Manual de Voo SA330 SM
290
Click here to load reader
Transcript of Manual de Voo SA330 SM
EUROCOPTER-FRANCEEdition du :
Issue Dated : 05/02/2008
SITUATION DES REVISIONS DU MANUEl DE VOl 330Sm330Sm FLIGHT MANUAL REVISIONS STA TUS
This manual must contain the normal revision ( RN )and rush revisions ( RR ) listed under the relevant issue (EDIT).
1 VOLUME
PARTIE REGLEMENTAIREPRESCRIBED SECTION
aSECT.
aR
R
M
DATE-07-35
07-35
EDIT
1-RN2
RR3A
PARTIE REGLEMENTAIREPRESCRIBED SECTION
aSECT.
a1i4
---------
SUP2
En caurs
PendingSUP3RN.OI02-38
Ed.1SUP4RN.OI02-38
Ed.1SUPSRN.OI02-38
Ed.1SUP6RN.O02-38
Ed.1 IANNEXEIEDIT.IDATESUP9
RN.O02-38J APPENDIXRN.Ed.1 SUP 11A
RN.O02-38 A 11RN.OI02-38
Ed.1
Ed.1
SUP 26RN.O02-38 A,O,17RN.OI02-38
Ed.1
Ed.1
SUP 27IRN.O 02-38 DRN.OI02-38
Ed.1
Ed.1
LS / PLRN.OI02-38
Ed.1SLF / FESRN.OI02-38
Ed.1WB / MCRN.OI02-38
Ed.1
SR330Sm MILlTAIRE 1
FLIGHT MANUAL
REVISION
PUBLICATION CONCERNED: 330 Srn FLIGHT MANUAL
- The outline of the revision is given below:
• page affected (added or modified),• main points of the revision.- Check that the pages in each chapter - section are those specified in the List of Contents andthe List of Effective pages.- Return the acknowledgement card.- This list of amended pages may be filed (apart from the manual).
DESCRIPTION OF THE REVISION
SectionPages
- Composition of Rush Revisions (RR)
0.0.P41*RR*
- Rush Revision 3A (07-45)
2.18*RR*
2.2
2*RR*
3.2
4*RR*
3.2
5*RR*
- Composition of Conditional Revisions (RC)
0.0.P31*RC*
- Conditional Revision RCa (07-45)
3.24*RC*
3.2
5*RC*
DATE - CODE: 107-451 Page 1/1
SA 330 Sm
FLIGHT MANUAL
REGISTRATION N°: SERIAL W
IMPORTANT NOTE
The practical value of this manual depends entirely upon its being correctly
updated. The manual's effectivity at the time of the latest revision is given in the
list of effective pages.*
This manual covers the helicopters delivered by AEROSPATIALE and those delivered by
EUROCOPTER.
All updates provided by EUROCOPTER follow the same procedures as those used by
AEROSPATIALE.
THIS DOCUMENT IS TO BE CARRIED IN AIRCRAFT AT ALL TIMES
EUROCOPTER Etablissement de Marignane
Direction Technique Support - 13725 Marignane Cedex . France
330Sm
02-38
0.1Page 1
FLIGHT MANUAL
CONDITIONAL REVISIONS (RC)
This manual assigned to the helicopter mentionned on the title page, contains the followingpink pages except those cancelled when the conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY INFORMATIONCONCERNED BELOW, THE READER WILL HAVE TO CHANGE THE NUMBER OF THEPINK PAGE BY HAND, SO THAT THE INFORMATION REMAINS IN ACCORDANCE WITHTHE PARAGRAPH CONCERNED.
N° SECTIONPAGEDATEApplicable before conditions is met:
RCa
3.2407-45MOD 0727198
RCa
3.2 507-45MOD 0727198
330 Srn
07-45
O.O.P3
Page 1
FLIGHT MANUAL
CONDITIONAL REVISIONS (RC)
This manual assigned to the helicopter mentionned on the title page, contains the followingpink pages except those cancelled when the conditions are complied with.
CAUTION
IF A NORMAL REVISION (RN) MODIFIES THE PAGE NUMBER FOR ANY INFORMATIONCONCERNED BELOW, THE READER WILL HAVE TO CHANGE THE NUMBER OF THEPINK PAGE BY HAND, SO THAT THE INFORMATION REMAINS IN ACCORDANCE WITHTHE PARAGRAPH CONCERNED.
SECTION PAGE DATE Applicable before conditions is met:
330 Srn
02-38
O.O.P3
Page 1
COMPOSITION
OF RUSH REVISIONS (RR)
This manual contains the following additional yellow page(s) :
N°SECTIONPAGEDATE-N°SECTION PAGEDATE-
CODE
CODE
3A
0.0.P4 107-45
2.1
807-45
2.2
207-45
3.2
407-45
3.2
507-45
330 Srn
07-45
O.O.P4
Page 1
COMPOSITION
OF RUSH REVISIONS (RR)
This manual contains the following additional yellow page(s) :
FLIGHT MANUAL
N° SECTIONPAGECODE-N°SECTION PAGEDATEDATE
330Sm
02-38
O.O.P4
Page 1
RECORD OF REVISIONS
FLIGHT MANUAL
REVISION INCORPORATEDREVISIONINCORPORATED
N°
datedatebysig.N°datedateby sig.
330 Srn
02-38
0.2
Page 1
LIST OF EFFECTIVE PAGES
(1) Page reV1Slon code
- R Revised. to be replaced
- N : New. to be inserted
FLIGHT MANUAL
SECTION PAGEDATE(1)SECTION IPAGEDATE(1)
0.0.P3
102-38 2.3I1 02-38
0.0.P4
102-38 2.3202-38
0.1
102-38 2.3302-38
0.2
102-38 2.4102-38
0.3
107-35R2.4 202-38
0.3
207-35R2.4 302-38
0.4
102-38 2.4402-38
0.5
102-38 2.4502-38
1P
102-38 2.5102-38
1.1
102-38 2.6102-38
1.2
102-38 2.7102-38
1.3
102-38 2.8102-38
1.3
206-15 2.8202-38
1.3
306-15 2.8302-38
1.3
406-15 2.8402-38
1.3
502-38 2.8507-35R
1.4
102-38 3P107-35R
1.4
202-38 3.1102-38
1.4
302-38 3.1202-38
1.4
402-38 3.1302-38
1.4
502-38 3.1402-38
1.4
602-38 3.1502-38
1.5
102-38 3.1602-38
1.5
202-38 3.1702-38
1.5
302-38 3.1802-38
1.6
102-38 3.1902-38
1.6
202-38 3.11002-38
1.6
302-38 3.11102-38
1.7
102-38 3.11202-38
2P
107-35R3.1 1302-38
2P
202-38 3.2102-38
2.0
102-38 3.2202-38
2.1
102-38 3.2302-38
2.1
202-38 3.2402-38
2.1
302-38 3.2507-35R
2.1
402-38 3.2607-35R
2.1
507-35R3.2 707-35R
2.1
602-38 3.2807-35R
2.1
702-38 3.2902-38
2.1
802-38 3.21002-38
2.1
902-38 3.3102-38
2.1
1002-38 3.3202-38
2.2
107-35R3.3 302-38
2.2
207-35R3.3 402-38
2.2
307-35R3.3 502-38
2.2
402-38 3.3602-38
330 Srn
07-35
0.3
Page 1
4P 102-38
4P
202-38
4.0
102-38
4.0
202-38
4.0
302-38
4.0
402-38
4.0
502-38
4.0
602-38
4.0
702-38
4.1
102-38
4.1
202-38
4.1
302-38
4.1
402-38
4.1
502-38
4.2
102-38
4.2
202-38
4.2
302-38
4.2
402-38
4.2
502-38
4.2
602-38
4.3
102-38
4.3
202-38
4.3
302-38
4.3
402-38
4.4
102-38
4.4
202-38
4.4
302-38
4.5
102-38
4.5
202-38
4.5
302-38
4.5
402-38
4.5
502-38
4.5
602-38
4.5
702-38
LIST OF THE LATEST NORMAL ISSUE: 1
REVISIONS
NORMAL REVISION: 2
No
Date NoDate
0
02-38
1
06-15
2
07-35
330 Srn
07-35
FLIGHT MANUAL
0.3
Page 2
TABLE OF RELATED UNITS
FRENCH AND ENGLISH
FLIGHT MANUAL
CONVERSION FACTORS
1 From metric units to other unitsMULTIPLY
BYTO OBTAIN
km/h
0,54 kt
mm
0,0394 inch
m
3,2808 ft
kg
2,2046 Ib
0,2642
US gal
0,22
UKgal
bar
14,5038 psi
bar
100000Pa
hPa
0,02953 inHg
2 From other units to metric units MULTIPLY
BYTO OBTAIN
kt
1,852 km/h
inch
25,4 mm
ft
0,3048 m
...,...
Ib0,4536 kg
US gal
3,7854
UKgal
4,5461
psi
0,0689 bar
Pa
0,00001 bar
inHg
33,864 hPa
330 Srn
02-38
0.4
Page 1
FLIGHT MANUAL
LIST OF SYMBOLS AND ABBREVIATIONS
USED IN THE MANUAL
SYMBOLS
English I French
VzViVpVcVy
VSDV1
VNEVw
RlC-RlDIAS
TASCASVy
VTOSSV1
VNEVw
Speeds:
- Rate of climb or descent.. .- Indicated airspeed .- True airspeed .- Calibrated airspeed .- Optimum climbing speed .- Take-off safety speed .- Critical decision speed .- Never exceed speed .- Wind velocity .
Altitudes:
- Take-off or touch-down height h h- Critical decision height.. h1 h1- Pressure altitude Hp lp- Density altitude HO' lO'
Mm
MVMVEMOEMT
WtMTOW
EWEEWOEWAUW
Weights:
- Weight .- Maximum take-off weight.. .- Empty weight .- Equipped empty weight .- Operating empty weight.. .- AII-u p we ight .
Temperature:
- Outside air temperature, in degrees centigrade OAT I 8s
Miscellaneous:
- Power .- Torq ue .- Barometric pressure, in millibars, .- Degrees centigrade .- Rotor speed .- Gas generator speed .- Free turbine speed .- Exhaust gas temperature .- Out of ground effect.. .- In ground effect. .- Power plant. .- Main gearbox .- Tail gearbox .- Automatic pilot .
WTqPo°CNRNgNft4
OGEIGEENGMGBTGBAP
WCPo°CNRNg
NTLt4
HESDESGTMBTPBTAPA
330 Srn 0.5
02-38 Page 1
FLIGHT MANUAL
SECTION 1LIMITATIONS
TABLE OF CONTENTS
1.1 OPERATING LIMITATIONS Pages
1 OPERATING CONDITIONS 12 OPERATING ENVELOPE 13 MINIMUM FLIGHT CREW 1
1.2 WEIGHT AND CENTER OF GRAVITY LIMITS
1 WE IGHT 12 CENTER OF GRAVITY LIMITS 1
1.3 FLYING LIMITATIONS
1 RESTRiCTIONS 12 ROTOR SPEED 13 MGB INPUT TORQUE LIMIT 14 COLLECTIVE PiTCH 25 AI RSPEED L1MITS (VNE) 26 ALTITU DES 27 MANOEUVRING LIMITS 58 ROTOR STARTING AND BRAKING L1MITATIONS 59 SLOPE LANDING 510 LAN DIN G GEAR 5
1.4 POWER PLANT LIMITATIONS
1 GAS GENERATOR SPEEDS (Ng) 12 FREE TURBINE RPM (Nf) 23 t4 TEMPERATURE 24 ENGINE LUBRICANTS 35 FUELS 46 FUEL TANK CAPACiTIES 6
1.5 TRANSMISSION SYSTEM ASSEMBLIES AND HYDRAULIC SYSTEMSLIMITATIONS
1 TRANSMISSION SYSTEM ASSEMBLIES 12 HYDRAULIC SySTEMS 3
1.6 PLACARDS AND INSTRUMENT MARKINGS
1 INSTRUMENT MARKINGS 12 INSCRIPTIONS AND PLACARDS 3
1.7 EQUIPMENT LIMITATIONS
1 AUTOMATIC PILOT 12 LANDING GEAR 13 WINDSHIELD WIPERS 14 LANDING LIGHT 15 PITOT HEAD 1
330 Srn
02-38
1.P
Page 1
FLIGHT MANUAL
THE "PUMA" 330Sm HELICOPTER IS TO BE OPERATED IN ACCORDANCE WITH THELIMITATIONS LAID DOWN IN THIS SECTION.
