as the voter output are
fed back to the Analog to Digital Converter then to the SW
monitoring together with the Trim/stick position sensor (RVDT).
Then this SW, in case of discrepancy, will send a disconnection
request to the HW (Hard Wired Logic) disconnection device,
output of which disables the analog output to the cyclic Trims.
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AS 365 N3
22.01 General presentation (cont.)
Degraded mode (cont.)
Collective and Yaw Trim Actuators
Each actuator is controlled by the APM.
Each Processing Unit of the APM computes the Actuator
command and cross exchanges the data through the internal
serial line to the SW monitoring of the other unit. The command
is then converted and issued as analog command by only one
unit.
The analog actuator command is fed back to the SW monitoring
together with the Trim/stick position sensor (RVDT and
Potentiometer). Then this SW, in case of any discrepancy, will
send a disconnection request to the HW (Hard Wired Logic)
disconnection device, output of which disables the analog
output to the actuator.
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AS 365 N3
22.02 Series actuators
Overview
The series actuators, also called Smart-Electro-Mechanical
Actuators (SEMA), receive the flight and stabilization commands
from the APM or the fiber optic rate gyros (SAS BACK-UP
mode). These are fast actuators with limited authority.
A series actuator is made up of a brushless 3-phase stepping
motor, a hall effect detector assembly, an output rod position
detector assembly, a set of mechanical stops limiting the travel
of the output rod and two printed circuits boards supporting the
control, protection and power supply circuits.
It includes its own control device for position slaving and
position monitoring.
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AS 365 N3
22.02 Series actuators (cont.)
Normal functioning
Operation principle
As soon as the helicopter power system is energized, the
series actuator is centered and performs a self-test. When the
APM transmits a command, it is conveyed by two ARINC 429
lines.
The actuator circuits check that the commands are identical.
They decode them and then the decoding itself is checked.
The motor is powered. The rotation of the motor is transformed
by a screw/nut system into linear movement of the rod in one
direction or the other (depending on the polarity of the voltage
applied to the motor).
The HALL effect detector detects the rotation of the stepping
motor. This sensor detects the linear movement of the rod
with an accuracy of 6.25/100 mm. This detector transmits this
information to an up-down counter. The latter compares the
position of the rod with the position required by the command.
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AS 365 N3
22.02 Series actuators (cont.)
Normal functioning (cont.)
Operation principle
SEMA validity signal
•• When the required position is obtained, the up-down
counter cuts off the motor power supply. The actuator
transmits a discrete valid data signal (28V) to the APM. For
the actuator to transmit this discrete signal, the following
conditions must be fulfilled:
•• Presence of the power supply
•• Successful completion of the initialization phase, satisfactory
self-test and centering of the actuator rod completed.
•• Reception of the stepping motor operating authorization,
BACON (binary actuator On) transmitted in the form of a
discrete signal by the APM.
•• Compliance of the commands provided by the two ARINC
429 lines.
•• Compliance of the decoding of the commands provided
by the two ARINC 429 lines, decoding performed by the
actuator circuits.
•• Compliance of the position of the actuator rod with the
position required by the command.
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AS 365 N3
22.02 Series actuators (cont.)
Degraded mode
Failure operation principle
SEMA invalid signal
If the position of the actuator rod is not in compliance with the
position required by the command, the actuator is automatically
stopped and its position locked. The discrete signal changes
from valid to invalid.
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AS 365 N3
22.02 Series actuators (cont.)
Degraded mode (cont.)
Failure operation principle
SEMA invalid signal
If the SEMA PBIT is not ok or if one of the comparators detects
a discrepancy or loss of BACON signal from the AFCS HW
logic, the electrical power supply of the motor is disconnected
and the actuator is automatically frozen at the current position.
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AS 365 N3
22.03 Roll and pitch TRIM actuators
Overview
The Roll and Pitch TRIM actuators
The parallel actuators on the roll and pitch channels are
identical and are also called trim actuators. These are slow
actuators with high authority.
The clutch is engaged when not supplied. They receive
commands in the form of 28 VDC pulses the duration of which
depends on the signals generated by the APM.
Their function is to:
•• Create and modify (BEEP TRIM) the anchoring point of
the series actuator with which it is associated
•• Create the artificial loads felt by the crew on the flight
controls
•• Center the series actuators by means of the APM
automatic trim function
•• Transmit the information concerning the actuator
output lever (position, overrun)
•• Damp the rotation of the output lever to decrease
oscillations or overrun.
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AS 365 N3
22.03 Roll and pitch TRIM actuators (cont.)
Normal functioning
Pitch and roll TRIM actuators
The automatic trim function controls the power supply of
the motor to shift the series actuator anchoring point. The
movement of the motor drives the output lever in rotation
through the primary and secondary reduction gears and the
clutch (engaged if not supplied with power). The damping
system mounted with the secondary reduction gear gives a
resistive torque proportional to the speed.
When the motor clutch is engaged and a crew member applies
a load on the corresponding flight control, two cases can be
considered:
•• Below the spring pre-stressing level, the two plates do not
have a relative movement and drive the output lever.
•• Above the spring preload level, the two plates have a
relative movement and the effort switch opens.
The clutch is powered (the motor is no longer connected to the
output lever), the artificial load is cancelled. The potentiometer
pointer indicates a value proportional to the deviation (relative
movement) between the two plates.
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AS 365 N3
22.03 Roll and pitch TRIM actuators (cont.)
1. RVDT (Rotary Variable Differential Transformer) detects
the position of the output lever
2. Potentiometer giving an electrical indication of load applied
to the output lever
3. Micro switch indicating the over run of the spring pre-
setting
4. DC motor
5. Primary reduction gear assembly
6. Electrical clutch
7. Secondary reduction gear assembly
8. Damping system
9. Spring assembly
10. Mechanical fuse
11. Output lever
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AS 365 N3
22.04 Collective and yaw TRIM actuators
Overview
Collective and yaw TRIM actuators
The collective pitch and yaw axis actuators have the same
operating principle as the roll and pitch system actuators but
with a few differences.
The main difference is in the operation of the clutch (engaged
when power supplied). The artificial load is cancelled when the
contacts opens, cutting off the power supply to the clutch.
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AS 365 N3
22.04 Collective and yaw TRIM actuators (cont.)
Normal functioning
Collective and yaw TRIM actuators
1. Overrun switch
2. DC motor
3. Primary reduction gear assembly
4. Electrical clutch
5. Damping system
6. Not used
7. Secondary reduction gear assembly
8. Plate N°1
9. Spring assembly
10. Plate N°2
11. Mechanical fuse
12. Output lever
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AS 365 N3
22.05 Collective lever and pedal detection unit
Overview
On the AS 365 N3, from a certain speed, a natural coupling
is obtained between some flight control axes of the helicopter
when the collective pitch varies. This results in a nose-down or
nose-up attitude, and a tendency to oscillate on the yaw axis
(because there is no mechanical link between the yaw and the
collective axes).
The APM thus needs to know the positions of the collective
pitch lever and the pedals in order to generate the pre check
voltages which will eliminate this unwanted behavior of the
helicopter. The detection unit transmits the positions of the
controls to the APM.
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AS 365 N3
22.05 Collective lever and pedal detection unit (cont.)
Normal Functioning
Two Position Detection units are installed in the aircraft: one for
Collective axis and one for yaw axis
The two position detection units comprise a rotary variable
differential transformer (RVDT) and a potentiometer informing
the APM of the change in position of the collective pitch lever
and Yaw pedals.
Depending on these changes, the APM generates the
commands for the roll, pitch and yaw axis.
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AS 365 N3
22.06 FOG
Overview
The rate gyros are the sensors associated with the SAS BACK
UP function and are identical. This function can be engaged by
the crew if the AFCS is disengaged.
•• Two rate gyros measure the angular velocity on the roll
axis.
•• One rate gyro measures the angular velocity on the yaw
axis.
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AS 365 N3
22.06 FOG (cont.)
Normal functioning
When the AFCS Is engaged and is operating correctly, the
fiber optic rate gyros send their data to the APM so that the
latter can compare it with the data coming from the AHRSs and
detect any discrepancy.
When the fiber optic rate gyros are operating normally, they
supply discrete valid data signals to the APM via the switching
board 46 C.
When the APM fails, the crew engages the SAS BACK-UP
function. The flight laws generated in the fiber optic rate gyros,
together with the angular rates detected, make it possible to
provide the commands (ARINC 429) for the series actuators to
stabilize the helicopter.
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AS 365 N3
22.06 FOG (cont.)
Normal functioning (cont.)
SAS back-up on
The roll fiber optic rate gyros (FOGs) 1 and 2 transmit their
data signals to the two ARINC 429 inputs of the two roll series
actuators. In these actuators, the signals from FOG 1 are used
for the command and those from FOG2 to check this command.
The yaw FOG transmits its data to ARINC 429 input1 and 2 of
the yaw serial actuator.
The command output by the FOGs are transmitted to the series
actuators via the switching board 46C.
Note: As soon as the SAS is turned OFF and the AP is turned
ON, the FOGs stop transmitting their data to the SEMAs.
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AS 365 N3
22.07 Flight data display interface
Controls and displays
Description of the AFCS monitoring data display
When the AFCS is engaged: basic stabilization engagement
(ATT function).
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
When the AFCS is engaged: upper mode engagement/capture
or change of engaged mode.
After 10 seconds, coupled and fully operational.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
Mode disengagement by the crew.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
Amber line crossing on C, Y, R P axis indicates a degraded
reliability of displayed references.
The discrete AFCS Boolean annunciator signal (BANPA) is no
more transmitted to the MFDs by the APM processor 2. Three
amber inclined bars appear on the PFD band. The higher order
modes engaged before the fault appeared remain active and
the corresponding messages are still displayed.
The references of the engaged modes cannot be modified. The
crew can disengage these modes and the AFCS, but cannot
engage other higher order modes.
An amber triangle above or below a message indicates an
OUT OF TRIM status, i.e. the need to reset the series actuator
in question.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Degradation or failure
In basic mode (stabilization):
Failure of an axis, an amber letter with an amber frame that
flashes for 10 seconds, appears in the box for the axis in
question: P (pitch), Y (yaw), R (roll), C (collective).
Then the amber rectangle disappears and the letter remains.
In guidance mode:
When a fault occurs on a mode the color of the message
changes to amber, at the same time an amber frame flashes
for 10 seconds around the message.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Alarm with recovery of manual control
When the built-in monitoring system detects a major fault,
it disengages the automatic flight control system or when
manually disengaged by the crew.
The messages for recovery of manual control are displayed:
•• The AP light on panel 7 alpha comes on.
•• The red letters C, YR, P are blinking for 10 seconds then
OFF appears on each axis in the PFD band.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
SAS mode engagement: a message is shown on the PFD in
green when the SAS is engaged or and in amber for a SAS
failure.
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AS 365 N3
22.07 Flight data display interface (cont.)
Controls and displays (cont.)
Description of the AFCS monitoring data display
The crew monitors the operation of the automatic flight control
system with the help of indicators and warning lights.
The basic AFCS data (AFCS status, mode engagement,
immediate recovery alarm) are sent to MFDs (PFDs and NDs)
through an A429 line. These data are looped back to the APM
which performs a cross check.
The result of this check will activate a discrete output signal
used as validity of data to be displayed (BANPA); so the AFCS
ensures the integrity of the data to be displayed.
The APM also delivers a dedicated discrete signal (BMAPA) as
immediate recovery alarm (red alarms). This signal has priority
over the A429 information.
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AS 365 N3
22.08 Pre-flight test
Manual test
The purpose of the Pre-Flight Test is to verify that no failure
regarding safety (mainly dormant failure) as well as operational
aspects is present in the flight control system before the flight.
It covers the test of hardware and safety devices of the APM,
the check of controls from grips and APMS, the actuators (trim
and SEMA) and back-up SAS correct operation.
The Pre-Flight Test is engaged by pressing the TEST push-
button on the APMS with the following prerequisites:
•• The helicopter is on ground, condition seen by both
processors based on a dual wheel on ground signal,
•• The AFCS is disengaged,
•• The last AFCS power-up test has been successful.
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AS 365 N3
22.08 Pre-flight test (cont.)
Manual test (cont.)
During the test, the ON annunciator light of the test pushbutton
is blinking. At the end of the test, depending of the result this
ON annunciation will have different states.
TEST pushbutton on the APMS extinguishes (i.e. no failure),
test is successful: the relevant message AP TST OK is
illuminated on the second line of the AFCS strip until first AP
engagement.
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AS 365 N3
22.08 Pre-flight test (cont.)
Manual test (cont.)
In case of AP failure:
•• The TEST pushbutton on the APMS is permanently
illuminated (i.e. major failure): AP TST FAIL is illuminated
on the AFCS strip, the basic AFCS engagement is inhibited.
•• The TEST pushbutton stays blinking (i.e. minor failure): AP
TST FAIL is illuminated on the AFCS strip, the basic AFCS
can be engaged with degraded function (e.g. no auto-trim).
Note: the Pre-Flight Test is disengaged on the following events:
•• Manually, either using the TEST push-button on APMS or
using the fast cut-off switch on the cyclic grips.
•• Automatically, on loss of on ground condition or successful
completion of the test.
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AS 365 N3
22.08 Pre-flight test (cont.)
Manual test (cont.)
SAS back-up
The back-up SAS is automatically supplied with 28VDC power
when helicopter is powered-up and can be engaged on crew
request, basic AFCS (APM) being disengaged. Then the Pre-
Flight Test of the back-up SAS can be initiated. It consists of:
Engagement of back-up SAS function by pressing SAS ENG
button on the cyclic grip and check of SAS label display in the
AFCS strip.
Disengagement of back-up SAS function by pressing AFCS/
SAS FCO button on the cyclic grip, the SAS engagement
annunciation must extinguish.
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AS 365 N3
22.09 Maintenance mode
Overview
The maintenance mode has been designed to ease validation
task after a LRU replacement and also useful for trouble
shooting.
It can be activated:
•• Only on ground
•• Without specific tooling.
Maintenance data are displayed on PFD bands and on Caution
and Warning Panel.
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AS 365 N3
22.09 Maintenance mode (cont.)
Basic architecture
Maintenance mode functions
In the maintenance mode, five functions are available:
•• Current Nominal/Pre-flight test AP defaults display.
•• AP logical acquisition display (buttons, switches, pin
programs…).
•• AP analog acquisition display (Stick/joystick/…).
•• AP actuator motion/Logical output test (option).
•• Readout of Memorized Nominal/Pre-flight test AP
defaults (option).
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays
Maintenance mode activation
Required conditions:
•• Aircraft on ground (9G and 10G)
•• AP disengaged
•• Electric and hydraulic power supply
Activation:
•• GSTC push button must be pressed more than 3s.
AP maintenance annunciations are displayed on the PFDs in
the AFCS strips.
When entered, the helicopter type and the AP software version
are displayed a few seconds.
When the maintenance mode is activated, maintenance
functions can be selected as described in next paragraphs.
Whatever the function selected, it is possible to come back
to helicopter type and software version display by pressing
the maintenance mode activation button (GSTC) less than 3
seconds.
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Nominal / pre-flight test current defaults display
AP software version are displayed a few seconds then
nominal/preflight test current defaults are displayed and then
automatically scroll all the 3 seconds.
Mode maintenance engaged If the pre-flight test has not been carried out, the PFT NOT
EXEC message is displayed.
After 3 seconds
For instance: First default (during pre-flight test)
Automatically scroll
Second default (no ARINC line)
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Logical acquisitions display
For instance : When :
This function enables to display buttons, switches, contacts,
pin programs, and logics status acquired by AP.
Activation:
The function is selected by pressing the VNAV pushbutton on
APMS.
When no discrete data is active, the GROUND TF message is
displayed.
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Logical acquisitions display
These following tables show the actions on the different
controls with the corresponding annunciations displayed in the
AFCS strip on the PFDs.
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Logical acquisitions display
When no discrete data is active, the GROUND TF message is
displayed.
Press the VNAV pushbutton and hold it in order to display the
word LOGICS then check the accordance with the code and
status of hydraulic supply.
Y1: (T/F) ground contact 1 status(9G)
Y2: (T/F) ground contact 2 status(10G)
On ground, (Y1Y2) =(TF), in flight (Y1Y2)=(FT)
Remark: this annunciation is displayed only
on ground detection.
In this annunciation, the values noted X are not important for this example.
0 : LH and RH hydraulic systems NOT PRESSURIZED
1 : LH hydraulic system PRESSURIZED
2 : RH hydraulic system PRESSURIZED
3 : LH and RH hydraulic systems PRESSURIZED
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Analog acquisitions display
This function enables to display analog inputs values acquired
by AP. It is useful to check inputs range by moving the
corresponding control.
Required conditions: maintenance mode activated
Activation and selections: 4 to 12 analog inputs values can
be displayed in function of the helicopter configuration.
The analog input selection is performed by pressing on VS or
NAV or IAS or ALT button and by rotating ALT.A knob according
to the next page table.
When an analog input is selected, its name and its value are
displayed with the format “NAME sign XX.XX”.
When moving controls, the value is updated.
For instance, when the YAW RVDT is selected, the following
annunciation is displayed.
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AS 365 N3
22.09 Maintenance mode (cont.)
Controls and displays (cont.)
Analog acquisitions display
These following tables show the actions on the different
controls with the corresponding annunciations displayed in the
AFCS strip on the PFDs.
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AS 365 N3
22.09 Maintenance mode (cont.)
Manual test
Actuator motion/Logical output test
This function enables to generate a calibrated actuator
command or to force a logic output status.
Required conditions:
This function has interactions with flight controls.
Its selection is restricted to the following conditions:
•• AP disengaged
•• Helicopter on ground
•• Hydraulic on
•• Radio altimeter on
•• Collective pulled down
When selected, it is automatically left if one of the following
conditions is not fulfilled.
If the function is automatically exit, the helicopter type and the
AP software version are displayed.
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AS 365 N3
22.09 Maintenance mode (cont.)
Manual test (cont.)
Actuator motion/Logical output test
Actuators output test:
The function is activated pressing the following button: ALT.A
> 3 s.
After the function activation, AP must be engaged, otherwise
no control is possible.
Then the actuators/logical outputs test is selected rotating the
button used for the function activation: ALT.A knob rotation.
When an actuator is selected, the beep of the corresponding
axis activates a calibrated command.
move the Pitch Beep to forward
The annunciation format is “Output action”.
When the AP is not engaged, the action annunciation is
replaced by AP OFF.
On series actuator action end, the actuator is re-centered.
During this time (3s), the action annunciation is replaced by
release the Pitch Beep RECENT (re-centering).
move the Pitch Beep to aft
Rev. 50-2014 <Sans lien d'intersection> 22.70
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Manual test (cont.)
For instance: selection of the Master Alarm output by rotating ALTA Knob and depress forward on the pitch beep button Actuator motion/Logical output test
Logical output test:
When a logical is selected, the aft beep sets and the forward
beep resets the logical status.
The logical outputs are set by pressing on the pitch beep button
to forward (TRUE displayed) and reset… by pressing on the
pitch beep button to aft (FALSE displayed).
Selectable Logical outputs corresponding annunciation are
listed in the closed table.
For instance: selection of the Master Alarm output by rotating
ALTA Knob: AFCS: MSTALM FALSE message is displayed on
MFD.
Depressing the pitch beep button forward AFCS: MSTALM
TRUE message is displayed on MFD.
Note: depending of the logical output selection, the associated
alarm illuminates on the Caution and Warning Panel (i.e.: ACT
WRN TRUE + SEMA message on Caution and Warning Panel)
The logical outputs are reset by depressing the pitch beep
button to aft: AFCS: MSTALM FALSE message is displayed
on MFD.
Rev. 50-2014 <Sans lien d'intersection> 22.71
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Manual test (cont.)
Actuator motion/Logical output test
These following tables show the actions on the different
controls with the corresponding annunciations displayed in the
AFCS strip on the PFDs.
Rev. 50-2014 do_00_t_i_09_l2_a220004_00_en_001_step_3.png 22.72
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Failure report
Display of nominal/pre-flight test defaults memorized
The AP is fitted with a Non Volatile Memory (NVM). It is used to
record nominal monitoring and pre-flight test defaults. Defaults
are recorded during operation and can be accessed after flight.
Maintenance function enables access to these information.
During operation, records are performed considering the
following principles:
•• Pre-flight test defaults are recorded at the end of an
unsuccessful pre-flight test if the rotor is turning
•• Nominal monitoring defaults are recorded only in flight. Any
modification of defaults status (appearance/disappearance)
generates a record of all current defaults. Nominal
monitoring defaults detected on ground are recorded during
take-off if still present
•• On landing, a record gathering all defaults detected during
the flight is performed.
Rev. 24-2014 do_00_t_i_11_l2_a220004_00_en_001_step_1.png 22.73
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Failure report (cont.)
Display of nominal/pre-flight test defaults memorized
The following figure gives the example of records generated
for a pre-flight test detecting a yaw Pulse Width Modulation(
PWM) default inhibiting the yaw trim, followed by a takeoff, a
transient AHRS1 ARINC loss and a landing. Five records are
generated in such a case.
Rev. 50-2014 do_00_t_i_11_l2_a220004_00_en_001_step_2.png 22.74
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Failure report (cont.)
Display of nominal/pre-flight test defaults memorized
Required conditions:
•• Inhibited when not on ground.
•• AFCS not engaged.
Activation:
The NVM access function is selected when pressing the
following button: HDG NVM default access.
When the function is selected, it is possible to scroll on record
identifications to select a specific record or to scroll on defaults
memorized in the selected record.
The record scrolling can be activated using HDG knob rotation
on the APMS.
When scrolling on record, a SEARCH annunciation is displayed
during the research. When arriving to the first or the last NVM
record, a RECORD END annunciation is displayed.
Rev. 24-2014 do_00_t_i_11_l2_a220004_00_en_001_step_3_1.png 22.75
22 - Auto flight
AS 365 N3
22.09 Maintenance mode (cont.)
Failure report (cont.)
Display of nominal/pre-flight test defaults memorized
On selection, the last NVM record is accessed and its
identification is displayed. The record identification format is
Flight Type Time where:
•• Type: “P” or “N” or “ “ corresponding respectively to a pre-
flight test record or to a nominal monitoring record including
Pre-flight test record at a first occurrence of a default or to a nominal monitoring
Flight number 2 minutes and 14 seconds record not including a first occurrence of a default.
•• Time: “hmmss” or “END” corresponding respectively to
the landing record. The landing record gathers all defaults
detected during the flight.
ALT A rotary knob to select the failure which appears at 2 min 14 sec.
Rev. 24-2014 <Sans lien d'intersection> 22.76
22 - Auto flight
AS 365 N3
22.10 Upper modes
Normal functioning
Heading mode (HDG)
Description:
The HDG mode maintains the current heading upon
engagement or acquires and holds a pre-selected heading.
Engagement:
The HDG mode is engaged/disengaged by pressing the HDG
rotary knob.
When the HDG mode is engaged, the associated HDG label
is displayed on the AFCS strip in the lateral (roll/yaw) axis
column.
The HDG mode reference can be modified by turning the rotary
knob or via cyclic bip action.
Aircraft axis control:
Roll and Yaw axis.
Reference management:
•• HDG rotary knob on APMS.
•• Roll cyclic beep(5°/sec).
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_1.png 22.77
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
VOR navigation mode (VOR)
Description:
The VOR mode acquires and holds a pre-selected VOR course.
Coupling can be done by depressing NAV on APMS type.
Conditions:
•• Armament: when the VOR deviation is valid but too large,
the pilot has to select a heading that will enable the aircraft
to intercept the desired VOR course within a recommended
range of 90 degrees.
•• Capture phase: depending on the deviation closing rate,
the mode will first align the aircraft.