All airspeeds specified in this section are corrected airspeeds (CAS) unless stated otherwise.
1.1 - OPERATING LIMITATIONS
1 OPERATING CONDITIONS
Approved flight conditions:
The SA 330Sm helicopter is approved for day and night flying in VFR and IFR conditionswhen the required equipments are fitted and are serviceable.
2 OPERATING ENVELOPE
The altitude limits at take-off and landing are:- 1650 to 13000 ft (- 500 m to + 4000 m).
The maximum operating altitude is : + 16500 ft (+ 5000 m).
The approved temperature limits are: - 40°C to ISA + 35°C limited to + 50°C.
3 MINIMUM FLIGHT CREW
In VFR conditions: one pilot.In IFR conditions: two pilots.
330 Srn
02-38
1.1
Page 1
FLIGHT MANUAL
1.2 - WEIGHT AND CENTER OF GRAVITY LIMITS
1 WEIGHTS
A THE MAXIMUM PERMISSIBLE OPERATING WEIGHT 16300 Ib (7400 kg)
The maximum permissible weight may be limited at a lower figure depending on theexternal conditions (altitude and temperature).
B MINIMUM PERMISSIBLE WEIGHT 8400 Ib (3800 kg)
2 CENTER OF GRAVITY (CG) LIMITS
A LONGTITUDINAL CG
The origin of the longtitudinal CG is an imaginary plane perpendicular to the aircraftcenterline and located 185 in. (4.70 m) forward of the overage CG datum (97.63 in. 2.48 m forward of the cockpit bulkhead).
Forward limit Aft limit
177 in. (4.50 m) 194.7 in. (4.95 m) .
B LATERAL CG
The origin is the symmetry plane of the fuselage.
LH limit
3.15 in. (0.08 m)
RH limit
3.55 in. (0.09 m)
330 Sm
02-38
1.2
Page 1
FLI GHT MANUAL
1.3 - FLYING LIMITATIONS
1. RESTRICTIONS
The following activities are prohibited:
Starting the engine with the rotor brake applied, unless the wind strength is
above 30 kt (54 km/h).
Flights in icing conditions.
Aerobatics.
Steady rearwards flight, because of exhaust gas return into the cabin.
Start spinning the rotor in wind speeds above 45 kt (83 km/h).
Intentional running landing on soft ground (powdered snow, deep mud).
Aircraft nose up attitudes greater than 100 during the final round-out.
Running landings above 43 kt (80 km/h).
Flights with doors open above 150 kt (275 km/h).
Using emergency power ratings other than in the case of an actual enginefailure.
Intentional full autorotation landings.
Flights with the relative wind from behind when the bleed valve is on NORMAL.
NOTE: For the engine air bleeds, refer to SECTION 1.4 paragraph 1.2.
With the autopilot engaged or disengaged, one of the pilots must keep hands on
the controls (cyclic stick and collective lever) and feet on the yaw control
pedals when the aircraft height is less than 500 ft (150 m) or when flying in IFRconditions.
2. MAIN ROTOR SPEED LIMITS
Power-on flight
Minimum (transient) 220 rpm
Nomi na 1 ••.•••••••••••••••••••.•••. 265 rpm
(NR range: 245-275 rpm)
Max imum 290 rpm
Power-off flight
Maximum 310 rpm
Minimum
220 rpm if the IAS is lower than 108 kt (200 km/h)
240 rpm if the IAS is above 108 kt (200 km/h).
3. MGB INPUT TORQUE LIMITS
3.1 Sum of the MGB input torque limits with all engines operative (AEO):
- Maximum continuous .•................. 156 m.daN (1300 kw for NR at 265 rpm)
- Maximum ........•..................... 217 m.daN (1810 kw for NR at 265 rpm)
3.2 MGB input torque with one engine inoperative (OEI)
- Maximum 156 m.daN (1300 kw for NR at 265 rpm)
330 Srn
02-38
1.3Page 1
FLIGHT MANUAL
4. COLLECTIVE PITCH LIMITS
Hover 16.5° OGE or IGE
Level flight 15.5° for density altitudes below 3300 ft (1000 m)
16° for density altitudes above 3300 ft (1000 m)
Climbing 16.5°
5. AIRSPEED LIMITS
5.1 Forward flight
Airspeed limits depend on the aircraft weight and density altitude
(see Figure 2).
The VNE must be calculated before take-off according to the starting weight, then
modified throughout the flight as the weight reduces.
Maximum VNE 167 kt (310 km/h)
5.2 Rearward and lateral flight 30 kt (55 km/h)
5.3 Minimum airspeed in IMC 40 kt (70 km/h)
6. ALTITUDES
- Maximum operating altitude 20000 ft (6000 m)
Height - velocity envelope (see figure 1).
The avoid area is a function of the weight and the external conditions.
The graph (1) shows the envelope of the avoi d area of a wei ght of 16300 1b
(7400 kg) at Hp = 2000 ft and for an OAT of + 30°C.
Points (B) and (C) are valid for all weight, height and temperature
conditions. Point (A) is to be calculated from graph (2) as a function of the
weight, height and temperature conditions.
The avoid area does not exist for those combinations of weight, height and
temperature which give a point (A) height below 100 ft (or 30 m).
R
Example:
For a: Wei ght 6500 kg
Press.alL 4000 ft
OAT + 20°C
The height of point A is calculated to be 110 ft (33 m).
330 Srn
06-15
1.3Page 2
FLI GHT MANUAL
220 CD(ft) Ai
200-
150~
AVOID AREA
I-
~~
FOR: GROSS WEIGHT .. 7400 kg
~ 100 B PRESS. ALT ..... 2000 ftOAT ......... + 30 GC
I~----..::t- ~---- 40---- ~"'i ~----~r-Y I0 50~ InIDco~ 150 ~ C> 0::;; 010 IAS 20 (kt) 30
CID
300 350 (ft)2005000 6000
I1I 'T! ITV I I1 r- r- /7 7;1 J
11 I 1/ I11I / / / I 11
J 1/1/ I V / V / / VI1 I /1 1// V/ YI/
~·7 / / /1/ I I / / .~.c, / / V /
iA ~I I / / / 1 V .~ / / / / L1Eattjl q;,1/1/:/ / / / __ V ~fcv// / / V
~ -~/,q;, '1./ ~/I / I / /FI.lJ. V / / / ,;..- v Zc·c, / v(J'\/--l /
'I IJ~ ~ / / 1/ v~ V ~y~~~(/ /1/1/11 ~ V / If ~ V ~c·~C::o~/ / y
II1 I 1/ J/1l-.>t:, 1/ .....r- v V'/ /~SVv /v 1/ V/ I11 1 Ilfl ~)1/ ....t VV L~·(jl/ V /
1/1/ / {~/ lA ~V -r /V /(~(j V /I1I1 I1 If ~ J ~~ -- '-I~ v V ~ /1/. I1 / J '- I~""""- I ./ .(jrI" v ~Q. V (;)1~~ ~ V 1'§31/ / J j ~ I' V v
I1 V ·7 ~......- I.J1/ / / J VIH/ / --'I VIV V I1 / / 11 1/ w-V
1/ I/~ / J ~ 11 ~_
7000 (kg) 60 1004000-,--, --,--,------, --9 10 11 12 13 14 15 16 (Ib x 1000)
WEIGHT
HEIGHT OF POINT A
CONDITIONS
HEIGHTVELOCITY ENVELOPE
Figure 1 - Height-velocity envelope
330 Srn 1.306-15 Page 3
.".....••(Qs:::-smNI::I>.....••-sIII"0mmc..:::Im<m-sc-+00-mmxnmw mw c..0 mc..V) .....••
3:::I
-to......•.....••0 (Q::s-
Olc-+
I•..... -U1 <:zIT1•....•.
MV.30.0869.01
:;!;!Ci)'"OCDCD:c:c9mIII 0 OCl)m~ X"0 0 Cl) --f >CD ~ Cl) CI). s::
~i&:E>: ~~"O m!:j' mS g G> ..
6 ~ ~:0"10'CD a. .CD CD •X ~ •
g !I.!,'CD -< :~!!!. .a. •.•.;:;: ._. c; .III a. 01 00.I\) CD°0~ in' 8 0 0
t71A3
~81O3'3
METRIC UNITS ~ VNE~UK UNITS
~NSllY
~NSnY
WEIGHT ALTITUOE0100020003000400050006000WEIGHT ALTITUDE020004000600080001000c1200C1650C19000
(Kg) (m)(Ib) (It)
4000
31031031029727925923310000167167167164160155149132127
4500
310310303288270249222 11000167167165162157152145127120
5000
31030829427926023520912000165163160156151145138118112
5500
303295282266245220 13000159157154150144137130112
6000
294284270252231 14000156153149144138131124100
6500
284274261241218 15000151147143137131123115VNE VNE7000 274262246225 (Km/h)
16000144142137132124115(Kt)7400
263252234 16300142138134128120111
"T1r......G'):::I:---f
3:»:z:c::»r
20 40 rC)o
.~o(ft)
000
000
000
000
000
000
000
,000
000
000
CAS
h)~
(Kt) -40 -20160150140130
UH1(l'1~
I
I II300
(Km/I
I~
110 12020 40 ("C)o-40 -20
I I InoZC::jozen
mXl>0m::DmU)0"'tJmmom_0Zz."mr-<-mC):u::J:-t-t,<0zmmm-
~•W
-0PIcoCl)
.J:=o
FLIGHT MANUAL
7 MANOEUVRING LIMITS
Maximum load factor: 2.67 (given for information because this figure is virtually impossible toachieve).
Aft and lateral wind velocity limits are 30 kt.
8 ROTOR STARTING AND BRAKING LIMITATIONS
The following actions are prohibited :
- Maintain the rotor brake applied when the Ng of the first engine started exceeds15000 rpm.
- Start the engines with the rotor brake released when the wind velocity is above 30 kt (referto SECTION 2.6, para. 1 for the start rotor procedure in wind velocities above 30 kt).
- Apply the rotor brake before engines shut-down.
- Apply the rotor brake with NR above 120 rpm.
- Two consecutive rotor brake applications within less than 5 minutes. If the rotor brake hasbeen applied twice within 5 minutes, wait 15 minutes before applying the brake a third time.The 15 minutes includes 10 minutes with the rotor spinning.
9 SLOPE LANDING
The maximum slopes are:
- For starting and stopping the rotor
- For landing or take-off with the rotor spinning
10 LANDING GEAR
[ 50 lateral100 facing the slope
[80 lateral120 facing the slope
A MAXIMUM SPEED FOR LOWERING THE LANDING GEAR
There are no limits.
B TAXIING
- Maximum speed 45 kt (80 km/h).
- Maximum braking speed 30 kt (60 km/h).
330 Sm
02-38
1.3
Page 5
FLIGHT MANUAL
1.4 - POWER PLANT LIMITATIONS
The aircraft is powered by two TURBOMECA MAKILA 1A1 engines. Normal operating limits aredetermined by the gas generator speed (Ng) and the exhaust gas temperature (t4).
The engines may be started and re-lit in flight throughout the flight envelope of the aircraft.
. 1 GAS GENERATOR SPEEDS (Ng)
1.1 Ng limitations without P2 air bleed
ALL ENGINES OPERATIVE (AEO)
OPERATING SPEEDS
TIME LIMITMAX. Ng
Take-off rating
5 minutes33350 rpmMax. continuous rating
Unlimited32300 rpm
ONE ENGINE INOPERATIVE (OEI)
OPERATING SPEEDS
TIME LIMITMAX. Ng
2 min 30 rating
2 min 3034000 rpm30 minute rating
30 minutes33200 rpmMax. continuous rating
Unlimited32300 rpm
NOTE1: In transient conditions (20 seconds), the gas generator speed may reach34860 rpm.
NOTE 2 : The 2 min 30 rating quoted above is the absolute maximum. This ratingvaries with the fuel temperature; its mean value is 33650 rpm at zero Hpand 15°C.
NOTE 3 : The max. permissible misalignment between the two engines is 500 rpm(around 1.5%).
NOTE 4 : One engine inoperative ratings apply only to an actual engine failure. Theymust not be used for training purposes.
NOTE 5 : The max. Ng may not be reached in very cold weather (temp. below - 5°C)because of fuel flow limitations. However, maximum power is alwaysavailable.
330 Srn
02-38
1.4
Page 1
FLIGHT MANUAL
1.2 Ng limitation with P2 air bleed
CAUTION: ALL P2 AIR BLEED OTHER THAN FOR HEATING AND DEMISTING ISPROHIBITED.
- With both engines running and P2 air bleed for heating and demisting corresponding to70 grlsec. (on the ground), the Ng at max. continuous rating is unaffected (32300 rpm) forOAT below + 20°C.
- Remember that all P2 air bleed is prohibited with only one engine operating.
2 FREE TURBINE RPM (Nf)
A rotor speed (NR) of 265 rpm corresponds to 22850 free turbine rpm.
- Maximum speed (in terms of NR) 292 rpm (110 %)
- Maximum permissible overspeed (in terms of NR)for 20 seconds 310 rpm (117 %)
NOTE: Engine shut-down due to overspeed-- (in terms of NR) 318 rpm (120 %)
3 t4 TEMPERATURE
- All Engines Operative (AEO) :
· Maximum t4 at take-off rating 795°C· Maximum t4 at max. continuous rating 735°C
- One Engine Inoperative (OEI) :
· Maximum t4 at 2 min 30 rating 830°C· Maximum t4 at 30 minute rating 785°C· Maximum t4 at max. continuous rating 735°C
- Engine starting:
· Maximum t4 (unlimited time) 750°C· Maximum transient t4 (5 seconds max.) 800°C· Maximum absolute t4 (2 seconds) 810°C
330 Srn
02-38
1.4
Page 2
FLIGHT MANUAL
4 ENGINE LUBRICANTS
4.1 Approved engine lubricants
- Synthetic oil (3 to 3.5 cSt)- Synthetic oil (3 to 3.5 cSt)- Synthetic oil (5 cSt)- Synthetic oil (5 cSt)- Synthetic oil (3.9 cSt)
: 0148 or MIL.L.7808 or AIR 3514: 0150 or AIR 3514: 0156 or MIL.L.23699: 0160 or D. Edng. RD 2497: AEROSHELL TURBINE OIL 390
NOTE: Refer to the TURBOMECA Engine Maintenance Manual if the oil specification orbrand is changed.
4.2 Engine oil tank
- Maximum level (middle of upper oil sight) : 7.6 litres (2 US. Gal.)- Minimum level (middle of lower oil sight) : 4.3 litres (1.13 US. Gal.)
4.3 Engine oil pressure and temperature
- In operation:
· Minimum oil pressure 25 psi (1.7 bar)· Maximum oil pressure 87 psi (6 bar)· Maximum oil temperature 120°C
- Power application :
For OAT below O°C :
· After complying with the wait times at flight idle rating given in the table below, monitorthe oil pressure while gradually applying power:
OIL TEMP. (0C) 0-10- 20- 30- 40 andbelow
Time
Oil5 cSt1 min1 min 302 min 304min-
Oil 3 cSt
1 min1 min1 min 302 min 304min
· Only apply power if the pressure is below 87 psi (6 bar).
330 Sm
02-38
1.4
Page 3
FLIGHT MANUAL
5 FUELS
5.1 Approved fuels
TYPE NATO SPECIFICATIONSANTI ICINGCODE
ADDITIVEINCLUDEDU.S.A
U.KFRENCH
KEROSENE-50
F34MIL-T-83133Def Stan 2453AIR 3405YESAVTUR FS 11
JP8F34JP8
KEROSENE-50
F35ASTM-D-1655Def Stan 2494AIR 3405NOAVTUR
JET A1 F35JP1
KEROSENE
-ASTM-D-1655 --NO
JET A
WIDE CUT
F40-Oef Stan 2454AIR 3407YESAVTAG FS 11 JP4
WIOE CUT
F45MIL-T-5624Oef Stan 2486-NO
AVTAG(codeJP4
JP4disconti-
nued)WIOECUT
-ASTM-D-1655 --NO
JET B
F42
- -AIR 3404YESHIGH FLASH POINTAVCATJP5
F44MIL-T-5624Oef Stan 2498-Oef Stan
JP52498: NO
JP5: YES
NOTE: The specifications are effective at the latest dash point or amendment.
Anti-icing additives must be added to fuels which do not already contain such compounds.See paragraph 5.1.
330 Sm
02-38
1.4
Page 4
FLIGHT MANUAL
5.2 Fuel additives
5.2.1 Anti-icing additives (with or without glycerine)
Additives must comply with the specification AIR 3652 or with one of the followingspecifications: MIL 127686, D Eng. RD 2451, PHILlPS PFA 55 MS-NATO S748.Limits of the concentration range: 0.035% to 0.15% by volume.
Fuel must contain an anti-icing additive when the OAT in flight is forecast to bebelow O°C.
5.2.2 Anti-static additives
SHELL ASA 3. Maximum concentration: 0.0001 % by volume.
5.3 Fuel pressure
- Range of normal operating fuel pressures: 4 to 17 psi (0.30 to 1.2 bar).
5.4 Fuel transfer
Fuel must not be transferred from one group of tanks to the other during take-off andlanding.
330 Srn
02-38
1.4
Page 5
FLIGHT MANUAL
6 FUEL TANK CAPACITIES
GROUPS
TOTAL CAPACITY
LH (ENG. No. 1)
906 litres (240 US. Gal. 200 Imp. Gal.)15761b (715 k,
RH (ENG. No. 2)
659 litres (174 US. Gal. 144 Imp. Gal.)1146 Ib (520 k
NOTE: In fact, the gauges measure the weight. The volume indication is only correct ifd = 0.79. For a different density:
Volume = Gauge indication x quantity of fuel0.79
Non-usable fuel:
- RH group: 5 litres (1.3 US Gal - 8.8 Ib -1.09 Imp. Gal.)- LH group: 16 litres (4.2 US Gal - 27.8 Ib - 3.5 Imp. Gal.)
330 Srn
02-38
1.4
Page 6
FLIGHT MANUAL
1.5 - TRANSMISSION SYSTEM ASSEMBLIES AND HYDRAULIC SYSTEMS LIMITATIONS
1 TRANSMISSION SYSTEM ASSEMBLIES
1.1 MGB input torque limits
Refer to 1.3 § 3
1.2 Temperature, pressures and capacities
1.2.1 MGB:
- Maximum ternperature 125°C- Minimum pressure 0.8 bar- Capacity 22 litres (5.8 US Gal. - 4.8 Imp. Gal)
1.2.2 1GB, TGB :
1GB: 0.75 litre (0.2 US Gal. - 0.16 Imp. Gal.)TGB: 1.4 litre (0.37 US Gal. - 0.35 Imp. Gal.)
330 Srn
02-38
1.5
Page 1
FLIGHT MANUAL
1.3 Lubricants
1.3.1 MGB -1GB -TGB
SPECIFICATION *OIL
NATO OAT (0C)SYM.
U.S.U.K.FR.0.155
MIL-L-6086DTD 581AIR 3525- 30 to + 50MINERAL OIL
Grade MGrade OEP 70
0.153
MIL-L-6086DTD 581- - 40 to +10
Grade LGrade OEP 30
0.156
MIL-L-23699 -- - 40 to +10
SYNTHETIC OIL
0.148MIL-L-7808 -AIR 3513- 40 to 0
0.150
--AIR 3514- 40 to 0
1.3.2 MRH Hinges
SPECIFICATION *OIL
NATO OAT CC)SYM.
U.S.U.K.FR.MINERAL OIL
0.155MIL-L-6086DTD 581AIR 3525- 40 to + 50Grade M
Grade OEP 70
0.156
MIL-L-23699 -- - 40 to +30
SYNTHETIC OIL
0.148MIL-L-7808 -AIR 3513- 40 to + 15
0.150
--AIR 3514- 40 to + 15
1.3.3 Drag dampers (MRH)
DESCRIPTION SPECIFICATION *
French
AmericanEnglishNATO
Hydraulic fluid
AIR 3520MIL-H-5606DTD.585H.515
CAUTION: DO NOT MIX MINERAL AND SYNTHETIC OILS.IF CHANGING SPECIFICATION, REFER TO THE INSTRUCTIONS GIVENIN THE MAINTENANCE MANUAL.
* All specifications are effective at the latest issue of amendments and dash numbers.
330 Sm
02-38
1.5
Page 2
FLIGHT MANUAL
2 HYDRAULIC SYSTEMS
2.1 Hydraulic fluids
DESCRIPTION SPECIFICATION
(Aoolv the amendments in force)French
AmericanEnglishNATO
Hydraulic fluid
AIR 3520MIL-H-5606DTD.585H.515
2.2 Pressures
Pressure psi (bar) Main pressure sourcesAncillary pressure sources
Minimum
1160 psiAccu. pressure read by(indicator light "on")
(80 bar)co-pilot
Normal operation
2400 to 2830 psi *o to 3625 psi(165 to 195 bar)
(0 to 250 bar)
Maximum
2900 psi3625 psi(setting of pressure relief
(200 bar)(250 bar)valve)·
* The transient pressure may lie between 2100 and 2400 psi (145 and 165 bar) duringrapid manoeuvring.
2.3 Levels
The low level warning indicator light comes on when the level in the RH main hydraulicreservoir is below 3 litres (0.8 US Gal.).
330 Srn
02-38
1.5
Page 3
1.6 - PLACARDS AND INSTRUMENT MARKINGS
1 INSTRUMENT MARKINGS
1.1 Flight instruments
FLIGHT MANUAL
INSTRUMENT MARKINGSVALUES
COLLECTIVE PITCH
· Green arc6 to 16°INDICATOR
· Yellow arc16 to 16.5°· Red line
16.5°
AIRSPEED
· Green arco to 142 ktINDICATOR
· Yellow arc142 to 167 kt· Red line
167 kt
TRIPLE
· White triangle120 rpmINDICATOR
· Red line220 rpmNR + Nf1 + Nf2
· Yellow arc220 to 245 rpm· Green arc
245 to 290 rpm· Yellow arc
290 to 310 rpm· Red line
310 rpm· Red triangle
292 rpm(MAX. Nf)
SINGLE NR
· White triangle120 rpmINDICATOR
· Red line220 rpm· Yellow arc
220 to 245 rpm· Green arc
245 to 290 rpm· Yellow arc
290 to 310 rpm· Red line
310 rpm
TORQUEMETER
-INNER RINGEng. 1 or Eng. 2· Green arc
o to 156 m.daN· Red line
156 m.daN
- OUTER RING
Eng. 1 and Eng. 2· Green arco to 156 m.daN
· Yellow arc156 to 217 m.daN
· Red line217 m.daN
330 Srn
02-38
1.6
Page 1
1.2 Engine monitoring instruments
FLIGHT MANUAL
INSTRUMENT MARKINGSVALUES
t4 TEMPERATURE
· Green arc400°C to 735°CINDICATOR
· Yellow arc735°C to 795°C· White triangle
750°C· Red line
795°C· Yellow hatched line
785°C· Red hatched line
830°C
Ng INDICATOR
· Green arc23000 to 32300 rpm· Yellow arc
32300 to 33350 rpm· Red line
33350 rpm· Yellow hatched line
33200 rpm· Red hatched line
34000 rpm· Red triangle
34860 rpm
ENGINE Oil PRESSURE
- PRESSUREAND TEMPERATURE
· Red line1.7 barINDICATOR
· Green arc1.7 to 6 bar· Red line
6 bar
- TEMPERATURE
· Yellow arc- 50°C to - 40°C
· Green arc- 40°C to + 120°C
· Red line120°C
FUEL PRESSURE
· Red line0.3 barINDICATOR
· Green arc0.3 to 1.2 bar· Red line
1.2 bar
FUEL CONTENTS
GAUGES- lH gauge
· Red line9061· Yellow arc
o to 90 I
- RH gauge
· Red line6591· Yellow arc
o to 90 I
NOTE : The yellow arc indicates the low level.
330 Srn
02-38
1.6
Page 2
1.3 Hydraulic system indicators
FLIGHT MANUAL
INSTRUMENT MARKINGSVALUES
LH and RH hydraulic
· Red line80 and 210 bar
pressure indicator
· Yellow arc145 to 165 bar· Green arc
165 to 195 bar
NOTE: These markings are displayed on both indicators corresponding to the
LH and RH main hydraulic power supplies.
1.4 Elecrical power supply indicators
INSTRUMENT MARKINGSVALUES
Direct current voltmeter
· White arc24 to 29 V· Red line
28.5V
Alternating current voltmeter
· Green arc109 to 121 V
1.5 MGB oil temperature indicator
INSTRUMENT MARKINGSVALUES
MGB temperature indicator
· Red line125°C· Yellow arc
115to 125°C
MGB oil pressure indicator
· Red arco to 0.8 bar (0-11 psi)· Green arc
0.8 to 4.5 bar(11-65 psi)· Yellow arc
above 4.5 bar(65 psi)
2 INSCRIPTIONS AND PLACARDS
2.1 VNE curve
A hinged placard on the instrument panel visor.