•• Tracking phase: and then, again depending on the closing
rate, will complete the alignment on the selected course.
Two different cases:
•• Course deviation > 45°: capture when lateral deviation <
0,9dot, heading is forced at 45° interception heading until
lateral deviation is < 0,25 dot.
•• Course deviation < 45°: capture when lateral deviation <
0,25 dot.
Rev. 24-2014 <Sans lien d'intersection> 22.78
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
VOR navigation mode (VOR)
Aircraft axis control:
Roll axis
Engagement:
•• Select VOR as the navigation source on MFD.
•• Depress the NAV push button.
Displays:
On ND, VOR information (course, course deviation, TO/FROM,
navigation source) are displayed in blue when VOR is armed
(green when mode engaged or captured).
On PDS, when the mode is armed, VOR label is displayed on
the Yaw/Roll axis lower line, A is lit on APMS. If capture and
tracking conditions are satisfied, VOR label is displayed on the
Yaw/Roll axis upper line, C is lit on APMS.
Reference management:
•• Course reference modified via the CRS rotary button.
Limitation:
•• Airspeed
•• Max course deviation to arm VOR mode: 90°
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_2_1.png 22.79
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Long range navigation mode (NAV)
Description:
The ANAV mode enables the helicopter to follow a selected
path via a commanded roll attitude issued from a navigation
source.
Engagement:
On ND display, once the navigation source is set to the FMS
position, the mode is engaged/disengaged by pressing the
NAV pushbutton on the relevant APMS.
Displays:
The NAV label is displayed on the AFCS strip in the roll/yaw
axis column.
Rev. 51-2014 do_00_t_i_06_l2_a220005_00_en_001_step_3.png 22.80
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Localizer (LOC)
Description:
Aligns the aircraft along a localizer signal in order to make an
ILS approach to an airport.
Conditions:
•• Armament: LOC mode is armed and capture conditions are
not met yet (request to select a heading that will enable the
aircraft to intercept the desired LOC course).
•• Capture phase: depending on the deviation, the mode will
first align the aircraft
•• Tracking phase: and then complete the alignment on the
centerline of the runway
Two cases:
•• Heading difference with the runway centerline > 25°: aircraft
is aligned on the localizer beam when the LOC deviation is
< 2.1 dots.
•• Heading difference with the runway centerline < 25°:
capture occurs when LOC deviation < 1 dot.
Rev. 24-2014 <Sans lien d'intersection> 22.81
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Localizer (LOC)
When the mode is armed, the LOC label is displayed on the
Yaw/Roll axis lower line, A is lit on APMS.
If capture and tracking conditions are satisfied, the LOC label
is displayed on the Yaw/Roll axis upper line, C is lit on APMS.
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_4_1.png 22.82
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Altitude mode (ALT)
Description:
The ALT mode maintains the current barometric altitude upon
engagement.
Aircraft axis control:
•• Below 65 kt the altitude is controlled through collective axis.
•• Above 65 kt, the altitude is controlled through cyclic axis
(3 axes operation), or through collective axis when IAS is
engaged (4 axes operation).
Engagement:
•• Adjustment of altitude reference is always obtained through
the trim located on collective stick.
•• Altitude reference cannot be beeped below an altitude
figure corresponding to a radio height of 30 ft.
During acquisition of the new reference, upon beep action, the
commanded aircraft’s vertical speed is limited to 500 ft/min.
Displays:
When the ALT mode is engaged, the associated ALT label is
displayed on the AFCS strip either in the longitudinal (pitch) or
collective axis column.
Rev. 24-2014 <Liens associés multiples> 22.83
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Vertical Speed (VS)
Description:
The VS mode maintains the current vertical speed upon
engagement.
Aircraft axis control:
•• Below 60 kt the vertical speed is controlled through
collective axis, however the mode shifts to the pitch axis if
the airspeed exceeds 65 kt for at least 5s.
•• Above 60 kt the vertical speed is controlled through cyclic
axis (3 axes operation), or through collective axis when IAS
is engaged (4 axes operation).
Engagement:
•• Adjustment of vertical speed reference is obtained through
the beep trim located on collective stick.
Limitation:
•• When approaching the ground and if the Radio Height is
less than 150 ft, the mode automatically reverts to ALT, in
order to hold an altitude corresponding to a radio height of
150 ft.
•• A safety device prevents the vertical speed reference to
exceed safety value according to airspeed.
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_6.png 22.84
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Altitude acquisition (ALT.A)
Description:
The ALT.A mode acquires and holds a pre-selected altitude.
Engagement:
•• Turning ALT.A rotary knob on APMS presets a reference
altitude (step=100 ft).
•• Pressing ALT.A rotary knob on APMS, V/S mode (climb or
descent) is engaged with a default vertical speed or current
VS if higher, until the difference between actual altitude and
reference altitude becomes lower than 300 ft. At this time,
V/S mode is automatically disengaged.
Limitation:
•• When an altitude is pre-selected and ALT.A is not engaged,
the blue reference figure blinks to alert the pilot, when the
difference between the pre-selected altitude and present
altitude is less than 300 ft.
•• When approaching the ground, the mode automatically
reverts to ALT, in order to hold an altitude corresponding to
a radio height of 150 ft.
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_7_1.png 22.85
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Altitude acquisition (ALT.A)
Turn ALT.A knob on APMS to select the altitude.
Press the knob to engage the altitude acquisition then the
green triangle on ALT.A indicator comes on.
The VS label is displayed while the ALT.A label underneath
on the AFCS strip either in the longitudinal (pitch) or collective
axis column.
When the aircraft reaches less than 300ft of the reference
altitude, ALT is automatically captured.
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_7_1.png 22.86
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Glide slope mode (G/S)
Description:
The G/S mode acquires and holds the selected glide slope
in order to make an ILS approach to an airport. It requires a
VOR/LOC receiver to be tuned to an ILS frequency and the
navigation source be this receiver.
Conditions:
The mode present two different phases:
Armament, occurs if the LOC mode is armed or engaged and
the capture conditions are not yet met. The formerly engaged
mode (for example ALT) remains active until G/S is captured.
Capture, the mode is allowed to capture if the deviation is
valid and lower than 2.2 dots (glide index at the bottom of the
scale) for at least 1s and higher –0.7 dot (glide index above the
center) for at least 3s, then the capture itself takes place if the
LOC mode is engaged/captured and if the deviation is lower
than 2.05 dots and higher –0.3 dot (threshold depending on
the flight conditions).
Displays:
If capture and tracking conditions are satisfied, G/S label is
displayed on the pitch or collective axis upper line.
Rev. 51-2014 do_00_t_i_06_l2_a220005_00_en_001_step_8_2.png 22.87
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Glide slope mode (G/S)
LOC mode captured and GS mode armed
When the mode is armed/disarmed, GS label is displayed on
the pitch or collective axis lower line.
If capture and tracking conditions are satisfied, GS label is
displayed on the pitch or collective axis upper line.
When approaching the ground, ALT mode is automatically
engaged in order to hold an altitude corresponding to a radio
height of 80 ft.
Note: GS mode requires a VOR/LOC receiver tuned to an ILS
frequency and the navigation source to be this receiver.
LOC mode captured and GS mode captured
Rev. 24-2014 <Sans lien d'intersection> 22.88
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Indicated airspeed mode (IAS)
Description:
The IAS mode maintains the current indicated airspeed upon
engagement or acquires and holds a pre-selected indicated
airspeed.
Engagement:
Adjustment of IAS reference is obtained through the cyclic
beep trim or through the APMS.
Limitation:
When approaching the ground, ALT mode is automatically
engaged in order to hold an altitude corresponding to a radio
height of 150 ft.
A safety device prevents the IAS reference from exceeding
VNE and a bottom limit of 30 kt.
Displays:
When the IAS mode is engaged, the associated IAS label is
displayed on the AFCS strip in the longitudinal axis column.
Rev. 44-2014 do_00_t_i_06_l2_a220005_00_en_001_step_9.png 22.89
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Go-around (GA)
Description:
•• GA mode is used in case of a missed approach or an
automatic departure from hover.
•• GA mode acquires and holds a vertical speed of 1000 ft/mn
or the current vertical speed, whichever is the highest, and
Vy or the current airspeed, whichever is the highest.
Aircraft axes control:
Pitch axis (IAS) and collective axis (VS).
Engagement:
Depress the GA push-button on any collective grip.
Displays:
GA label is displayed on the AFCS strip (Pitch and collective
axis column).
Reference management:
•• IAS mode is managed like the IAS mode reference (refer
to IAS subject).
•• VS mode is managed like the VS mode reference (refer to
V/S subject).
Note: Depressing VS or IAS pushbutton of the APMS or on the
GA button disengages GA mode.
Rev. 48-2014 do_00_t_i_06_l2_a220005_00_en_001_step_10.png 22.90
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Normal functioning (cont.)
Cruise height mode (CR.HT)
Description:
The CR.HT mode acquires and holds a pre-selected radio
height.
Engagement:
Turning CR.HT rotary knob on APMS presets a reference
height (step=10ft).
Reference management:
The reference height can be adjusted either by the rotary knob
on APMS or by the trim located on collective stick. It cannot
exceed 2450 ft and is downward limited to the highest decision
height (DH).
Display:
When the CR.HT mode is engaged, the CR.HT label is
displayed on the AFCS strip in the collective axis column.
When flying below a safety limit, the FLY UP label replaces
CR.HT in the collective axis column and the collective pitch
increases until the helicopter is back on the reference CR.HT
value. Pressing the CR.HT rotary knob on APMS engages/
disengages the CR.HT mode.
Rev. 51-2014 do_00_t_i_06_l2_a220005_00_en_001_step_11.png 22.91
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Controls and displays
Heading bug position
Bug positions can be modified using either the HDG rotary
switch on APMS or the lateral cyclic BEEP TRIM.
When reference is modified, the bug flashes green and white
color until the desired position.
Upper mode reference value change on relevant axis
(underlined with a blinking white line).
Rev. 48-2014 do_00_t_i_05_l2_a220005_00_en_001_step_1.png 22.92
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Controls and displays (cont.)
Airspeed bug position
Bug positions can be modified using the longitudinal cyclic
BEEP TRIM.
Rev. 48-2014 do_00_t_i_05_l2_a220005_00_en_001_step_2.png 22.93
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Controls and displays (cont.)
Vertical mode bug position
The collective BEEP TRIM is used to modify the vertical mode
bug position for:
•• Altitude
•• Vertical speed
•• Cruise height
Rev. 48-2014 do_00_t_i_05_l2_a220005_00_en_001_step_3.png 22.94
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Limitations
Rev. 24-2014 do_00_t_i_15_l2_a220005_00_en_001_step_1.png 22.95
22 - Auto flight
AS 365 N3
22.10 Upper modes (cont.)
Limitations (cont.)
AFCS safety features
Detection of manual input via the controls (with mode engaged).
Automatic switching of ALT, GS, VS modes.
1st example:
•• If 60 kt < IAS < VNE, ALT on pitch channel
•• If IAS < 60 kt or > VNE for 5 sec when IAS = 60 kt then ALT
on collective channel
•• ALT changes from pitch channel to collective channel when
IAS is engaged on pitch channel only when IAS >60 kt.