2.2 Collective pitch
A hinged placard on the instrument panel.
330 Srn
02-38
1.6
Page 3
FLIGHT MANUAL
1.7 - EQUIPMENT LIMITATIONS
1 AUTOMATIC PILOT
The automatic pilot is usable throughout the flight envelope.
2 LANDING GEAR
Tire inflation pressure (Iow pressure).
- Minimum : 82 psi (5.7 bar)- Maximum : 87 psi (6 bar)
3 WINDSHIELD WIPERS
Never operate the wipers when the windshield is dry.
4 LANDING LIGHT
Do not deploy the landing light before the air velocity drops below 110 kt (200 km/h). The airvelocity is not limited once the light is deployed. Do not use for overlong periods.
5 PITOT HEAD
When on ground, switch on the heating system only to comply with the check list.
330 Sm
02-38
1.7
Page 1
FLIGHT MANUAL
SECTION 2
STANDARD PROCEDURES
TABLE OF CONTENTS
2.0 GENERAL Pages
1 USING THE FUEL ANTI-ICING ADDITIVE 12 OPERATION IN VERY COLD WEATHER 1
2.1 BEFORE FLIGHT
1 BEFORE FLIGHT CHECKS 12 ENGINE STARTING 33 CHECKS AFTER STARTING 8
2.2 TAXIING - TAKE-OFF - CLIMB
1 TAXil NG 12 CHECKS BEFORE TAKE-OFF 13 TAKE-OFF 2 R4 CLIMB 3
2.3 IN FLIGHT
1 CRUISE FLIGHT 12 MANOEUVRING 23 FLIGHT AT HEAVY GROSS WEIGHT 24 INSTRUMENT FLIGHT RULES 25 FLIGHT IN TURBULENT ATMOSPHERE 36 OPERATING THE DOORS IN FLIGHT 3
2.4 APPROACH - LANDING
1 DESCENT AND APPROACH 12 LANDING 13 OPERATION ON A SLOPE 44 GO-AROUND 5
2.5 AFTER LANDING
1 SHUT DOWN PROCEDURE 1
2.6 OPERATION IN HIGH WINDS
1 STARTING 12 ROTOR BRAKING 13 GROUND HANDLING 1
330 Srn
07-35
2.P
Page 1
FLIGHT MANUAL
Pages
2.7 OPERATION IN HOT CLIMATES 1
2.8 ENGINE POWER ASSURANCE CHECK
1 IN FLIGHT ENGINE POWER CHECK 12 ENGINE THERMAL LOAD CHECK 2
330 Srn
02-38
2.P
Page 2
FLIGHT MANUAL
2.0 - GENERAL
1 USING THE FUEL ANTI-ICING ADDITIVE
Fuel used on the 330 Sm must contain and anti-icing additive for operating in temperaturesbelow O°C.
The adding of an anti-icing additive conforming to the French specification AIR 3652 (orequivalent foreigh specifications) must be carried out using the following proportions:
Minimum concentration in an already full fuel tank: 0.035% by volume.Minimum concentration in the fuel before it is used to refuel the aircraft: 0.06% by volume.
- The additive conforming to the specification AIR 3652 is mainly designed to be used withJP4 and JP5 fuels (TR4 and TR5).JP4 military fuel (AIR 3407) normally contains this additive.
- If there is doubt about the level of concentration of additive in the fuel, the fuel should bedrained and replaced by fuel containing the additive in the prescribed proportions.
- Refer to the additive supplier's instructions for the method of incorporating the substance.
2 OPERATING IN VERY COLD WEATHER
2.1 Before engine start
- Carry out the first steps for warming up the aircraft.
- Take the precautions which will ensure satisfactory battery operation.
2.2 Engine start
- Start engines according to standard procedures.
- If the oil pressure indicator light stays on, shut down the engines immediately and warmthe oil cooler.
- Carry out a 5-minute ground run at flight idle.
- Monitor the flexible hose unions on the servocontrols, the hydraulic pumps and thewheel brakes.
2.3 Before take-off
- Monitor the engine oil pressures while gradually applying power.
- Carry out a few slow and slight movements of the flying controls while monitoring thehydraulic pressures.
- Switch off the AP hydraulic system and check for binding and chattering when carryingout the same movements of the flying controls as before.
2.4 In flight
- Calculate precisely the density altitude when the time come to fix the collective pitchlimit.
330 Sm
02-38
2.0
Page 1
FLIGHT MANUAL
2.1 - BEFORE FLIGHT
PRECAUTIONS TO TAKE IN HIGH WINDS(See also "Operating in high winds" in para. 2.6)
Do not leave the aircraft out in the open if there is a risk of wind velocities above 45 kt.
Do not move the aircraft on the ground without first immobilizing the blades if the wind velocityis above 30 kt.
Avoid starting to spin the rotor in wind velocity above 40 kt unless it is absolutely necessary.
Position the aircraft facing into wind + 450 and remove the blade immobilizing devices justbefore engine start. -
In this case, authority is given to keep the rotor brake applied up to 15000 rpm gas generatorrating in order to reduce the period of the critical phase for the rotor blades.
1 BEFORE FLIGHT CHECKS
1.1 Before the first flight of the day
Check that the inspection before the first flight of the day has indeed been performed.
1.2 External checks
- .The condition of the surrounding area.- Obstacles which might interfere with the spinning rotor or taxiing.- No foreign objects.- Aircraft heading relative to the wind direction.- General condition of the main rotor blades.
- Main rotor head- Hydraulic reservoirs- Engines- MGB- Fire extinguisher bottles- Cowlings- Inspection doors and panels- Tail rotor blades- TGB- Tail rotor guard- Landing gear
- Fuel tank filler caps- Static vents and Pitot tube- Fuselage, tail cone, pylon
: Level of tanks: Level: Blanks removed, oil level: Oil level: Safety valve and discharge indicator not visible: Locked, pins in position: Oil level: General condition: Oil level: Condition, attachment: Tyre pressures (visual inspection),condition, brakes, piping.Castoring lock flag not visible.
: Closed and locked: Blanking plugs and covers removed: General condition
330 Srn
02-38
2.1
Page 1
FLIGHT MANUAL
1.3 Internal checks
ICABIN I- Crash axe- Fire extinguisher- Battery- Panels on electrical equipment
box and flight controls unit- Access doors
- Safety cable
/COCKPIT I- Jettison panel and door- Flight control rigging pin holes- Battery voltage
- Extinguisher- Fuel shut-off control levers- Hydraulic hand pump lever
: In place: In place: Connected (knurled nut tightened)
: Closed: Check that: the doors are not locked
Snap wire installed on jettison lever.: Condition - Effectiveness of elastic cord
Cable engaged after passengers embarked.
: Snap wire installed on jettison control: Blanked off: Above 25V (if less than 25V refer to Chap. 5
of Maintenance Manual): Safety pin installed: Snap wire installed: In place
CAUTION: DO NOT RELEASE THE ROTOR BRAKE WHEN ROTOR BLADES AREFOLDED
IPILOT I- Check the state of the parking slot and the surrounding area.- No obstacles to interfere with the spinning rotor and the manoeuvring of the taxiing
aircraft with rotor spinning.- Area clear of paper, rags, leaves ...- Orientation of the aircraft (heading relative to the wind).
330 Srn
02-38
2.1
Page 2
FLIGHT MANUAL
2 ENGINE STARTING
2.1 General
The engines may be started using either:
- The aircraft battery (self-starting), or- 28 VDC ground power unit, or- 115 VAC (400 Hz) ground power unit.
CAUTION: IT IS RECOMMENDED TO SWITCH OFF ONE TR WHILE CONNECTINGAN AC GROUND POWER UNIT. HOWEVER, BOTH TR ARE TO BESWITCHED ON FOR STARTING THE ENGINES.
- CHECK AFTER EACH ENGINE START THAT:
THE TR ARE CORRECTLY COUPLED TO THE AIRCRAFT MAINSBY CHECKING THAT THE VOLTAGE OF EACH ONE TAKENSEPARATELY THEN CONNECTED TOGETHER IS NORMAL.
The first step to take in the 3 cases is to switch on the battery and alternator switches onthe overhead panel then immediately pull on the button resetting the artificial horizon (AC).
The electrical panel in the overhead panel and the caution-warning panel on the instrumentpanel should appear as follows:
2.1.1 With aircraft battery :
Overhead panel switches :
- BATT ]
- ALTERNA T. 1- AL TERNAT. 2 To "ON"- TRU. 1- TRU. 2
Warning panel lights on
Indicator lights on in the overhead panel:
- Inter-bar warning light- TRU. 1- TRU. 2- ALTERNA T. 1- ALTERNA 1. 2
Nor-:<0cooc:i('f)
:>:2
OMG •... D~ HYD.LH HYDRH O@)D D
MGB-PHYD.LHHYD.RHAP.HYDELECNAVDOOR
(if open)
330 Sm
02-38
2.1
Page 3
FLIGHT MANUAL
2.1.2 With 28 VDC ground power unit
Overhead panel switches: Indicator lights on in the overhead panel:
- BAIT ]
- ALTERNAT. 1- ALTERNAT. 2 To "ON"- TRU. 1- TRU. 2
- TRU. 1- TRU. 2- BATT- AL TERNA T. 1- AL TERNAT. 2
Warning panel lights on
MGB-PHYD.LHN
HYD.RH1I1 sus BAR0 ,...:AP.HYD(0 co ELEC0 c:j NAV
(") i5::> :2:
COWLcri(0
DOOR
l()0c:j
(if open)(")
::>:2:
2.1.3 With 115 VAC ground power unit *
Overhead panel switches: Indicator lights on in the overhead panel:
- BAIT ]
- ALTERNA T. 1- ALTERNAT. 2 To "ON"- TRU. 1- TRU. 2
- ALTERNA T. 1- AL TERNAT. 2
Warning panel lights on :
MGB-PHYD.LHHYD.RHN
AP.HYD0
I,...:
ELEC' ,
(0 co NAV0 c:j(")
COWL::> :2:
DOOR
(if open)
- AC voltages. Three-phase:
109 V to 121 V
. Single-phase 26 V(*) See "CAUTION" quoted at thebegenning of the paragraph (2.1 General)
330 Srn 2.1
02-38 Page 4
FLIGHT MANUAL
2.2 Checks to be carried out
Carry out the following checks in the order laid down in the check list.
NOTE: Take advantage of the indicator light test to adjust their brightness according tothe ambient light conditions.
TEST CHECK
Breaker ON
Check all panels
Overhead electric panel lights
Test, all lights out
Warning-caution panel lights
"NORM-DIM" switch as required
Engine instrument panel
Depress the TEST lights push-button.. All lights come on :+ POWER 1 and POWER 2+ FIRE 1 and FIRE 2+ 1 and 2 FUEL SHUT-OFF COCKS+ Pilot DIFF NG red light
Engine fire warning
ENG.1 (2) FIRE TEST switch to TEST. FIRE 1 (2) + NORM + EMERG. +FUEL SHUT-OFF COCK lightscome on.
- Audible warningENG. 1 (2) line TEST switch to ON.Check: FAIL light comes on.
Landing gear lights
2 sets of lights DAY-night as required.
Landing gear warning
- Depress the test push-button:The L1GWARN lights flash.
Fuel transfer light
Put the switch (restrained by a locking(With external ground power unit)
catch) to the LH side then to the RH side.The light should come on to show that thepump is energized.
R
330 Sm
07-35
2.1
Page 5
FLIGHT MANUAL
TEST CHECK
Gauges
Depress TEST, the pointers deflect.Check their return to their initial position.
Engine ovespeed
Depress the TEST push-button.. OVSP.1 and OVSP.2 lights go out thencome on .. The NORM light comes on at the end ofthe test.
Checking the ENG.1 and ENG.2 monitoring
"GOV1" and "GOV.2" lights are out.lights
Moving the flying controls with the rotor
See para. 3.2spinning
2.3 StartinQ the enoines
2.3.1 Starting and relighting limits
- Starting may be attempted throughout the flight envelope.· without any restriction when the ground power unit is used,· with a warm battery (O°C or above) for OAT above - 30°C,· with a battery at ambient temperature for OAT above - 15°C
- Relighting may be attempted throughout the flight envelope.
2.3.2 General starting instructions
- The engines may be started in any order.- The engine should be cranked after an unsuccessful starting.- Do not attempt to start or crank the engine more than 3 times consecutively. This is to
prevent the starter from overheating.After 3 attempts, wait 20 minutes before trying again.