2nd example:
•• IAS < 60 kt, ALT on collective channel
•• If IAS > 65 kt for 5 sec ALT changes from collective channel
to pitch channel
Rev. 24-2014 <Sans lien d'intersection> 22.96
Communication
AS 365 N3
Contents
23.01 Inter Communication System
General overview
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Degraded mode
Maintenance
23.02 Public address
Overview
Controls and displays
Normal functioning
23.03 VHF/AM
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Degraded functioning
Rev. 06-2015 1
Communication
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 06-2015 Page 23.22.......................................................................Rev. 24-2014
Page 2..............................................................................Rev. 08-2015 Page 23.23........................................................................ Iss. 06-2015
Page 23.3.........................................................................Rev. 06-2015 Page 23.24........................................................................ Iss. 06-2015
Page 23.4.........................................................................Rev. 06-2015 Page 23.25.......................................................................Rev. 09-2015
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Page 23.7.........................................................................Rev. 06-2015 Page 23.28.......................................................................Rev. 24-2014
Page 23.8.........................................................................Rev. 41-2014 Page 23.29.......................................................................Rev. 24-2014
Page 23.9.........................................................................Rev. 41-2014 Page 23.30.......................................................................Rev. 07-2015
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Page 23.11.......................................................................Rev. 24-2014 Page 23.32.......................................................................Rev. 41-2014
Page 23.12.......................................................................Rev. 24-2014 Page 23.33.......................................................................Rev. 08-2015
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Rev. 08-2015 2
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System
General overview
Purpose
The communication system permits to ensure air to air and air
to ground radio communication.
An internal communication system ensures the communication
between:
•• Crew members
•• Crew members and passengers
Main Systems
•• The DACS made by NAT is a communications management
system that distributes and controls all audio in an aircraft.
•• The NAT AA21 Public Address system can be used to
transmit messages via 4 loudspeakers.
•• The GNS 430W system is used to obtain air-to-air and
air-to-ground radiotelephone communication links in the
frequency range between 118.00 MHz and 136.975 MHz
(25 KHz spacing channels)
Rev. 06-2015 do_00_t_i_00_l1_a230000_00_en_001_step_1.png 23.3
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
General overview (cont.)
The purpose of the radio communication
systems is to allow :
•• external communications with ground stations and other
aircrafts,
•• internal communications between crew members, and
between crew members and passengers.
The main systems are:
•• The Inter Communication System (ICS),
•• The Passenger Address installation,
•• The VHF/AM installation.
Rev. 06-2015 do_00_t_i_00_l1_a230000_00_en_001_step_2.png 23.4
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System
Overview
Purpose
The Digital Audio Control System (DACS) is a communication
management system that distributes and controls all audio in
the helicopter.
The Inter Communication System (ICS) allows:
•• Flight crew members to communicate each others,
•• To manage the reception/transmission of
•• radio communication systems,
•• To centralize and manage audio identification
•• signals from radio navigation receivers,
•• To centralize audio alarms.
Rev. 06-2015 do_00_t_i_02_l1_a234100_00_en_001_step_1.png 23.5
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Overview (cont.)
Main components
•• One Audio Management Unit (AMU) which manages and
adapts the different signals (audio, discrete, analog, digital).
•• One Remote Memory Module (RM01) which stores the
system configuration file,
•• Three Audio Control Panels (ACP), one for the pilot,one for
the co-pilot and one for the 3rd man (Depending on the
mission several ACPs can be installed in the aircraft),
•• One Emergency Relay Unit (ERU) will be necessary for
those supplementary ACPs,
•• One ICS maintenance connector used to reconfigure the
system with a maintenance computer.
Rev. 06-2015 do_00_t_i_02_l1_a234100_00_en_001_step_2.png 23.6
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Basic architecture
- The core of the system is made of 1 Audio Management Unit
(AMU 50) which manages and adapts the different signals
(audio, discrete, analog, digital).
- 3 ACP 54 (ACP 1 for the co-pilot, ACP 2 for the pilot and
ACP 3 for the 3rd man) linked by RS 422 and analog line to
the AMU, enable, in normal and back-up mode, the use of the
different communication transceivers, navigation receivers and
ICS functioning modes.
- Copilot and 3rd man headsets and PTT push-button are
linked to the AMU through ERU and to ACP 1 (analog signals
for audio and mike and discrete signal for PTT).
AMU:
- Sends and receives audio signals to / from Passenger Address
and communication transceivers, Receives audio signals from
navigation receivers and different alarms,
- Receives a Ground/Flight discrete signal.
The maintenance connector is linked to the AMU by USB to
reconfigure the system.
The Removable Memory, storing the installation configuration,
is connected to the AMU via analog wire.
AMU is dual power supplied.
Rev. 06-2015 do_00_t_i_03_l1_a234100_00_en_001.png 23.7
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Location
All the components are located in the luggage compartment:
•• Remote mounted audio management unit (AMU50)
•• Emergency relay unit (ERU50)
•• Remote memory (RM01).
•• Maintenance connector.
Rev. 41-2014 do_00_t_i_04_l1_a234100_00_en_001.png 23.8
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays
The EMER.COM switch located on the RH side of the overhead
panel 12α,, which set to ON, allows to supply only the DACS
system when the aircraft is not supplied
Rev. 41-2014 do_00_t_i_05_l1_a234100_00_en_001_step_2.png 23.9
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
Transceivers/Receivers audio controls
The ACP54 has seven Transceiver and eight Receiver audio
volume controls with interchangeable illuminated legends to
allow selection of suitable identification.
Each control has a push-on/push-off action to allow individual
selection of the required transceivers. In the on position,
the control knob is extended, the volume for the associated
transceiver can be adjusted by rotating the knob, and if
backlighting is on, the illumination of the triangular arrow will be
at maximum. In the off position, the knob is retracted (pressed
in), the volume is selected to the minimum value (off), and if
backlighting is on, the arrow illumination is minimized or off.
Above each control knob is a transmit access indicator, which
illuminates green when the associated transceiver is selected
(by the transmit selector) and the ACP54 has access to that
transceiver. If access to that specific transceiver has been
restricted at installation, the indicator remains dark.
Rev. 24-2014 do_00_t_i_05_l1_a234100_00_en_001_step_3.png 23.10
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
Transmit selector switch
The Transmit (TX) Selector is a nine position rotary switch
used to select the transceiver for transmission.
When the TX Selector switch is turned fully counter-clockwise,
it will be aligned with the ICS position.
When the TX Selector switch is turned fully clockwise, it will
be aligned with the eighth Transceiver without audio volume
control (usually dedicated to the Passenger Address if
installed). All of the other positions will align with one of the
selectable transceivers with audio volume control.
The transmit access indicator illuminates green when the
corresponding transceiver is selected by the transmit selector.
TX indicator
The ACP54 has a dead-front TX indicator that illuminates when
the unit is transmitting on any transceiver.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
VOX threshold
The VOX control is a rotary control used to select the VOX
threshold of the unit.
Preset
The preset threshold on the PRESET position is selected at
installation.
MIN (hot mick operation)
When the potentiometer is set to MIN position the intercom
audio will be easily activated (take care not to rotate the control
into the detent position PRESET).
PTT (keyed ICS operation)
Keyed ICS is activated when switched by an ICS PTT switch.
VOX (voice activated)
Set the VOX control fully counter-clockwise and then slowly
rotate clockwise to the point where no intercom audio can be
heard. This setting will vary with ambient noise conditions,
and the quality and number of microphones connected in the
system.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
ISO/CALL button
The ISO/CALL button is a momentary push-button switch
that can be used to enter ISO mode (Crew only), or to call
the crew when in isolation (ISO) mode. Isolation means that
the normal intercom audio communications path is temporarily
suspended. Isolation has no effect on any other audio source.
Crew/Passenger Talk Groups
The communications management system provides the ability
to decide which ACPs will be designated as crew during ISO.
Typically, up to three ACPs can be designated as crew (i.e. the
users assigned to those ACPs are members of the crew talk
group) all others are designated as passenger. Members of
the crew talk group can use the ISO/CALL button located on
their Audio Control Panel to initiate and cancel the talk group
selection (ISO mode). On the passenger Audio Control Panels,
the same button acts as a CALL button.
ISO Indicator
The ACP54 has a ISO indicator that will illuminate when
Isolation mode has been selected.
CALL Indicator
The ACP54 has a CALL indicator that flashes to signify that
another user is calling when the system is in ISO mode.
The CALL Indicator will flash once per second for a Normal call
and at 3 times per second for a High Priority call.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
ICS/TX Push To Talk (PTT) switch
The ICS/TX PTT switch (1) is a momentary centre-off toggle
switch, labelled ICS and TX.
When the ICS/TX switch is held in the ICS position, the ACP54
will key the ICS for all users assigned to the ACP.
When the ICS/TX switch held is in the TX position, the ACP54
will key the transceiver selected by the TX selector switch, and
will route the audio from the microphones of all users assigned
to the ACP to the transceiver.
This switch is fully operative in all the operation modes (NORM
/ BK-UP / EMER), even if the ACP is disabled.
ICS Volume Control
The ICS Volume control is a rotary knob that controls the ICS
volume potentiometer.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Controls and displays (cont.)
Mode Control
The mode control is a red three-position locking toggle switch
that can be used by designated ACPs only to select the
operational mode of the unit:
•• NORM (normal)
•• BK-UP (back-up)
•• EMER (emergency)
Note: the locking mechanism prevents accidental de-selection
of the currently selected mode.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning
Audio Management Unit (AMU 50)
The AMU 50 includes four connectors on its front panel. It
manages:
•• Up to 8 transceivers.
•• Up to 8 navigational receivers.
•• 6 direct audio inputs.
•• 2 voice recorder (CVR) outputs (Pilot and Co-pilot).
•• 2 music inputs.
•• Integrated aural alert generator (8 alerts – tone + voice).
•• High, medium and low impedance headsets supported.
•• 1 composite audio output.
•• Integrated CALL circuit.
Note: when the AMU is being replaced, the downloading
procedure of the configuration and audio alert files may take
several minutes during which all the ACP are inhibited.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Emergency Relay Unit (ERU 50)
ERU50 is active only in Back-Up and Emergency modes.
•• it provides intercom between cockpit and third man.
•• it provides radio transmission according to the transceiver
•• selected by copilot.
•• it maintains direct audio inputs (DIR1, DIR2 and DIR3) & all
of the aural alerts for third man.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Remote memory (RM01)
Remote mounted non-volatile memory unit. This unit is
connected directly to AMU50.
It stores configuration file and aural alert files, which enables
the replacement of the AMU without having to download a new
configuration file.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Audio Control Panel (ACP54)
3" illumination at
power-up The system architecture is setup in a star configuration to
prevent the loss of the entire system because of a failure of
one connection.
The system provides features to ensure a high level of safety
including an integral aural alert function, a redundant power
supply, redundant microphone and headphone amplifiers for
the crew, redundant amplifiers for the first three direct audio
inputs and multiple modes of operation.
The system provides power-on Built-In-Test (PBIT) which not
exceed 10 seconds. This function offers fault analysis down
to the LRU (Line Replaceable Unit) level. Continuous Built-In-
Test at a lower level is also provided.
Power-up Built-In Test (PBIT):
On power-up, the ACP54 runs a PBIT to confirm correct
operation of the unit. When power is first applied, all indicators
will illuminate for a period of approximately 3 seconds.
If the ACP54 has not established connection to other units
in the communications management system 3 seconds after
the power is applied, the ACP54 indicators will extinguish until
connection is achieved.
Continuous Built-In Test (CBIT):
The ACP54 requires serial communication with the
communications management system (Northern Airborne
Technology Ltd AMU50). If serial communications is lost for
more than 0.5 seconds, all the ACP54 indicators will extinguish
and remain off until communication is re-established
Rev. 24-2014 <Sans lien d'intersection> 23.19
23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Transmit time-out
When a transmission channel is selected, the user presses
the radio PTT switch (ICS/TX switch on the ACP or the cyclic
stick trigger switch), the AMU sends a ground signal to the
PTT input of the transceiver, the TX indicator comes on, the
transceiver switches to transmission mode, thus authorizing
communication.
After 120 seconds (or less according to software configuration),
even if the user keeps on pressing the PTT switch, the TX
indicator turns off, the AMU no longer sends its ground
signal to the PTT input of the transceiver and the latter stops
transmitting.
The timer is reset when the user releases the PTT switch.
This function limits the transmission time to prevent the
transceivers from overheating during long transmission
periods.
User priority:
The system is designed so that if a user has keyed a specific
transceiver, no other user can access that transceiver for the
duration of the transmission.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Crew/Passenger talk modes
Isolation mode (ISO):
The AMU provides the ability to decide which ACP will be
designed as crew during isolation mode (ISO). Up to three
ACPs can be designated as crew. Crew members talk group
can use the ISO CALL button to initiate and cancel the talk
group selection.