- Crank the engine before starting if the residual t4 exceeds 1000e with an OAT above30oe.
330 Srn
02-38
2.1
Page 6
FLIGHT MANUAL
2.4 Cranking
Cranking is to be carried out after an unsuccessful start, in order to perform variouschecks, or before starting when residual t4 exceeds 100°C and OAT above 30°C.
For cranking:
- Fuel flow control lever Off- Crank switch On
. Do not crank the engine for more than 15 seconds
. monitor the increase in Ng
CAUTION: DO NOT CRANK THE ENGINE WITH THE FUEL SHUT-OFF COCKCLOSED.
2.5 Starting procedure
2.5.1 Starting Engine 1 (or 2)
- Booster pumps On· "PRESS" light out· pressure checked
- Fuel flow control lever In start detent· POWER 1 (or 2) light.. On· ENG P1 (or 2) light On
- Start push-button press to start· t4 at 750°C or less· POWER 1 (or 2) light.. Out· rotor should start to spin before Ng reaches 5700 rpm
CAUTION : IMMEDIATELY SHUT DOWN THE ENGINE IF THE ROTOR HAS NOTSTARTED TO SPIN.
· S1 light goes out at Ng = 15000 rpm· OVSP 1 light goes out at NR = 60 rpm approx. (Nf equivalent)· ENG.P1 light goes out at 25 psi (1.7 bar)· MGB P light is out· RHP and LH.H.MP lights out
- Fuel flow control lever In forward position· t4 at 750°C or less during acceleration
2.5.2 Starting Engine 2 (or 1)
- Booster pumps On· "PRESS" light out· Pressure checked
- Fuel flow control lever In start detent· POWER 2 (or 1) Iight.. On· ENG P2 (or 1) light On· DIFF Ng light On
330 Sm
02-38
2.1
Page 7
FLIGHT MANUAL
- Start push-button Press to start· POWER 2 (or 1) light.. Out· GOV 2 light. Check out· S2 light out at Ng = 15000 rpm· OVSP 2 light goes out at NR = 60 rpm approx.· ENG P2 light goes out at 25 psi (1.7 bar)
- Fuel flow control lever In forward position· t4 at 750°C or less during acceleration· THROT light Out· DIFF.Ng light Out
NOTE: CHECKING THE FREEWHEELS
After starting the 2nd engine and moving the fuel flow control lever forward,check that the associated freewheel is operating correctly. This is shown by adecrease in the Ng and in the torque of the 1st engine started and an increaseof these same parameters for the 2nd engine. It can also be confirmed bygradually reducing the fuel flow control lever of the 1st engine started andmaking sure that the rotor speed does not drop by more than 1 to 2 rpm (0.4 to0.8%).
CAUTION: WHEN THE FUEL FLOW CONTROL LEVER OF THE 2ND ENGINESTARTED IS MOVED FORWARD, IF THE NG OF THIS ENGINE DOESNOT INCREASE TO REACH THE NG OF THE 1ST ENGINE STARTEDOR,AS THE NG OF THE 1ST ENGINE GRADUALLY DECREASES, IF THEROTOR SPEED DROPS BY MORE THAN 2 RPM:- KEEP OR IMMEDIATELY RETURN THE FUEL FLOW CONTROL
LEVER OF THE 1ST ENGINE STARTED FULLY FORWARD IN THEFLIGHT POSITION.
- SHUT DOWN THE 2ND ENGINE STARTED THEN THE 1ST ENGINE,ONCE THE SECOND HAS STOPPED.
- REFER TO THE MAINTENANCE MANUAL.
3 CHECKS AFTER STARTING
- Check P2 dual check-valve and P2 air bleed system for leaks.· Engine 1 fuel flow control lever Forward· Engine 2 fuel flow control lever Ground idle· Cabin heating valve Open
Check:· Hot air is discharged through the ventilation outlets· The t4 temperature of Engine 1 increases by approx. 20°C
- If there is no airflow through the ventilation outlets, there is a fault in the P2 air bleedsystem (a leak or the P2 air bleed valve is jammed in the closed position).
- If the t4 temperature does not increase on opening the P2 air bleed valve, there is a fault inthe dual check-valve, on the engine side at idle rating.
Carry out a symetrical check. Engine 1 with the FFC lever in the ground idle position, and Engine 2 with the FFC in the
forward position.
330 Srn
02-38
2.1
Page 8
FLIGHT MANUAL
RR 3 A
Add the following Note at the end of paragraph 2.5.2 "Starting engine 2 (or 1)":
NOTE:After starting the second engine. apply the following procedure
for each transformer-rectifier (TR):
- make sure that the TR circuit breakers are closed .
. set voltmeter switch to TR1-(2).
- set TR2-(1) switch to OFF.
- check that battery voltage is higher than 28 volts.
330 Srn
07-45
2.1
Page 8*RR*
FLIGHT MANUAL
- Booster pum ps Test
· Set both pumps to OFF for each engine in turn.The engine PRESS light should come on.
· Check that the corresponding PRESS light goes out when each pump separately is set toON.
- Power loss indicating system Test
· Depress the TEST switch and check that the PW. CAPT,DIFF.NG, POWER 1 and POWER 2 lights come on in turn.
- Bleed valves Test offset threshold
· Depress the collective pitch push button onceOFFSET light is on
· Depress the collective pitch push button a secondtime OFFSET light goes out.
3.1 Check the free movement of the flying controls with rotor spinning
Carry out a check of the flying controls by moving the cyclic pitch stick and the yaw controlpedals 2 to 3 cm (do not exceed this figure for the yaw control pedals). If desired, one maycontinue to the lateral cyclic control stop and to the longtitudinal blade stops subjects to theneed to do so with care when the aircraft is facing into wind.
NOTE: When the flying control check is carried on the ground with the rotor stopped,check the droop restrainers are well engaged.
When it is noticed after flight that a droop restrainer is not well engaged, inspectthe pitch change arms to check that there has been no interference (marks onthe pitch change arm).
330 Sm
02-38
2.1
Page 9
FLIGHT MANUAL
3.2 Automatic pilot checks (Pilot)
Energize the circuits by pressing on the light of anyone of the channels on the AP controlpanel (the illumination of the indicators is incorporated in these lights). Only then is itpossible to engage the desired channels.
Y - R - P channels engaged- Depress pushbutton on pilot's stick to switch off AP.
Y - R - P channels engaged- Depress push button on copilot's stick to switch off AP.
Y - R - P channels engaged- BEEP-TRIM forwards: The stick moves forward
P indicator forwards· Brief disengagement of loads : Indicator returns to 0
Stick returns to neutral positionRepeat the same steps rearwards: To achieve the same results.
- BEEP-TRIM to the left: The stick moves to the leftR indicator to the left
· Brief disengagement of loads: Indicator returns to O.
Stick returns to neutral positionRepeat the same steps to the right: To achieve the same results.
- Knurled HOG button to the left: Y indicator to the left.· Push lightly on the RH pedal: Indicator returns to o.Repeat the same steps to the right: Action on the LH pedal.
Switch off the AP for taxiing.
® rn [I] m@@ m€»m
©@0 e
0cO(Clco0ci('I)>~ HDG
Ic~I@@
~IIIUllllr~©IYAW TRIM I
330 Sm
02-38
2.1
Page 10
FLIGHT MANUAL
2.2 - TAXIING - TAKE-OFF - CLIMB
1 TAXIING
- Parking brake Released- Nose wheel.. Free (unlocked)- Position the cyclic stick slightly forward and apply the collective pitch just sufficiently to start
rolling.- Reduce the collective pitch to the low pitch position- Steer the aircraft using the yaw control pedals- Check the wheel brakes.
CAUTION: THE AIRCRAFT WILL TEND TO BANK TOWARDS THE OUTSIDE OF A TURNESPECIALLY WHEN IN THE CROSSWIND POSITION. NEUTRALIZE THISTENDENCY USING THE CYCLIC STICK, TAKING CARE NOT TO HAMMERTHE BLADE DROOP RESTRAINERS.
- Stopping the aircraft: as the parking brake is not progressive, it should not be applied untilafter the aircraft has come to a complete stop, except when the pilot considers it necessary.
Taxiing should be conducted with the AP disengaged and the artificial loads to ON. The AP willbe engaged just before take-off and switched off after landing in order to prevent the stick beingdisplaced by the automatic trim.
NOTE: At gross weights above 14800 Ib (6.7 t), continuous oscillations may appear on theUG. The oscillations do not diverge and can be made to disappear by putting the cyclicstick slightly forward while taking care not to bring the rotor blades back to the pointwhere they may touch the droop restrainers. An askew nose wheel is an aggravatingfactor.
2 CHEKS BEFORE TAKE-OFF
- Parking brake As required (normally released)- Warning-caution panel Alllights out- Pressures and temperatures Checked - pointers in the green sector- OAT and pressure- Engage "YRP" functions of the AP- Heating system OFF- Red warning lights Alllights out- Torquemeter Set to 1 + 2
NOTE: Pointer 1 indicates total torque (Engine 1 + 2), pointer 2 indicates the torque ofEngine 2.
- Bleed valves Threshold offset
NOTE: The bleed valve threshold offset is not mandatory when the external conditionsallow correct engine performance in hover flight with bleed valves closed (headwind, no rainfall, etc ... ).
330 Srn
07-35
2.2
Page 1
R
NOTE:
3 TAKE-OFF
FLIGHT MANUAL
Check the battery voltage:· before takeoff,· throughout the flight at intervals of no more than 10 minutes,· just before the landing procedure.
- If the voltage is higher than 24 V, continue the flight.- If the voltage is equal to or less than 24 V, apply the instructions given in
Section 3.2, paragraph"5. ELECTRICAL POWER SYSTEM FAILURES5.3 Double transformer-rectifier failure"
RRRR
RRRRR
Given the diverse capablities of the helicopter and the different missions it is required toundertake, the take-off pattern chosen by the pilot will be governed by the heliport, the aircraftweight and weather conditions at the time of take-off.
Procedures other than those given below may be used if the take-off weight is below thatextrapolated from the performance in the hover OGE on one engine at 2 min 30 power rating(see Section 4 "PERFORMANCE").
If there has been hard braking before take-off, keep the UG down for at least 5 minutes.
In the hover with a RH lateral CG, it is recommended to avoid cross or tail winds above 20 kt.
NOTE : A single pilot should occupy the RH seat in order to reach the wheel brakes;however, it is then recommended to leave the UG down. In this case, the airvelocities are reduced by 5 % and fuel consumption in level flight is increased by 5%.
3.1 Transition to the hover
3.1.1 With automatic pilot (standard procedure)
- Gradually increase the collective pitch until the aircraft hovers.- Rest the feet on the control pedals without applying any load.- Stabilize the hover overriding the artificial loads.- Cancel the loads as required.- Check that :
· The power parameters: Torque or Ng do not exceed the limit values.Pitch is at 16.5° or less.
· t4 temperatures.· Engine ratings.· Rotor speed.· Artificial horizons, silhouette set to zero.
3.1.2 Without automatic pilot
The same procedure but maintain heading using the yaw control pedals.
330 Sm
07-35
2.2
Page 2
R
FLIGHT MANUAL
RR 3 A
The Note at the end of paragraph 2. "CHECKS BEFORE TAKEOFF": is modified and completed
as follows:
NOTE: Check the battery voltage:
-Before takeoff. apply the following procedure for each TR:
-make sure that the TR circuit breakers are closed.
-set voltmeter switch to TR1-(2),
-set TR2-(1) switch to OFF,
-check that battery voltage is higher than 28 volts.
Then
-throughout the flight at intervals of no more than 10 minutes
-just before the landing procedure.
-If the voltage is higher than 24 V. continue the flight.
-If the voltage is equal to or less than 24 V. apply the instructions given in
Section 3.2. paragraph 5.3 "Double transformer-rectifier failure".
330 Srn
07-45
2.2
Page 2*RR*
FLIGHT MANUAL
3.2 Take-off from unobstructed around
. Take-off path clear of obstructions.
Do not take-off at a weight greater than that authorized for the hover IGE according to thepressure altitude and temperature (see Section 4).
From the hover at 13 ft (4 m) and after checking the collective pitch value.
- Increase the collective pitch by 1° while not exceeding the maximum authorized power(defined by the maximum De - Not according to the limiting altitude) giving a nosedown attitude of between 5° to 8°.
- From Vy minus 10 kt (18 km/h):· reduce the nose-down attitude to reach and stablize at Vy,· cancel the artificial loads,· adjust the power as required without exceeding the first limit reached.
3.3 Take-off from ground lined bv obstructions or having obstructions in the take-off path
The take-off path must permit a safe landing if an engine fails.
The maximum take-off weight must take into account the lie of the land and the height ofthe surrounding obstructions. Generally speaking, the recommended weight is that whichpermits the hover aGE.
From the hover IGE :
increase the collective pitch as required without ever exceeding the maximumauthorized pitch.
- climb until just above the highest obstruction.
When the aircraft is at the required height, place it into forward flight according to theprocedure specified in paragraph 3.2.
4 CLIMB
- Landing gear Retracted (See NOTE 1).. 3 green lights are out
- Power As required. do not exceed :
16.5° collective pitch, max. torque, or max. Ng.
- Bleed valve Normal threshold
- t4 temperatures Checked
- Heating system As required
330 Sm
07-35
2.2
Page 3
R
FLIGHT MANUAL
- Recommended airspeeds: Vy
. 70 kt at zero density altitude with a linear decrease of 1 kt per 1000 ft density altitude.
or
. 130 km/h at zero density altitude with a linear decrease of 6 km/h per 1000 m densityaltitude.
REMINDER: If there is any hard braking during taxiing, leave the landing gear down forat least 5 minutes.
330 Sm
02-38
2.2
Page 4
FLIGHT MANUAL
2.3 - IN FLIGHT
1 CRUISE FLIGHT
1.1 Level flight on two engines
The normal cruising pitch is 15°.Fast cruising pitch is :
. 15.5° for a density altitude of 3300 ft (1000 m) or less .
. 16° for a density altitudes above 3300 ft (1000 m).
The VNE is calculated before flight and referred to in the LIMITATIONS section and on theinstrument panel.The maximum endurance speed: 70 kt (130 Km/h).The collective pitch for obtaining the maximum range: 14° to 15,5°.This pitch is recommended when flying over the sea.
1.2 Fuel transfer
It is recommended to transfer fuel from the LH group of tanks (LH Engine) into the RHgroup (RH Engine) when the RH group contents have reduced to about 550 I (145 US gal. 120 Imp. Gal.) or 950 Ib (430 kg).
If the fuel is transferred later, the low level warning light corresponding to the LHlongtitudinal tank may come on during the transfer even though the total amount of fuel inthe LH group is greater than 90 I. (24 US Gal - 20 Imp. Gal.) or 155 Ib (70 kg). The reasonis that the total flow rate of the LH transfer pump and booster pump is greater than thatfrom the LH jet pump.
If this is the case, stop the transfer. Resume the transfer when the jet pump has increasedthe level of the longtitudinal contents to well above 90 I. (24 US Gal. - 20 Imp. Gal.) or155 Ib (70 kg).
It is recommended to leave a slight difference between the two groups of tanks (20 to 30 I.- 5 to 8 US Gal. - 4 to 7 Imp. Gal. - 35 to 55 Ib - 15 to 25 kg) to prevent simultaneousunpriming of the two supply systems when operating near the absolute fuel limits.
Generally speaking, the satisfactory operation of the transfer pump will be seen from thecontents gauges of the two groups of tanks. In fact, cruising at low altitude, the amount offuel in the group receiving the transfer should remain more or less constant.
If the transfer pump fails, check that there is sufficient fuel to complete the mission. If this isnot the case, return to the take-off base.
330 Sm
02-38
2.3
Page 1
FLIGHT MANUAL
2 MANOEUVRING
2.1 Turning "IN FLIGHT"
Use the heading change button to change heading during a transit if the change is only afew degrees (applies to a standard control box).
This procedure allows precise corrections but, if one demands too great a heading change,it has the disadvantage of causing the aircraft to sideslip for rather a long time before itstabilizes.
If a substantial heading change is required:
- either apply pressure on the yaw control pedals and bank the aircraft using the stick,- or use the cruise function by simply banking the aircraft using the stick.
This function is effective once the bank angle exceeds 5 to 7°. However, for bank anglesgreater than 30°, it may be necessary to use the yaw control pedals to achieve acoordinated turn. This function automatically becomes inoperative at an IAS below 60 kt(110 km/h).
3 FLIGHT AT HEAVY GROSS WEIGHT (ABOVE 6.7 tons or 14700 Ib)
- Avoid sudden manoeuvers and turns using more than 30° bank angles.
4 INSTRUMENT FLYING
The following flight parameters are recommended :
With APWithout AP (failed)or with AP in turbulence
Minimum air
Level flight55 kt (100 km/h)velocity
descent 65 kt (120 km/h)
Climb
65 kt (120 km/h)
Maximum air
Speed achieved in level flightSpeed achieved in level flightvelocity
at 15° collective pitchat 13° collective pitch
Rate of descent
1650 ft/mn (5 hm/mn) or less1650 ft/mn (5 hm/mn) or less
Bank angle
40° if the weight 14800 Ib20°(6700 kg) or less30° if the weight is above14800 Ib (6700 kg)
330 Sm
02-38
2.3
Page 2
FLIGHT MANUAL
4.1 Approach to landing in IFR conditions
The optimum speed for the descent and approach is 100 kt (180 km/h).The aircraft decelerates on setting up a 100 nose-up attitude over a distance of 3300 to4000 ft (1000 to 1200 m).
The following actions are not recommended :
- releasing the artificial loads as a matter of routine- carrying out turns by cancelling the cyclic stick loads either by the BEEP-TRIM switch or
by releasing the artificial loads.- changing the bank attitude of the spherical repeaters.- flying close to VNE.
NOTE: If the AP fails in the pitch axis, the pilot should react immediately as the loss ofaltitude in cruise flight could reach 500 ft (150 m) in several seconds.
5 FLIGHT IN TURBULENT ATMOSPHERE
Reduce speed according to the degree of turbulence, particularly if the aircraft is heavy.
6 OPERATING THE DOORS IN FLIGHT
Operating the doors in flight, and flight with the doors locked open is authorized from 0 to150 kt (0 to 275 km/h).
CAUTION: BEFORE OPERATING THE DOORS AND PARTICULARLY ABOVE 53 kt
(100 KM/H), OPEN THE CLEAR-VISION PANELS 6- 8 cm IN ORDER TOAVOID UNCOMFORTABLE FLUCTUATIONS IN THE CABIN PRESSURE.
330 Srn
02-38
2.3
Page 3
FLIGHT MANUAL
2.4 - APPROACH - LANDING
1 DESCENT AND APPROACH
1.1 Descent
- Collective pitch As required. Nr less than 290 rpm
NOTE1: The minimum rate of descent for a given pitch angle is achieved at Vy.
NOTE 2: At altitudes above 13100 ft (4000 m) approx., the free turbine speed may remainequal to the rotor speed up to the maximum permissible rotor speed with poweroff (310 rpm). Therefore, it is necessary to increase the collective pitch slightly inorder to bring the rotor speed and Nf to 292 rpm or below (maximum timeallowed = 20 seconds at speeds above 292 rpm).
The rotor speed limitation is 310 rpm, but above an NR of 295 rpm the alternator speedslead to frequencies which prejudice the performance of electronic equipments.
1.2 Final approach
- Landing gear Down· Recommended speed: below 110 kt (200 km/h) IAS· Landing gear control switch downwards· Red travel indicator light comes on then goes out· 3 green lights come on
- Heating system Off
- Bleed valve Threshold offset
NOTE: The bleed valve threshold offset is not mandatory when the externalconditions allow correct engine performance in hover flight with bleed valvesclosed (head wind, no rainfall, etc... ).
2 LANDING
Landing procedures may be employed which differ from those given below if the landingweight is below that extrapolated from the chart dealing with aircraft performance in thesingle-engine hover OGE at 2 min 30 power rating (see 4.1 page 5).
Except in the case of a landing on a slope, land with:
- Nose wheel unlocked- Wheel brakes off.
330 Sm
02-38
2.4
Page 1
FLIGHT MANUAL
Landing gear warning lights2 "UG WARN" lights on the instrument panel flash when:
- the air velocity is below 55 kt -0 kt / +10 kt (100 km/h -0 km/h / +20 km/h) and the UG isnot locked DOWN.
Switch off the AP for taxiing.
2.1 Landing area without obstructions
- Carry out a standard approach arriving at 50 ft (15 m) with an IAS of 43 kt (80 km/h) anda rate of descent of 500 ft/mn.
- Slowly bring the speed back to 30 kt (50 km/h) and reduce the collective pitch to continuethe descent and arrive at a height of about 15 ft (5 m) at 30 kt (50 km/h) IAS.
- Increase the collective pitch to soften the landing.
- After contact with the ground, avoid large movements of the cyclic stick which mustremain more or less in the neutral position.
- Switch off the AP.
- Brake normally.
2.2 Landing area lined with obstructions
The landing path must permit a safe landing in the event of an engine failure.
That said, the aircraft weight can complicate matters and, therefore, try not to enter the avoidarea defined in Section 1.3 page 3.
- Carry out a standard approach to arrive at 100 ft (30 m) above the obstructions, an IAS of40 kt (70 km/h) and a rate of descent of 300 Wmn (90 m/mn) or less.
- Maintain a constant value of collective pitch.
- Adopt a 10° approx. nose up attitude on the approach to the landing area and maintain thisattitude until the speed comes back to 30 kt (50 km/h). If an engine fails, monitor the rotorspeed and keep it at or above 250 rpm.
- Adopt a 5° nose up attitude to further reduce the speed and set the pitch to a value whichgives a rate of descent of 100 Wmn (30 m/mn) down to about 40 ft (12 m) above ground ata low airspeed.
- Continue the descent while maintaining, if possible, a slight forward speed.
- Gently start to apply the collective pitch at between 20 and 30 ft (6 and 9 m) to soften thecontact with the ground and reduce the ground speed as required.
330 Sm
02-38
2.4
Page 2
FLIGHT MANUAL
- When the wheels have touched the ground, reduce the collective pitch and apply thebrakes normally.
- Switch off the AP immediately after the landing.
2.3 Running landing
If this type of landing is carried out, the landing distances (clearing a 50 ft (15 m) obstacle)given in the AIRCRAFT PERFORMANCE Section do not include the landing run.
If a firm landing area clear of obstructions is available, a running landing is possible whichreduces the round-out vibrations. To do this:
- Gradually reduce the airspeed during a very flat round-out after checking that the nosewheel is locked and the parking brake is off.
- Then adopt a 50 nose up attitude at approx. 30 kt (50 km/h) and reduce the collectivepitch as required for a soft landing at around 20 kt (40 km/h).
- Reduce the collective pitch and switch off the AP immediately after landing.
- Carry out progressive braking.
- Unlock the nose wheel to allow manoeuvring on the ground (it may be necessary to gentlyapply power to ease the load on the nose wheel).
2.4 Landing on soft ground
CAUTION: IT IS MOST INADVISABLE TO LAND INTENTIONALLY WITH FORWARD
MOVEMENT ON SOFT GROUND (SNOW OR DEEP MUD).
- If a landing is carried out on soft ground, great care must be taken not to move the aircraftforward once the wheels have touched the ground. The snow or mud can accumulate infront of the wheels at the slightest forward movement.
Procedure:
- Combine the slow reduction of the collective pitch with a slow backwards movement ofthe stick so as to counteract the forwards tilt of the main rotor shaft assy.
NOTE 1 : Landings on snow are always delicate.Distrust:
- Powdered snow: risk of zero visibility.- Superficially frozen snow: risk of sudden sinking.- Packed snow: risk of skidding after contact.Always keep a dark object among the visual reference points on the ground.
330 Srn
02-38
2.4
Page 3
FLIGHT MANUAL
Be ready to climb away if losing all visual contact with the ground.
It is inadvisable to use landing areas covered with gravel which can damagethe rotor blades.
3 OPERATIONS ON A SLOPE
3.1 Starting and stopping
Limitations for starting and stopping the engines on a steep slope are as follows:- 5° sideways- 10° facing the slope uphill.
LANDING AND TAKE-OFF
Landing and take-off with rotor spinning on slopes with a maximum gradient of 12° facingthe slope and 8° sideways is permitted.
Procedure:
Before landing, apply the parking brake and lock the nose wheel ( this last point notobligatory).After a final approach into wind, turn the aircraft in the hover so that the steepest gradient,up the slope, lies between 9 o'clock and 12 o'clock relative to the aircraft. Allowing for theslope of the plane of the three wheels in the hover (aft and to starboard), this will producethe smallest tilt when the aircraft first touches down.