When ISO mode is active, all ISO indicators are on (crew’s and
passenger’s).
The crew talk group can communicate normally, and the
passengers can communicate amongst themselves, but the
two groups cannot hear each other.
To end ISO mode, the crew must press the ISO CALL button
again.
CALL mode:
When the ISO CALL button is pressed on a passenger ACP
and the ISO mode is active, this button operates as a CALL
button to contact the crew. The CALL indicator flashes on all
APCs and a chime sounds in all headsets.
Three different configurations can be defined on installation:
•• Normal call: CALL indicator flashes once per second once
the CALL button pressed
•• High priority call: CALL indicator flashes three times per
second once the CALL button pressed.
The crew can cancel the ISO to acknowledge the call.
•• Isolation override call: the ISO mode is temporarily
suspended and the passengers can communicate with
crew members.
Note: this button has no function if the ISO mode is not active.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Normal functioning (cont.)
Supplies
Audio Management Unit (AMU) is dual power supplied by 4
alpha and 5 alpha.
4 alpha is dedicated to the NORMAL digital circuit.
5 alpha is dedicated to the BACKUP digital circuit and the
EMERGENCY analogical circuit.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Degraded mode
Backup-mode
On third man ACP3 In Back-Up mode on ACP3, the AMU still
works normally. The third man maintains intercom with copilot
and transmission on the radios selected by copilot via the ERU.
On cockpit crew ACP In Back-Up mode on cockpit crew ACP
(ACP1 and/or ACP2), the AMU switches over to the back-up
power supply and the system is placed into back-up mode.
Only ACP1 (copilot) and ACP2 (pilot) are powered and maintain
full functionality via back-up microphone and headphone
amplifiers. The ACP3 functions are disabled. The third man
maintains intercom with copilot and transmission on the radios
selected by copilot via the ERU.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Degraded mode (cont.)
Emergency mode
On cockpit crew ACP In Emergency mode on cockpit crew
ACP (ACP1 and/or ACP2), all ACP lose all functionality but
the pilot and the copilot maintain a reduced level of operation.
The copilot will be connected to COM1, NAV1, Direct1, Direct2,
Direct3 and all alerts. The pilot will be connected to COM2,
NAV2, Direct1, Direct2, Direct3 and all alerts. All audio will be
at a fixed level selected at installation. CVR1 and CVR2 will
continue to provide outputs of headphones audio and hot mic
audio from copilot and pilot respectively. Keyed intercom audio
is maintained between pilot and copilot at fixed level selected
at installation. The third man maintains intercom with copilot
and transmission on the same radios as copilot via the ERU.
- On cabin crew ACP In Emergency mode on ACP3, the AMU
still works normally. The third man maintains intercom with
copilot and transmission on the radios selected by copilot via
the ERU.
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Degraded mode (cont.)
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23 - Radiocommunication
AS 365 N3
23.01 Inter Communication System (cont.)
Maintenance
AMU maintenance connector
The AMU has no external adjustments. All modifications to the
AMU configuration settings are made in maintenance mode via
the USB port using a computer running the device configuration
software application.
The AMU will start up in maintenance mode when the following
conditions are met:
•• The AMU detects a connection to its USB port.
•• The AMU detects the ground logic (weight-on-wheels
detection).
Note 1 : when new configuration data is written into the AMU,
the same data should also be written into the RM01 using the
program RM01 function. If not, the original RM01 configuration
data will overwrite the new configuration data stored in the
AMU when it is restarted in operational mode.
Note 2 : when the AMU is being replaced, the downloading
procedure of the configuration and audio alert files may take
several minutes during which all the ACP are inhibited.
Rev. 24-2014 23.26
do_00_t_i_12_l2_a234100_00_en_001.png
23 - Radiocommunication
AS 365 N3
23.02 Public address
Overview
Purpose
The NAT AA21 Public Address system can be used to transmit
messages via 4 loudspeakers located in the cabin and, if
option is installed, via the passengers headsets. The design is
contained in one panel-mounted unit, with an illuminated
Faceplate. Front panel switches provide selection of the
various operational modes and a potentiometer provides
output volume control.
A + 3 dB function allows the output level to be varied by 3 dB.
When the input line is grounded, the output is reduced by 3 dB,
and removing the ground returns the system to full power.
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23 - Radiocommunication
AS 365 N3
23.02 Public address (cont.)
Controls and displays
Power up:
To activate the unit, flip the POWER toggle switch up to the ON
position. The LED should illuminate.
Passenger Address System:
Using the press-to-talk button (cyclic control grip), the pilot
or copilot can transmit messages to the passengers via
the loudspeakers located in the cabin ceiling. If the option
is installed, messages or music can be broadcast in the
passengers headsets via jack outlets located in the passengers
seats.
Radio Operation:
To set the system for radio rebroadcast functions, set the
function switch on the AA21-400 to RADIO. All audio delivered
from the source (typically pilot’s or co-pilot’s headset) will be
broadcast from the PA system or internal speaker.
Volume Control:
The volume control knob (VOL) on the front of the AA21-400
is used to adjust the level of the selected output. For external
paging and rebroadcast operations, the volume should always
be set between half and full level. The setting for internal paging
must be determined by experiment to provide the desired
coverage in the passenger area and to prevent feedback.
Siren mode:
The siren mode switch is a three position, centre-off locking
switch on the front of the AA21-400. The siren is operated
by selecting the mode (YELP or WAIL) and then activating a
remote Siren key. The siren will sound only as long as the mode
is selected to WAIL or YELP and the Siren key is activated. It
should be noted that in some installations, the remote Siren
key is connected directly to ground. ln this case, the siren will
Rev. 24-2014 do_00_t_i_05_l1_a234000_00_en_001.png 23.28
23 - Radiocommunication
AS 365 N3
23.02 Public address (cont.)
sound as soon as either YELP or WAIL is selected.
Internal/external mode switch:
The INT/EXT mode switch is a two position locking switch that
routes the selected audio either to the internal 8Ω speaker
(INT) or to the PA via an amplifier such as the NAT PA250/700
or PA 110/220 (EXT).
Note: Siren audio is only available when the INT/EXT switch
is selected to EXT.
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23 - Radiocommunication
AS 365 N3
23.02 Public address (cont.)
Normal functioning
Block diagram
Rev. 07-2015 do_00_t_i_06_l2_a234000_00_en_001.png 23.30
23 - Radiocommunication
AS 365 N3
23.03 VHF/AM
Overview
Purpose
The GNS 430W system is used to obtain air-to-air and air-
to-ground radio communication links in the frequency range
between 118.00 MHz and 136.975 MHz (25 KHz spacing
channels).
Note: the GNS 430W general description is detailed in ATA
34, in this chapter only the VHF/AM function will be discussed.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Basic architecture
Presentation
The dual VHF/AM GNS 430W is comprised of:
•• 2 GNS 430W units (Pilot and Copilot)
•• 2 Com antennas
•• 1 VHF(2) 121,5 push-button
The emergency channel select is available whenever the unit
is on, regardless of GPS or cursor status, or loss of the display.
The 2 VHF are connected to the Intercom system via the AMU.
Power supplies
•• The VHF 2 of the Pilot GNS 430W is powered with 28Vdc
via interconnection strip 812 Delta and relay 126 Alpha
from circuit breakers 5A located on panel 4α and 5α.
•• The VHF 1 of the Copilot GNS 430W is powered with 28Vdc
via circuit breaker 5A located on panel 4 Alpha.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Location
The two VHF/AM 21-4 Chelton GNS 430W GARMIN antennas
are located:
•• On the rear engine fairing for the co-pilot’s antenna.
•• At the bottom of the tail boom for pilot’s antenna.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Controls and displays
The push-button light VHF2 121.5 is located on the console,
close to the pilot GNS 430W unit.
Pressing and holding the push-button light for more than two
seconds selects the distress frequency 121.5 MHz on the pilot
GNS 430W unit. To deactivate this selection it is necessary to
restart the pilot GNS 430W unit by means of the COM button.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Controls and displays (cont.)
GNS 430W VHF/AM keys and knobs
The COM power/volume knob controls unit power and
communications radio volume. Press momentarily to disable
automatic squelch control.
The COM flip-flop key is used to swap the active and standby
COM frequencies. Press and hold to select emergency channel
(121.500 MHz).
The inner knob (COM/VLOC) is used to tune the kilohertz
(kHz) of the standby frequency for the communications
transceiver (COM). Pressed this knob momentarily to toggle
the tuning cursor between the COM and VLOC frequency
fields.
The outer knob (COM/VLOC) is used to tune the megahertz
(MHz) value of the standby frequency for the communications
transceiver (COM).
The active frequency and the preset frequency are displayed
in the COM window.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Normal functioning
GNS operation range:
The GNS 430W COM radio operates in the aviation voice
band, from 118.000 to 136.975 MHz, in 25 kHz steps (default).
For European operations, a COM radio configuration of 8.33
kHz steps is provided.
COM Window and Tuning:
From the default NAV page (use the right outer knob to
choose the NAV page group or press and hold the CLR key),
communication frequencies are selected with the tuning cursor
in the standby COM frequency field, and using the inner and
outer left knobs to dial in the desired frequency. The standby
frequency always appears below the active frequency. The
active frequency is the frequency currently in use for transmit
and receive operations.
Auto-Tuning:
The 430W auto-tune feature allows you to quickly select any
database frequency in the GPS window as your standby
frequency. Any COM frequency displayed in the GPS window
can be transferred to the standby COM frequency field, with a
minimum of keystrokes required. The frequency can be quickly
selected from the database by simply highlighting it on any
of the main pages and pressing the ENT key. This process is
referred to as auto-tuning. Once a frequency is selected in the
standby field, it may be transferred to the active frequency by
pressing the COM flip-flop key.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Normal functioning (cont.)
Transmission/Reception indication
Whenever the GNS 430W is transmitting a TX indication will
appear in the COM window. A RX indication will appear if the
unit is receiving.
Rev. 24-2014 <Sans lien d'intersection> 23.37
23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Normal functioning (cont.)
NAVCOM Page
From the default NAV page, simply turn the inner right knob until
the NAVCOM page is displayed. The NAVCOM page displays
the available frequencies (communications and navigation) for
the departure airport, any en route airports that are included in
your flight plan, and the final destination airport. When using
the direct-to function, frequencies will be listed for the airport
nearest to your starting position and the destination airport.
A frequency listed on the NAVCOM page can be quickly
transferred to the standby field of the COM or VLOC windows.
This time-saving process prevents having to “re-key” a
frequency already displayed elsewhere on the screen.
To select a communication or navigation frequency:
1. On the NAVCOM page, push the inner right knob to
activate the cursor in the GPS window.
2. Turn the outer right knob to select the desired frequency
from the list.
3. Press ENT to transfer the selected frequency to the standby
field in the COM or VLOC window. COM frequencies will
automatically go to the standby field of the COM window
and navigation frequencies will automatically go to the
standby field of the VLOC window, regardless of which
window is currently highlighted by the cursor.
4. To activate the selected frequency, press the COM flip-flop
(or VLOC flip-flop) key.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Normal functioning (cont.)
Setup 2 Page
COM Configuration (fourth page in the AUX group) allows
you to select 8.33 kHz or 25.0 kHz COM frequency channel
spacing. Highlight with cursor the desired frequency channel
spacing and press the ENT button.
Preset Com Frequencies:
On units configured for COM Frequency Presets you may store
up to 15 preset Com frequencies in the Com Configuration
page. On units configured with a remote Com frequency recall
switch, these preset frequencies can be loaded into the STBY
frequency with the press of a button.
Note: Preset Com Frequencies are only available with SW
Version 3.00, or later.
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Degraded functioning
Emergency Channel
The 430W emergency channel select provides a quick method
of selecting 121.500 MHz as the active frequency in the event
of an in-flight emergency.
The emergency channel select is available whenever the unit
is on, regardless of GPS or cursor status, or loss of the display.
To quickly tune and activate 121.500 frequency:
•• Press and hold the COM (or remote) flip-flop key for
approximately two seconds.
•• Or press and hold the COM emergency push-button for two
seconds.
If the remote key is used, further changes in COM frequency
will not be possible without recycling power (turn unit OFF and
ON).
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23 - Radiocommunication
AS 365 N3
23.03 VHF/AM (cont.)
Degraded functioning (cont.)
Stuck Microphone
Whenever the 420W/430W is transmitting, a TX indication
will appear in the COM window. If the microphone is stuck or
accidentally left in the keyed position, or continues to transmit
after the key is released, the COM transmitter will automatically
time out (or cease transmitting) after 35 seconds of continuous
broadcasting. You’ll also receive a “COM push-to talk key
stuck” message as long as the stuck condition exists.
Rev. 24-2014 do_00_t_i_07_l2_a231200_00_en_001_step_2.png 23.41
AS 365 N 23 - Radiocommunication
AS 365 N1
AS 365 N2
AS 365 N3
N K
A
BL
LY
AL
O N
T I
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PA
Rev. 24-2014 23.42
Navigation
AS 365 N3
Contents
34.01 Radionavigation
General overview
34.02 GNS 430W
Overview
Controls and displays
Degraded mode
Location
Maintenance
34.03 VOR/ILS
Overview
Basic Architecture
Location
Controls and displays
Normal functioning
34.04 MARKER KR 21
Overview
Basic architecture
Location
Controls and displays
Normal functioning
34.05 DME
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Rev. 24-2014 1
Navigation
AS 365 N3
Contents
34.06 ADF
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Manual test
Maintenance
34.07 GPS
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Degraded mode
Maintenance
34.08 Transponder
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Maintenance
Rev. 24-2014 2
Navigation
AS 365 N3
Contents
34.09 EURONAV VII moving map RN7
Overview
Basic architecture
Location
Controls and displays
Normal functioning
34.10 TCAS HP 899
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Manual test
Maintenance
34.11 Radio altimeter
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Manual test
Rev. 24-2014 3
Navigation
AS 365 N3
Contents
34.12 EGPWS
Overview
Basic architecture
Location
Controls and displays
Normal functioning
Manual test
Status monitoring
Maintenance
34.13 Weather radar
Overview
Location
Controls and displays
Normal functioning
Manual test
Rev. 24-2014 4
Navigation
AS 365 N3
List of effective pages
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Page 5..............................................................................Rev. 16-2015 Page 34.40.......................................................................Rev. 24-2014
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Page 34.35.......................................................................Rev. 24-2014 Page 34.70.......................................................................Rev. 09-2015
Rev. 16-2015 5
Navigation
AS 365 N3
List of effective pages
Page 34.71.......................................................................Rev. 09-2015 Page 34.106.....................................................................Rev. 24-2014
Page 34.72.......................................................................Rev. 24-2014 Page 34.107.....................................................................Rev. 24-2014
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Rev. 16-2015 6
Navigation
AS 365 N3
List of effective pages
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Rev. 11-2015 7
34 - Radionavigation
AS 365 N3
34.01 Radionavigation
General overview
Purpose
•• To determine of position and direction on or above the
surface of the earth.
•• To monitor and to control the movement of an aircraft from
one place to another.
Main components:
•• Air data system
•• APIRS F210
•• MFD 255 display
•• Magnetic compass
•• Standby horizon
•• GNS 430W
•• VOR/ILS
•• GPS
•• Marker KR21
•• ADF 4000
•• DME 4000
•• Transponder GTX 330
•• TCAS HP 899
•• EGPWS
•• Radio altimeter
•• Weather Radar
Rev. 04-2015 do_00_t_i_00_l1_a340000_00_en_001.png 34.8
34 - Radionavigation
AS 365 N3
34.02 GNS 430W
Overview
Transceiver system is used for the following functions:
•• A radio communications function, in the 118.00 – 136.975
MHz frequency band enabling air-to-air and air-to-surface
radiotelephone communications.
•• A navigation function designed to receive signals transmitted
by the VOR/ILS (LOC) beacons, ILS (GLIDE) beacon and
GPS satellites.
•• A VOR-ILS/GPS switch is used to select the display of GPS
or VOR navigation data on the HSI.
Rev. 24-2014 do_00_t_i_02_l1_a345688_00_en_001.png 34.9
34 - Radionavigation
AS 365 N3
34.02 GNS 430W (cont.)
Controls and displays
Rev. 24-2014 do_00_t_i_05_l2_a345688_00_en_001_step_1.png 34.10
34 - Radionavigation
AS 365 N3
34.02 GNS 430W (cont.)
Controls and displays (cont.)
GNS 430W left-hand keys and knobs
The COM power/volume knob controls unit power and
communications radio volume. Press momentarily to disable
automatic squelch control.
The COM flip-flop key is used to swap the active and standby
COM frequencies. Press and hold to select emergency channel
(121.500 MHz).
The VLOC flip-flop key is used to swap the active and standby
VLOC frequencies (i.e., make the selected standby frequency
active).
The VLOC volume knob controls audio volume for the selected
VOR/ Localizer frequency. Press momentarily to enable/
disable the identification tone.
The inner knob (COM/VLOC) is used to tune the kilohertz (kHz)
of the standby frequency for the communications transceiver
(COM). Pressed this knob momentarily to toggle the tuning
cursor between the COM and VLOC frequency fields.
The outer knob (COM/VLOC) is used to tune the megahertz
(MHz) value of the standby frequency for the communications
transceiver (COM).
Rev. 24-2014 do_00_t_i_05_l2_a345688_00_en_001_step_2.png 34.11
34 - Radionavigation
AS 365 N3
34.02 GNS 430W (cont.)
Controls and displays (cont.)
GNS 430W right-hand keys and knobs
The range key (RNG) allows you to select the desired map
scale. Use the up arrow side of the key to zoom out to a larger
area, or the down arrow side to zoom in to a smaller area.
The direct-to key provides access to the direct-to function, which
allows you to enter a destination waypoint and establishes a
direct course to the selected destination.
The clear key (CLR) is used to erase information or cancel
an entry. Press and hold this key to immediately display the
Default Navigation Page, regardless of which page is currently
displayed.
The MENU key displays a context-sensitive list of options. This
options list allows you to access additional features or make
settings changes which relate to the currently displayed page.
The enter key (ENT) is used to approve an operation or
complete data entry. It is also used to confirm information, such
as during power on.
The outer knob is used to select between the various page
groups: NAV, WPT, AUX or NRST. With the on-screen cursor
enabled, the large right knob allows you to move the cursor
about the page.
The inner knob (CRSR) is used to select between the various
pages within one of the groups listed above. Press this knob
momentarily to display the on-screen cursor which allows you
to enter data and/or make a selection from a list of options.
Rev. 24-2014 do_00_t_i_05_l2_a345688_00_en_001_step_3.png 34.12
34 - Radionavigation
AS 365 N3
34.02 GNS 430W (cont.)
Controls and displays (cont.)
GNS 430W bottom row keys
The CDI key is used to toggle which navigation source (GPS or
VLOC) provides output to an external HSI or CDI.
The OBS key is used to select manual or automatic sequencing
of waypoints. Pressing the OBS key selects OBS mode, which
will retain the current “active to” waypoint as your navigation
reference even after passing the waypoint (i.e., prevents
sequencing to the next waypoint).
The message key (MSG) is used to view system messages
and important warnings and requirements.
Rev. 24-2014 do_00_t_i_05_l2_a345688_00_en_001_step_4.png 34.13
Indicating and recording system
AS 365 N3
Contents
31.01 Indicating and recording system
General overview
Overview
31.02 Indicating and visual alarms
Location
Normal functioning
Detailed functioning
Manuel test
31.03 Vibration and noise analysis
Location
Normal functioning
Manual test
Rev. 24-2014 1
Indicating and recording system
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 31.8.........................................................................Rev. 15-2015
Page 2..............................................................................Rev. 17-2015 Page 31.9.........................................................................Rev. 17-2015
Page 31.3.........................................................................Rev. 24-2014 Page 31.10.......................................................................Rev. 15-2015
Page 31.4.........................................................................Rev. 15-2015 Page 31.11.......................................................................Rev. 24-2014
Page 31.5.........................................................................Rev. 24-2014 Page 31.12.......................................................................Rev. 48-2014
Page 31.6.........................................................................Rev. 24-2014 Page 31.13.......................................................................Rev. 08-2015
Page 31.7.........................................................................Rev. 15-2015 Page 31.14........................................................................ Iss. 14-2015
Rev. 17-2015 2
AS 365 N 31 - Indicating and recording system
AS 365 N1
AS 365 N2
AS 365 N3 31.01 Indicating and recording system
General overview
Purpose
The helicopter indicating systems and visual alarms are
designed to inform the pilot of certain functions and aircraft
operating anomalies.
The system also ensures the recording of the M.G.B. vibration
level.
Rev. 24-2014 dd_00_t_i_00_l1_a315100_00_en_001.png 31.3
31 - Indicating and recording system
AS 365 N3
31.01 Indicating and recording system (cont.)
Overview
Indicating systems and visual alarms
The caution advisory panel 7α includes engraved caption
lights if various colors to inform the pilot of any anomalies in
the aircraft major function.
ALARM lights 14αV6 and 15αV5 repeat the primary alarms.
They are designed to attract the pilot and copilot attention to
the fact that a warning system has been tripped.
LIMIT lights 14αV4 and 15αV3 indicate the load limits on the
main rotor.
The fuel system function indicators are grouped on panel 3Q
(refer to chapter 28.40.01) .
The landing gear function indicators are grouped on panel 2G
and light 14αV8 (refer to chapter 32.60.00) .
FIRE/FAIL lights are grouped on the percussion monitoring
panel (refer to chapter 26.11.01).
Recording
The recording unit makes it possible to detect any cracks
in the sun gear by recording the M.G.B. vibration level. The
monitoring is slaved to the rotor speed.
Rev. 15-2015 do_00_t_i_03_l1_a315100_00_en_001.png 31.4
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms
Location
The warning system logic unit is located in the nose
compartment on the RH side.
The fuse panel (36α) is located on the RH side panel of the
console.
The grounding strip is found in the control console on frame
1260.
Rev. 24-2014 do_00_t_i_04_l1_a315100_00_en_001_step_1.png 31.5
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms (cont.)
Location (cont.)
The Caution Advisory panel 7α is located in the upper center
area of the instrument panel.
On the upper RH side of the instrument you will find the
L.GEAR, a LIMIT and an ALARM light.
On the upper LH side you will find a LIMIT and an ALARM light.
The landing gear indicating panel is on the instrument panel
bottom center.
FIRE/FAIL lights are located on the overhead panel.
The fuel management panel is located on the control console.
Rev. 24-2014 do_00_t_i_04_l1_a315100_00_en_001_step_2.png 31.6
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms (cont.)
Normal functioning
Advisory lights:
Green or blue lights indicate correct operations (e.g. conclusive
system test, confirmation of a normal operating conditions).
Caution lights:
Amber lights indicate a system failure that reduces the aircraft
possibilities or an abnormal operating configuration (e.g. failure
of a generator: the second generator is capable of supplying
the entire power system).
Warning lights:
Red lights indicate a serious operating danger, the pilot must
react immediately (e.g. excessive MGB oil temperature).
Rev. 15-2015 do_00_t_i_06_l2_a315100_00_en_001_step_1.png 31.7
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms (cont.)
Normal functioning (cont.)
Example: fire detection in the engine compartment
There are 3 degrees of indicating systems:
1st degree:
The 2 Red ALARM Repeaters lights are located on the
instrument panel in front of the pilots. They constitute the
indicating system first degree. The pilot is warned that a system
has failed.
2nd degree:
The red warning lights which monitor the essential functions
and the amber caution lights which monitor the systems, are
grouped on a central warning panel 7α.
The pilot knows which essential function or system is affected.