As the aircraft starts to tilt when the first wheel touches down, counteract the tilt of the rotor
by moving the stick towards the top of the slope. When all three wheels have toucheddown, fully reduce the collective pitch while returning the stick to neutral. If necessary, theaircraft may be landed in a direction other than that defined above but only if the gradientdoes not exceed 8°.
NOTE: After stopping for several hours on a steep slope, the fuel may flow back from the-- longtitudinal tank of the LH group to such an extent that the booster pump is
uncovered. This is due to imperfect sealing of the valves. If so, the pilot will noticethis when starting the engines : starting the booster pump will not extinguish theLH engine warning light.
330 Sm
02-38
2.4
Page 4
FLIGHT MANUAL
Procedure:
Start the RH engine for a few minutes. As soon as it has started, start the transfer pumpfrom the RH group of tanks to the LH group and every 2 minutes or so, re-start the LHengine booster pump for a few seconds until it is primed again. In the worst case, thisoperation will last about 10 minutes. Do not switch the transfer pump off until after take-off.
4 GO-AROUND
For the overshoot, carry out a standard translation to forward flight as for after take-off :
- Increase the collective pitch, if necessary up to the first limit reached while adopting a 5° to8° nose up attitude.
When the airspeed reaches 70 kt (130 km/) :
- Adjust the power as required without exceeding the first limit reached.
330 Srn
02-38
2.4
Page 5
FLIGHT MANUAL
2.5 - AFTER LANDING
1 SHUT DOWN PROCEDURE
CAUTION: DO NOT USE THE "EMERGENCY" FUEL SHUT-OFF COCKS TO SHUTDOWN THE ENGINES EXCEPT IN AN EMERGENCY.
- Parking brake Applied, lever up- Nose wheel Locked, as required- Cyclic stick In neutral position- Collective pitch friction lock Applied- Radio comms. and radio nav. equipment Off- Landing gear Safety pin in place- Pitot head heating and windshield panel
de-icing systems Off- Radio-altimeter. Off
Allow engines to stabilize at full low pitch (see Note 2) :. 1 minute if the OAT is above - 1DOC
. 2 minutes if the OAT is below - 1DOC.
- Fuel flow control lever :
. Fast reduction gate Set
- Booster pump Off- Fuel flow control levers Both levers set to off
- Rotor brake Applied when NR reaches 12D rpm or less- All overhead panel switches Off
When two rotor braking applications have been carried out within 5 minutes of each other,wait 15 minutes after restarting the engine and spinning the rotor before once again applyingthe brake.
NOTE1: The "ROT.BR" light on the caution-warning panel comes on when the pressure is30 psi (2 bar) or above.
NOTE 2 : Engine stabilization times before shut-down could include taxiing time if the aircraftis taxied at low power, in low relative wind speeds and with a collective pitch closeto the low setting.
330 Srn
02-38
2.5
Page 1
FLIGHT MANUAL
2.6 - OPERATION IN HIGH WINDS
1 STARTING
- Point the aircraft a few degrees to the left of the wind direction (the wind blowing from theright of the aircraft).
Start the first engine with the rotor brake applied.
- Release the brake when Ng reaches 15000 rpm then accelerate the engine to get the rotorup to the operating rating.
- Start the second engine.
NOTE: If the rotor starts to spin before Ng reaches 15000 rpm, release the rotor brake andbegin to accelerate the engine when the START 1 or START 2 light goes out.
2 ROTOR BRAKING
- Point the aircraft a few degrees to the left of the wind direction (wind blowing from the rightof the aircraft).
- Leave the engines to stabilize at low pitch:· 2 minutes if the OAT is above - 100e· 3 minutes if the OAT is below - 100e
- Fuel flow control levers
· Fast reduction gate Set
- Booster pumps Off
- Fuel flow control levers Both levers to Off
- Rotor brake Applied for NR of 120 rpm or less
3 GROUND HANDLING
- Load the aircraft to the maximum extent.
- Avoid unfavourable slopes (combination of the slope and the wind direction which favoursoverturning ).
- Immobilize the aircraft and the rotor blades as soon as possible.
330 Srn
02-38
2.6
Page 1
FLIGHT MANUAL
2.7 - OPERATION IN HOT WEATHER
The following measures are recommended when operating in hot weather:
- closely monitor the t4 temperatures at heavy gross-weights,
- avoid operating with a tail wind,
- crank the engines 10 seconds after engine shut down when the OAT is above 30°C and it is notpossible to shut the engines down into wind.
330 Sm
02-38
2.7
Page 1
FLIGHT MANUAL
2.8 - ENGINE POWER ASSURANCE CHECK
1 IN-FLIGHT ENGINE POWER CHECK (Figure 1)
Engine power is checked in normal cruising flight at 15° collective pitch.
Place the aircraft in stabilized level flight (for a least 3 minutes) at normal cruising speed, 15°of collective pitch on two engines, all air consumers closed, preferably at an altitude wherethere is little or no turbulence.
NOTE: If the gas generator rating obtained in level flight on two engines is insufficient for apower check (less than 29500 rpm), slightly pull back the fuel flow control lever onone engine so as to obtain a sufficient gas generator rating on the other engine(29500 to 32000 rpm) before carrying out the 3 minute stabilization. The procedureshould then be repeated with the other engine.
TO BE NOTED:
· Torque values (see Note)· Gas generator ratings· Rotor speed· Pressure altitude
· OAT reading.
These measurements aretaken with the bleed valves
closed ("BLEED" light out)
NOTE: The torquemeter indicator is to be set to position "1" (red and white crosshatchedflag). Pointer "1" indicates engine NO.1 torque and pointer "2" indicates engine No. 2torque.
1.1 Using the chart
Enter the chart with the above parameters (Figure 1).
- From the indicated Ng (1) move horizontally to the left to intersect the measured OATcurve (2). Then move up to intersect the altitude pressure curve (3).
- Read across to the upper RH box.
- From the indicated torque value (4) move across to intersect the relevant NR curve (5).
- From this intersection move vertically into the upper RH box.
- Determine the intersection point (6) of the lines coming from the pressure altitude (3)and from the NR point (5).
NOTE: On the top RH graph, the heavy line separating the shaded from the white areacorresponds to the guaranteed power.The lines parallel to this line give the differences in mdaN relative to this power.
330 Sm
02-38
2.8
Page 1
FLIGHT MANUALExample:
- Ng = 31000 rpm (1)- Measured OAT = + 20°C (2)- Hp = 6000 ft (3)- Torque = 88 mdaN (4)- NR = 268 rpm (6)The point (6) is situated in the clear area of the upper RH box which indicates that thecheck is satisfactory and that the power is 3 mdaN above the removal criteria.
1.2 Interpretation of the results
When the point (6) is located in the shaded area, the engine is not providing the requiredpower. The difference between the point (6) and the removal criteria line shows the torqueloss expressed in mdaN.
The possible causes of this loss are:- a motor providing insufficient power
. either because of clogging which requires cleaning
. or because of damage.- measuring instruments possessing an error larger than normal- unfavourable flight conditions for an adequate check.
2 ENGINE THERMAL LOAD CHECK (Figure 2)
The preliminary requirements for this check are identical to those specified in paragraph 1 ofthis section (Engine power assurance check in flight).
To be noted:
· Ng· Measured OAT
· t4 temperatures.
2.1 Using the chart
Enter the chart with the above parameters (Figure 2)
- From the indicated Ng (1) move horizontally to the right to intersect the measured OATcurve (2).
- Plot the intersection (4) of the vertical line from (2) and of the horizontal line from theindicated t4 temperature.
Example:
- Indicated OAT = O°C
- Ng = 31000 rpm- t4 = 620°C
The point (4) is situated above the heavy straight line which indicates that the engine isserviceable.
330 Srn
02-38
2.8
Page 2
FLIGHT MANUAL
2.2 Interpretation of the results
When the point of intersection is below the heavy straight line the engine has exceeded theacceptable thermal load limit.
Before removing the engine, check:
- that the measured parameters are valid (indicators recalibrated if necessary)
- the condition of the compressor.
In all cases, flush the engine and repeat the check.
330 Srn
02-38
2.8
Page 3
FLIGHT MANUAL
6
8
10
12
14
15
4 2 0 (ftxl000)I\."
'\l\
I\.1\ - ..-.
1"\ I'1"-
"'I I\.
'",.-
..\" ,I, ,, ,\. Ir-~,"\\., -lo",-~ ""
~,,"',, , i'"\."\.
:-0..
".•.•..'" 1'\I\.....•
f~"'-~ ~.
"\
"-
'-l 1\.1'
J"-,~ ,"-
i"
"~ 1\.1"-
t
., ,I\.\.....• ,. I'..""\ -10
-5
o+5
+10
(OC) -45 -35 -20 -10 0 10 2030 29500, (m daNJ
70
60
90
80
100
110
120
I
0
=+-
71-Cr.p.m.} l- f-~
61:
..•.
67I
""
-o
o
32000
,J I11"0, I1I1, I'II, I II1I1 11J JIJII1
I(I'/ I 'Ir
i/II11"1 •
I1 I'/ I, J,~II/ , II1I
~I·JI II
[30! 0, I,I
.,
, '1/11III- I/V 11'J/ / 11, J/
/
III11 3 00)-1-/II
/1I 1,. 1II1 I II1 I I, II1 1I I
I I-, ) II./1
[1:1-1560
I J
V
1~ Cr.p.m., III1
1/1/I-11-'IVJ
-r1J
!j rI1,71/11:11J, Ill/ 1111.~?noo
Figure 1 - In-flight engine power check
330 Srn 2.8
02-38 Page 4
FLIGHT MANUAL
'"o
Ng( rpm)
3200
31000
3000
2900
50
t4(0 C)
60
70
I
,I
I~ I
I
1! .I.'/.'I'}/1//// I
i
, 7,'/, I j) !
U'// V//1/./
'/. I//II ~~~Vr/IVI~~~1- --
i-I -~ I, 1//1 1/
,
I~1//ij1III
'/I I!
'/ 1/// CJ'A)1// 0
r"1••••
- 1"jj ri2 /,//A.......:/
H.j1/!~Ij/O~
~r;V))/
VV - ../. j'U
AIII V/1/1h
r/1/ ' V~) jI //I I1/ / IU
11//.4I j,
h'I/1/1/1 ) IV 1/V
,.//A j
)
l/J1//,.I1) IVI.
j j ////If/l/
.Ij 1'1Ih
jII //!/I IjV
/I 1II
~V/I/ /IV 1/ /1 j~ ~~OJ~*~
I1 , 1
~~~
f--r:fJ, ~
I1"
,'11- '
I1-'•'/
,.1/) 1/I 'I 1I/j j 1/1/) 1/1/)1I III'••••..I
..•..•
1..••..
II
•..... I"""-
I1
" I1
"'" II
,
ISATISFACTORY1
'-iII
i"""-f I
1
I"I
=--'"'L~
.;3.,r
,1~
•.....:
'"
I
..•...I
,INCORRECT 1..•..•I
iI
I!.:-....
!!!"""'-
i!II••••..
Ii..•..•--- I
I ~
'---
!,,
1'-1..
Figure 2 - Engine therrnalload check
330 Srn
07-35
RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR
2.8
Page 5
FLIGHT MANUAL
SECTION 3
EMERGENCY PROCEDURES
CONTENTS
Pages3.1 EMERGENCY PROCEDURE
1 INTRODUCTION 12 AUTOROT ATIVE LANDING 13 SINGLE-ENGINE FAILURE 24 INTENTIONAL SINGLE-ENGINE SHUT DOWN AFTER A MALFUNCTION 55 ENGINE RELIGHTING IN-FLIGHT 56 ENGINE GOVERNING MALFUNCTION 67 FIRE IN FLIGHT 98 SMOKE IN THE AIRCRAFT 109 TAIL ROTOR FAILURE 1110 LANDING WITH LANDING GEAR RETRACTED 1211 ICING CONDITIONS 1212 EVACUATING THE AIRCRAFT 1313 SINGLE PILOT OPERATION 13
3.2 FAILURES INDICATED ON THE WARNING-CAUTION PANEL
1 TURBINE FAILURES 12 ROTOR BRAKE 13 MGB FAILURES 24 FUEL SYSTEM FAILURES 35 ELECTRICAL POWER SYSTEM FAILURES 46 DOORS OPEN INDiCATION 77 POWERPLANT SYSTEM FAILURE 8 R8 HYDRAULIC POWER SYSTEM FAILURE 99 FAILURE OF ANTI-ICING SYSTEM 10
3.3 INCIDENTS AND FAILURES NOT INDICATED ON THEWARNING-CAUTION PANEL
1 EXCESSIVE MGB OIL TEMPERATURE 12 POWER PLANT ABNORMAL OPERATION 13 LANDING GEAR RETRACTION FAILURE 34 LANDING GEAR DOWN IN EMERGENCy 35 AUTOMATIC PILOT VERTICAL GYRO PLATFORM FAILURE 46 COLLECTIVE PITCH INDICATOR FAILURE 47 AUTOMATIC PILOT SYSTEM FAILURES 58 PITOT -STATIC SYSTEMS FAILURE 6
330 Srn
07-35
3.P
Page 1
FLIGHT MANUAL3.1 - EMERGENCY PROCEDURES
1 INTRODUCTION
This section deals with procedures for classic incidents. However, the actions to take for eachincident must take into account the situation as a whole.