3rd degree:
The function indicator lights are located on the system control
and indicating units. The pilot knows which function has failed.
Rev. 15-2015 do_00_t_i_06_l2_a315100_00_en_001_step_2.png 31.8
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms (cont.)
Detailed functioning
Each caption has 2 bulbs integrated that are illuminated when
the element to which it is related is grounded.
Each bulb in one indicator light is supplied from a separate
positive power source in order to overcome both power system
failure and faulty bulb.
When a fault occurs on an important system (e.g. low oil
pressure), grounding of the corresponding warning light
illuminates it.
A conditioner (in unit 11a) related to this fault is tripped and
switches on the flashing unit (also located in unit 11a), which
makes alarm repeater lights flash.
Once the fault has been identified on caution advisory panel 7a
or on the instrument panel, the pilot or copilot can extinguish
the repeater lights simply by pressing them. This action inhibits
the conditioner and switches off the flashing unit.
The conditioner will be released when the fault disappears
(caution advisory panel 7a warning light is extinguished) and
will be able to trip again if the same fault occurs.
When the selector N/DIM is set to N, the indicator lights are
directly supplied. When set to DIM the transistors placed in
series, increase the line resistance : the indicators lights
brightness is reduced.
Note: the DIM control has no effect on the FIRE, L.GEAR and
ALARM lights.
Rev. 17-2015 do_00_t_i_08_l3_a315100_00_en_001.png 31.9
31 - Indicating and recording system
AS 365 N3
31.02 Indicating and visual alarms (cont.)
Manuel test
7α Test Pushbutton
The TEST pushbutton gives a direct ground to all the caution
advisory panel (7α), landing gear control panel (2G) and fuel
strip indicator lights.
L.GEAR light is also lit with the AP management panel, AHRS
control panel and the two fuel control lever lights.
With this test, the pilots makes sure that none of the bulb has
blown.
Note: the LIMIT and ALARM lights are tested by depressing
them.
Rev. 15-2015 do_00_t_i_09_l2_a315100_00_en_001.png 31.10
AS 365 N 31 - Indicating and recording system
AS 365 N1
AS 365 N2
AS 365 N3 31.03 Vibration and noise analysis
Location
The control box is fixed on the cabin floor (between the door
and pilot seat).
Rev. 24-2014 dd_00_t_i_04_l1_a315106_00_en_001.png 31.11
AS 365 N 31 - Indicating and recording system
AS 365 N1
AS 365 N2
AS 365 N3 31.03 Vibration and noise analysis (cont.)
Normal functioning
Switching on:
This is achieved by pressing the push-button. The green and
amber indicator lights should illuminate.
The 2 indicator lights remain lit as long as the button is pressed
(lamp test function).
Measurement:
The measurement phase begins by resetting the peak
detection.
The accelerometer measures the vibration amplitude at the
rotor RPM provided from the tacho generator (31E).
When the vibration exceeds the presetted threshold (0.05G,
0.1 IPS at 350 RPM) the amber light illuminates, to report an
eventual crack of the sun gear wed of the MGB.
The amber light remains lit even if the signal drops below the
threshold.
Waiting for end:
On completion of the measurement, the unit indicator lights
remain in their state until the push-button is pressed again.
Switching off:
Pressing the push-button switches off the unit.
Note: if the amber light comes on, all flights are prohibited until
the MGB has been replaced.
Rev. 48-2014 dd_00_t_i_06_l2_a315106_00_en_001.png 31.12
AS 365 N 31 - Indicating and recording system
AS 365 N1
AS 365 N2
AS 365 N3 31.03 Vibration and noise analysis (cont.)
Manual test
Push-button released:
•• The amber indicator light turns off.
•• The green indicator light flashes throughout the self-test
sequence.
At the end of the sequence, if the test is successful, the green
indicator light remains lit steadily and the measurement phase
begins.
If the test fails, the green indicator light continues to flash until
the unit is switched off.
Rev. 08-2015 dd_00_t_i_09_l3_a315106_00_en_001.png 31.13
AS 365 N 31 - Indicating and recording system
AS 365 N1
AS 365 N2
AS 365 N3
N K
A
BL
LY
AL
O N
T I
EN
N T
I
GE
PA
Iss. 14-2015 31.14
Equipments and furnishings
AS 365 N3
Contents
25.01 Equipment and furnishing
General overview
25.02 Cockpit equipment
Overview
Location
Maintenance
25.03 Cabin
Overview
Location
Maintenance
25.04 Servicing connector
Overview
Location
25.05 Cargo compartment
Overview
Maintenance
25.06 Kannad emergency locator transmitter
Overview
Location
Controls and displays
Normal functioning
Manual test
Maintenance
Rev. 24-2014 1
Equipments and furnishings
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 25.12.......................................................................Rev. 24-2014
Page 2..............................................................................Rev. 08-2015 Page 25.13.......................................................................Rev. 24-2014
Page 25.3.........................................................................Rev. 24-2014 Page 25.14.......................................................................Rev. 24-2014
Page 25.4.........................................................................Rev. 24-2014 Page 25.15.......................................................................Rev. 24-2014
Page 25.5.........................................................................Rev. 24-2014 Page 25.16.......................................................................Rev. 24-2014
Page 25.6.........................................................................Rev. 08-2015 Page 25.17.......................................................................Rev. 08-2015
Page 25.7.........................................................................Rev. 24-2014 Page 25.18.......................................................................Rev. 24-2014
Page 25.8.........................................................................Rev. 24-2014 Page 25.19.......................................................................Rev. 24-2014
Page 25.9.........................................................................Rev. 24-2014 Page 25.20.......................................................................Rev. 08-2015
Page 25.10.......................................................................Rev. 24-2014 Page 25.21.......................................................................Rev. 08-2015
Page 25.11.......................................................................Rev. 24-2014 Page 25.22.......................................................................Rev. 24-2014
Rev. 08-2015 2
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.01 Equipment and furnishing
General overview
Purpose
Equipment and furnishings are installed to:
•• Ensure the security of the crew members and passengers
in the event of fire, crash.
•• Improve the travel comfort
Rev. 24-2014 dd_00_t_i_00_l1_a250000_00_en_001.png 25.3
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.02 Cockpit equipment
Overview
Portable fire extinguisher
One portable fire extinguisher could be used in case of fire in
the cabin.
Cockpit seats
The pilot’s seat and copilot’s seat are identical. Each consists
of a laminated bucket seat structure mounted on the two slider
tracks and set of seat cushions and seat covers.
The seat are adjustable in fore-and-aft direction, but no
height adjustment is provided. For each seat, seven holes
corresponding to the seven adjustment positions are drilled in
the cockpit floor. It is immobilized in the selected fore-and-aft
position by a lock pin, controlled by a lever, the pin may be
engaged in any of the seven holes.
The seat are secured to the cockpit floor by shouldered bolts in
slotted holes in the slides.
Rev. 24-2014 dd_00_t_i_02_l1_a251000_00_en_001.png 25.4
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.02 Cockpit equipment (cont.)
Location
Portable fire extinguisher
One portable fire extinguisher is mounted to the right of the
pilot’s seat on the cabin floor.
Optional: an other fire extinguisher can be mounted to the left
at frame 1260.
Rev. 24-2014 dd_00_t_i_04_l1_a251000_00_en_001_step_1.png 25.5
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.02 Cockpit equipment (cont.)
Location (cont.)
Cockpit seats
The pilot’s seat and copilot’s seat are mounted on the at frame
1260.
The longitudinal displacement of the seats can be adjusted
along the guide rails using a lever secured on the LH side of
the seat.
The height of the seat can be adjusted thanks to a pantograph
using the setting handle on the forward RH section of the seat.
Rev. 08-2015 dd_00_t_i_04_l1_a251000_00_en_001_step_2.png 25.6
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.02 Cockpit equipment (cont.)
Maintenance
Portable fire extinguisher
Examine support brackets, attachment of extinguishers on
their supports and correct positioning of safety pin.
Check the expiry date on the extinguisher .
Note: the fire extinguishing agent is Halon 1211 under nitrogen
pressure.
Cockpit seats
Examine:
•• Structure.
•• Height adjusting pantograph.
•• Cushions and covers.
•• Safety harnesses.
•• Slides.
•• Fore-and aft adjustment system.
•• Vertical travel adjustment system.
Rev. 24-2014 dd_00_t_i_12_l1_a251000_00_en_001.png 25.7
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.03 Cabin
Overview
Passengers seats
The cabin compartment can be equipped with several different
ways.
Rev. 24-2014 dd_00_t_i_02_l1_a252200_00_en_001.png 25.8
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.03 Cabin (cont.)
Location
Passengers seats
Passenger compartment is located after the frame 1260.
Rev. 24-2014 dd_00_t_i_04_l1_a252200_00_en_001.png 25.9
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.03 Cabin (cont.)
Maintenance
Passenger seats
The cabin compartment can be equipped with the following two
ways:
•• Standard version:
–– 1 pilot + 9 passengers (or)
–– 1 pilot + 1 co-pilot + 8 passengers.
•• Utility version:
–– 1 pilot + 13 passengers (or)
–– 1 pilot + 1 co-pilot + 12 passengers.
Rev. 24-2014 dd_00_t_i_12_l1_a252200_00_en_001.png 25.10
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.04 Servicing connector
Overview
Three types of servicing connectors can be installed in the
aircraft:
•• The servicing connector 1068L supplies a 10 Amp current
under 28 VDC.
•• The servicing connector 1004P supplies a 15 Amp current
under 28 VDC.
•• The servicing connectors 1004X and 1010X supply a
current of 2 x 20 Amp under 28 VDC.
They are powered via panel 4 alpha.
Rev. 24-2014 dd_00_t_i_02_l1_a252600_00_en_001.png 25.11
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.04 Servicing connector (cont.)
Location
The servicing conector 1068L is installed on the bulkhead at
station X3205.
The servicing connector 1004P or 1004X is installed on the
bulkhead at station X4630.
The servicing connector 1010X is installed on the console.
Rev. 24-2014 dd_00_t_i_04_l1_a252600_00_en_001.png 25.12
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.05 Cargo compartment
Overview
The cargo compartment is meant for transportation of internal
loads. A protective net separates cargo compartment from tail
boom.
•• The compartment is located between frame 4630 and
frame 6630.
•• The protective net is screwed onto frame X6630
Rev. 24-2014 dd_00_t_i_02_l1_a255000_00_en_001.png 25.13
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.05 Cargo compartment (cont.)
Maintenance
Cargo compartment layout
The protective net is maid of a cloth and sewn nylon straps.
Transportation of internal loads:
The cargo compartment offers a working volume of 1.5 m3 for
a floor surface area of 2.2 m2.The floors incorporate 6 mooring
rings with a 800 daN capacity each. Floors can withstand a
distributed load of 600kg/m2.
Rev. 24-2014 dd_00_t_i_12_l1_a255000_00_en_001.png 25.14
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.06 Kannad emergency locator transmitter
Overview
The emergency locator transmitter is designed to guide
emergency rescue operations.
It transmits an omnidirectional signal to enable search teams
to locate its position.
The KANNAD 406 Emergency Locator Transmitter transmits
on the international distress frequencies.
Frequencies:
•• 406.025 MHz for an accurate localization by satellite plus
information
•• 121.5 MHz and 243 MHz for classical homing
This new generation ELT offers all the latest improvements of
the COSPAS-SARSAT system with the 406 MHz frequency:
•• Global coverage,
•• Recise pinpointing (< 1NM),
•• Identification of the aircraft in distress (the ELT transmits a
unique aircraft identification number),
•• Efficient process of false alarms to avoid costly search and
rescue operations.
Note: it is important to remember that actual transmission test
must be carried out in accordance with local and international
regulations.
Rev. 24-2014 dd_00_t_i_02_l1_a256600_00_en_001.png 25.15
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.06 Kannad emergency locator transmitter (cont.)
Location
The ELT system consists of:
•• A KANNAD 406 transmitter, located in baggage
compartment, RH side.
•• A control unit, located on the console.
•• An external antenna, located in LH side of helicopter.
Rev. 24-2014 dd_00_t_i_04_l1_a256600_00_en_001.png 25.16
25 - Equipments and furnishings
AS 365 N3
25.06 Kannad emergency locator transmitter (cont.)
Controls and displays
The ELT system control unit is located on the console.
Rev. 08-2015 do_00_t_i_05_l1_a256600_00_en_001.png 25.17
25 - Equipments and furnishings
AS 365 N3
25.06 Kannad emergency locator transmitter (cont.)
Normal functioning
121,5 / 243,0 MHz Transmitter:
•• Frequencies: 121.5 MHz +/- 6 kHz 243.0 MHz +/- 12 kHz
•• Output power: 20 dBm to 26 dBm for each frequency
•• Duty cycle: Continuous except during 406 transmission
(500 ms every 50s)
•• Modulation rate: > 85 %
•• Modulation signal: Decreasing sweep from 1420 Hz to 490
Hz
•• Repetition rate: 3 Hz
•• Autonomy: Over 48 hours at -20°C
406,025 MHz Transmitter:
•• Frequencies: 406,025 MHz +/-2 kHz
•• Output power: 37 dBm +/- 2 dB (about 5 W)
•• Data encoding: Biphase L
•• Transmission duration: 440 ms (short message) every 50
sec - Compatible long message transmission (520 ms)
•• Repetition rate: 47.5 à 52.5 s
•• Speed of transmission: 400 BPS +/-1%
•• Autonomy: Over 24 hours at -20°C
Batteries:
•• Transmitter power supply: 3 x LiMnO2 D type cells
•• Replacement: Every 6 years
Rev. 24-2014 dd_00_t_i_06_l1_a256600_00_en_001_step_1.png 25.18
25 - Equipments and furnishings
AS 365 N3
25.06 Kannad emergency locator transmitter (cont.)
Normal functioning (cont.)
Environmental characteristics:
•• Shock: 500 G for 4 ms
•• Crashworthiness: 100 G for 13 ms
Mechanical characteristics Crash sensor(G-switch):
•• Threshold: 4.5 ft/s ± 0.5
•• Mounting: 45° downwards of the flight direction
The KANNAD 406 AF-H is programmed with either:
•• The aircraft tail number,
•• A serial number,
•• Or the aircraft operator designator.
As the ELT does not need to be opened, this operation only
takes a few minutes and can be carried out inside the aircraft.
Rev. 24-2014 dd_00_t_i_06_l1_a256600_00_en_001_step_1.png 25.19
25 - Equipments and furnishings
AS 365 N3
25.06 Kannad emergency locator transmitter (cont.)
Normal functioning (cont.)
The system has four different operating modes:
•• OFF.
•• SELF-TEST.
•• ARMED.
•• ON.
When the transmitter is ARMED, it is activated automatically
on impact. It is manually activated using the ON position of the
switch on the beacon or on the remote control unit.
It transmits continuously on the 121.5 MHz and 243 MHz
frequencies and transmits a message that identifies the
helicopter every 50 seconds on the 406.025 MHz frequency.
Resetting the G-switch:
The G-switch can be reset in two ways:
Via the control unit the switch is flipped in the TEST RESET
positon and back in ARMED position.
Directly on the transmitter, put the switch in the ARM OFF
position and back in ARM position.
Rev. 08-2015 do_00_t_i_06_l1_a256600_00_en_001_step_2.png 25.20
25 - Equipments and furnishings
AS 365 N3
25.06 Kannad emergency locator transmitter (cont.)
Manual test
The test sequence is started by setting the control unit switch
to TEST/RESET (the control unit light flashes succinctly) and
the result is given three seconds later:
•• If the test result is satisfactory, the control unit light gives off
one long flash.
•• The light flashes three times followed by a defined number
of flashes depending the fault in the other case.
Rev. 08-2015 do_00_t_i_09_l2_a256600_00_en_001.png 25.21
AS 365 N 25 - Equipments and furnishings
AS 365 N1
AS 365 N2
AS 365 N3 25.06 Kannad emergency locator transmitter (cont.)
Maintenance
Maintenance dogle:
Connector with serial memory module to deprogram.
ELTs when removed from the aircraft for maintenance.
To be used in ASSOCIATION with “PROGRAMMING
DONGLES”.
P/N: S1820514-02: MAINTENANCE DONGLE.
PR550:
Programming kit for KANNAD ELTs and Dongles with MS-DOS
program.
Parallel and serial interfaces for connection to PC.
P/N: S7025501: PROGRAMMING EQUIPMENT, PR550.
Rev. 24-2014 dd_00_t_i_12_l1_a256600_00_en_001.png 25.22
Ice and rain protection
AS 365 N3
Contents
30.01 General presentation
General overview
30.01 Pitot heater
Overview
Location
Controls and displays
Normal functioning
Degraded mode
30.02 Windshield wipers
Overview
Location
Controls and displays
Normal functioning
30.03 Windshield washer
Overview
Location
Controls and displays
Normal functioning
Rev. 24-2014 1
Ice and rain protection
AS 365 N3
List of effective pages
Page 1..............................................................................Rev. 24-2014 Page 30.9.........................................................................Rev. 24-2014
Page 2..............................................................................Rev. 08-2015 Page 30.10.......................................................................Rev. 24-2014
Page 30.3.........................................................................Rev. 24-2014 Page 30.11.......................................................................Rev. 24-2014
Page 30.4.........................................................................Rev. 24-2014 Page 30.12.......................................................................Rev. 08-2015
Page 30.5.........................................................................Rev. 08-2015 Page 30.13.......................................................................Rev. 24-2014
Page 30.6.........................................................................Rev. 24-2014 Page 30.14.......................................................................Rev. 08-2015
Page 30.7.........................................................................Rev. 08-2015 Page 30.15.......................................................................Rev. 24-2014
Page 30.8.........................................................................Rev. 24-2014 Page 30.16.......................................................................Rev. 24-2014
Rev. 08-2015 2
AS 365 N1 30 - Ice and rain protection
AS 365 N2
AS 365 N3 30.01 General presentation
General overview
Purpose
•• To protect the airframe by painting and sealing against
corrosion .
•• To wipe and clean the windscreen to improve crew visibility
when flying in rainy conditions.
•• To prevent pitots heads icing .
Rev. 24-2014 dd_00_t_i_00_l1_a300000_00_en_001.png 30.3
30 - Ice and rain protection
AS 365 N3
30.01 Pitot heater
Overview
Pitot heating system
The aircraft is equipped with three electrically-heated pitot
heads. This system protects the air data system and allows the
latter to be operated in negative temperatures close to -55°C.
Rev. 24-2014 do_00_t_i_02_l1_a303000_00_en_001.png 30.4
30 - Ice and rain protection
AS 365 N3
30.01 Pitot heater (cont.)
Location
Pitot heating system
The two tubes are secured on each side of the radome by a
bracket by means of 3 screws.
The third pitot is located on the left side of the radome on pitot
1 bracket.
Rev. 08-2015 do_00_t_i_04_l1_a303000_00_en_001.png 30.5
30 - Ice and rain protection
AS 365 N3
30.01 Pitot heater (cont.)
Controls and displays
Pitot heating system
Three switches are mounted on panel 12 α.
Three indicator lights mounted on the caution advisory panel 7
α warn the crew that:
•• The system is not switched on
•• The system has failed
Rev. 24-2014 do_00_t_i_05_l1_a303000_00_en_001.png 30.6
30 - Ice and rain protection
AS 365 N3
30.01 Pitot heater (cont.)
Normal functioning
Aircraft power available (BATT switch set to ON and circuit-
breaker engaged).
Switch (1) set to ON.
Relay (2) is energized, the contacts change over to normal
open position.
Heating resistor (3) is fed.
Indicator light extinguishes on the caution advisory panel.
Rev. 08-2015 do_00_t_i_06_l2_a303000_00_en_001.png 30.7
30 - Ice and rain protection
AS 365 N3
30.01 Pitot heater (cont.)
Degraded mode
Pitot heating system
Resistor (3) is cut off.
Power supply failure.
The relay (2) is not energized: the contact is in rest position
and closes the indicator light circuit of which illuminates on the
advisory panel.
Rev. 24-2014 do_00_t_i_07_l2_a303000_00_en_001.png 30.8
AS 365 N 30 - Ice and rain protection
AS 365 N1
AS 365 N2
AS 365 N3 30.02 Windshield wipers
Overview
The wipers improve visibility in rainy conditions by sweeping
the 2 front windshield panels.
Rev. 24-2014 dd_00_t_i_02_l1_a304200_00_en_001.png 30.9
30 - Ice and rain protection
AS 365 N3
30.02 Windshield wipers (cont.)
Location
The wiper arms are driven through a motor by two motion
converters which transform the motor rotational motion into
push-pull movements (“rod/crank” system).
Motor characteristics:
•• Permanent magnet excitation motor
•• Two rotation speed:
•• Fast 4500 rpm
•• Slow 3400 rpm
•• Torque 30 cm.N
•• Current absorbed:
•• Fast 6 A
•• Slow 9 A
Rev. 24-2014 dd_00_t_i_04_l1_a304200_00_en_001.png 30.10
30 - Ice and rain protection
AS 365 N3
30.02 Windshield wipers (cont.)
Controls and displays
Rev. 24-2014 do_00_t_i_05_l1_a304200_00_en_001.png 30.11
30 - Ice and rain protection
AS 365 N3
30.02 Windshield wipers (cont.)
Normal functioning
Slow speed:
Relay (1) is energized when pilot (3) or copilot (2) control push-
button is set to ON. Its contacts are on working position. Motor
M is supplied to slow speed and is grounded through a work
contact of relay (1). Automatic stopping cam is inoperative.
Fast speed:
If speed selector (4) is set to Fast the speed control relay (5)
trips to working position switching over the motor excitation of
which is then supplied to fast speed.
Windshield wipers stop:
When control push-button is brought back to OFF, general
control relay (1) comes to rest position but the motor is still
energized until stopping cam cuts off its negative supply which
is replaced by a positive counter-voltage: the motor stops.
Note: it is recommended to stop wipers mechanism on slow
speed to prevent the cam from going beyond the stop position
(by inertia).
Rev. 08-2015 dd_00_t_i_06_l2_a304200_00_en_001.png 30.12
AS 365 N1 30 - Ice and rain protection
AS 365 N2
AS 365 N3 30.03 Windshield washer
Overview
The aircraft is provided with an electrically operated windshield
washer system that sprays fluid onto the windshield, which
may then be cleaned by operating the windshield wipers
simultaneously.
Rev. 24-2014 dd_00_t_i_02_l1_a304300_00_en_001.png 30.13
AS 365 N1 30 - Ice and rain protection
AS 365 N2
AS 365 N3 30.03 Windshield washer (cont.)
Location
Two hoses feed the windshield washer water distributor on the
wiper arms.
The polyethylen tank contains approximately 1.5 liter of fluid.
A 28 VDC electric pump supplies 10 cc per second at a 1 bar
pressure, with a primming time of less than 5 seconds.
An electronic timer energizes the pump for approximately 10
seconds.
Rev. 08-2015 dd_00_t_i_04_l1_a304300_00_en_001.png 30.14
30 - Ice and rain protection
AS 365 N3
30.03 Windshield washer (cont.)
Controls and displays
The washer pushbutton is located on overhead panel 12 α.
Rev. 24-2014 do_00_t_i_05_l1_a304300_00_en_001.png 30.15
AS 365 N1 30 - Ice and rain protection
AS 365 N2
AS 365 N3 30.03 Windshield washer (cont.)
Normal functioning
The washer pushbutton on panel 12α controls the electronic
timer unit. When actuated the timer supplies the pump for
approximately 10 seconds, the timer switches off the pump and
reverts to standby status.
The pushbutton must be pressed again to initiate a new
operating cycle.
Rev. 24-2014 dd_00_t_i_06_l1_a304300_00_en_001.png 30.16
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