The following expressions are used according to the degree of urgency:
- LAND (or DITCH) IMMEDIATELY
- LAND AS SOON AS POSSIBLE: land at the nearest site at which a safe landing can bemade.
- LAN AS SOON AS PRATICABLE : a prolonged flight is not advisable. The choice oflanding site and the duration of the flight are decisions to be taken by the pilot.
2 AUTOROT ATIVE LANDING
REMINDER:
Intentional autorotative landings are forbidden.
2.1 On land
- Reduce the collective pitch to obtain an NR of 290 rpm or below
- Lower the landing gear.
- Lock the nose wheel.
- Zero the silhouette on the standby horizon, if necessary.
- Final approach into wind at 80 kt (150 km/h).
- Adopt a 15° nose-up attitude:. at around 130 ft (40 m) if the aircraft is heavy. at around 70 ft (20 m) if the aircraft is light.
- When approaching the ground. increase the collective pitch and let the nose-up attitudereduce to about 10° in order to keep a forward speed of about 45 kt at 15400 Ib (80 km/hat 7000 kg) on touchdown.
- Keep the stick in position when the main landing gear touches down.
- When the nose wheel touches down, reduce the collective pitch normally and apply thewheel brakes. (For an IAS below 32 kt or 60 km/h).
NOTE: On touchdown, the rotor speed may be so low that the AC power supplies and theAP cut-out (the battery bus remains supplied).
330 Srn
02-38
3.1
Page 1
FLIGHT MANUAL
2.2 Touchdown on water (without emergency flotation gear)
Follow the same procedure as for touching down on land but with the undercarriageretracted.
- On the approach, open the cargo bay doors.
- Reduce speed as much as possible before touchdown.
- Jettison the emergency exits on touchdown.
- Use the cyclic pitch stick to keep the aircraft level.
- Do not reduce the collective pitch - apply the rotor brake.
- Only unfasten the safety straps when the aircraft is in the water and has stabilized.
- Only inflate the life-jackets when clear of the aircraft.
3 SINGLE-ENGINE FAILURE
General procedure
- Symptoms:
· Illumination of 10lFFNG I
I ENG P1 I or I ENG P2
· Ng, t4 and torque indications decrease for the failed engine.
· Possible NR drop withillumination of
- Consequences:
I POWER 11 or I POWER 2 I
· After a single-engine failure, the power on the remaining engine increases automatically.NR reduces if the required power is greater than the 2 min 30 rating.
- Pilot actions:
. Given in the following paragraphs.
330 Srn
02-38
3.1
Page 2
FLIGHT MANUAL
3.1 Engine failure on takeoff
3.1.1 If the air velocity is less than 45 kt (83 km/h)
ABORT THE TAKEOFF
- Reduce speed.- Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm.- When approaching the ground, increase the collective pitch and reduce the nose-up
attitude (10° max.).- Continue increasing the collective pitch using the full travel range of the lever in order
to cushion the touchdown. (NR may then drop to below 220 rpm).- Place the aircraft in a level attitude after touchdown.
- Apply the wheel brakes to immobilize the aircraft.- Switch off the booster pumps on the failed engine.
3.1.2 If the air velocity is 45 kt (83 km/h) or greater
- It may be possible to continue the flight depending on the single-engine performanceat 45 kt and at Vy (see Section 4).
- Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm.- Select the climbing speed as required.
3.2 Engine failure in the hover OGE (Outside avoid area)
- Adopt a nose-down attitude (15 to 20°).- Reduce the collective pitch as necessary to prevent NR from dropping below 245 rpm.- It may be possible to continue the flight depending on the single-engine performance at
45 kt and at Vy (see Section 4).
3.2.1 Immediate landing
- As soon as the IAS reaches 30 kt (55 km/h) reduce the nose-down attitude taking carenot to exceed 40 kt (74 km/h).
- At about 20 ft or 6 m, reduce the speed by adopting an nose-up attitude not exceeding10°.
As soon as the aircraft begins to sink on approaching the ground :- Apply the collective pitch using the full travel range of the lever in order to cushion the
touchdown.
After touchdown:- Place the aircraft in a level attitude.
- Apply the wheel brakes to immobilize the aircraft.
330 Sm
02-38
3.1
Page 3
FLIGHT MANUAL
3.2.2 Continuing the flight
- As soon as the IAS reaches 30 kt (55 km/h), reduce the nose-down attitudeprogressively while letting the speed increase to the lowest speed permitting levelflight.
Then:
Fly at Vy.Reduce collective pitch in an attempt to maintain level flight at the 30-minute powerrating.lAND AS SOON AS POSSIBLE.
3.3 Engine failure in cruising flight
- Reduce the collective pitch as necessary to keep NR at 245 rpm or above.- Switch off the heating and demisting system.- On the failed engine, select:
Booster pum ps Off. Fuel flow control lever Off
Depending on the aircraft weight ; SHORTEN THE FLIGHT OR lAND AS SOON ASPOSSIBLE.
3.4 Engine failure on the approach
- Reduce the collective pitch as necessary to keep NR at 245 rpm or above.- Switch off the heating and demisting system.- Booster pumps on the failed engine Off- Continue the approach.- Check:
landing gear. Down. Parking brake Released. Nose wheel locked (if a running landing is envisaged)
- Reduce airspeed to around 40 kt (74 km/h).- Keep NR above 245 rpm.
At a height of about 20 ft or 6 m :- Reduce speed (100 max. nose-up attitude).
As soon as the aircraft begins to sink on approaching the ground :- Apply the collective pitch using the full travel range of the lever in order to cushion the
touchdown.
After touchdown:- Place the aircraft in a level attitude.
- Apply the wheel brakes to immobilize the aircraft.
330 Srn
02-38
3.1
Page 4
FLIGHT MANUAL
4 INTENTIONAL SINGLE-ENGINE SHUTDOWN AFTER A MALFUNCTION
Pilot actions:
- Reduce the collective pitch to about 14°.- Switch off the heating and demisting systems.- Shutdown the engine (refer to Section 2 "STANDARD PROCEDURES")- Adjust collective pitch as required to comply with:
Torque and Ng limitations .. NR at 245 rpm or above.
If the weight, altitude and temperature conditions permit continued single-engine level flight:
- SHORTEN THE FLIGHT
Otherwise, LAND AS SOON AS POSSIBLE.
NOTE: Proceed as follows to draw fuel from the fuel tank group of the shutdown engine:
Fuel shut-off valve of the shutdown engine ClosedBooster pumps of the shutdown engine OnTransfer pump On
4.1 Loss of Free Turbine Governing Sensors of one Engine
Symptoms
IDIFF. NGllight comes on.Ng stabilized at idle rating.Zero torque on engine in question.
NR may drop and IPOWER 11 orl-P-O-W-E-R-21Iightmay come on.!G0V 11 or /GOV 21light of the engine in question may come on.
Actions
- Refer to paragraph 3: SINGLE-ENGINE FAILURE.- If the flight is continued:
Apply the procedure for INTENTIONAL SINGLE-ENGINE SHUTDOWN AFTER AMALFUNCTION.
5 ENGINE RELIGHTING IN-FLIGHT
CAUTION: IF AN ENGINE IS INTENTIONALLY SHUT DOWN AFTER LOSS OF THE FREETURBINE GOVERNING SENSORS, DO NOT RE-LIGHT THAT ENGINE.
- Reduce speed to approximately Vy.- Start the engine according to the standard procedure given in Section 2 (except for that
dealing with rotor spinning).
330 Srn
02-38
3.1
Page 5
FLIGHT MANUAL
6 ENGINE GOVERNING MALFUNCTION
6.1 Faults causing power anomalies
These power anomalies may originate from:- A gas generator speed (Ng) not varying from 28200 rpm (approx. 40% of max. power),or
- An Ng tending to increase up to the 2 min 30 rating,or
- An Ng oscillation.
The governor of the other engine reacts automatically to try to compensate for powervariations (up or down) on the affected engine.
In certain flight configurations (in particular low collective pitch) the power provided by theengine with the failed governing system may lead to a significant increase in the rotor speed,the protection against overspeed therefore shuts down the engine when the rotor speedreaches 318 rpm (120%).
Symptoms:
Theses faults are indicated by the following lights coming on :
a) IDIFF. NG I
b) + possibly IPOWER 11 or IPOWER 21
c) + possibly flashing jovsp, 1/ or IOVSP. 21 and engine shutdown.
Pilot actions:
- Maintain rotor speed between 250 and 270 rpm.
To do this:
. Increase the collective pitch if NR rises
. Decrease the collective pitch if NR drops
If only the I DIFF.NG I light comes on :
- Identifv the affected engine by varying the collective pitch until its IPOWER 1 I orIpOWER 2 I warning indicator light comes on.
330 Sm
02-38
3.1
Page 6
FLIGHT MANUAL
- Operate the fuel flow control lever of the affected engine to adjust the engine speed asrequired:
Reduce the fuel flow to decrease the engine speed .. Use the emergency governing range to increase the engine speed.
- SHORTEN THE FLIGHT and apply the following procedures for landing:
Set the torque indicator selector to TORQUE 1 (red and white hatched flag in thewindow) in order to monitor the torque of the affected engine.
Descent:
- Set the fuel flow control of the affected engine to the fast idle position.
Final approach:
- Move the fuel flow control of the affected engine forward until the torquemeter reads20%.
After landing, when the collective pitch is at 100 : shutdown the engine.
6.2 Redundancy loss
- Symptom:
· Illumination of indicator lights
- Analysis:
· Loss of governing redundancy,or
IGOV. 11 or IGOV. 2 I
Loss of one or both of the emergency power supplies of the engine governing units.
- Consequences:
There is no effect on :
· The engine power level,or
· The power supplies to the engine governing units.
- Pilot action :
· CONTINUE THE FLIGHT.
330 Srn
02-38
3.1
Page 7
FLIGHT MANUAL
6.3 Engine stopped due to overspeed
- Symptoms:
Engine 1 or Engine 2 stopped.IOVSP.11 or I OVSP.21 indicator lights flashing on the lower instrument panel.
- Pilot actions:
CONTINUE THE FLIGHT ON ONE ENGINE (Apply the instructions in paragraph 3 :Single-engine failure).
NOTE1: When necessary and depending on the type of failure that caused the engine tostop due to overspeed, it is possible to use that engine after relighting by movingthe fuel control lever to adjust the required power rating refer to aragraph 6.1).Before relighting the engine, depress I OVSP.1 I or OVSP.2 to reset theoverspeed protection device (starting is impossible when the light is flashing).
NOTE 2: If there is any doubt about the cause of the overspeed or if the engine stoppedwithout rotor overspeed being sensed, do not attempt to relight the engine until avisual check of the condition of the transmission system between the free turbineand the rotor has been carried out.
330 Srn
02-38
3.1
Page 8
FLIGHT MANUAL7 FIRE IN FLIGHT
7.1*
Fire in the engine bay * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *********
Symptoms:
Illumination of: IFIRE 11 or IFIRE 21 + HORN
The following warning indicator lights on the affected engine come on :- Fuel shut-off control
-I NORM I and I EMERG I on the engine panel.
********
******
IMMEDIATE ACTIONS
Aircraft on the ground : - Fuel shut-off cock closed
- Fight the fire from outside the aircraft using the groundextinguisher if possible, otherwise use the in-flight fireextinguishing procedure.
******
***********************
After take-off, in the hover or on the approach over a possible safe landing siteLAND IMMEDIATELY
Use the fire fighting procedure for an aircraft on the ground once the aircraft isimmobilized.
For all other in-flight casesSet a collective pitch and a speed which are compatible with a possible enginefailure (See para. 3)
Proceed as follows for the affected engine:Fuel shut-off cock Closed
NORMAL fire extinguisher switch (illuminated) Pushed inFuel flow control Shutdown positionHeating system OffBooster pumps Off
If the FIRE light goes out.. LAND AS SOON ASPOSSIBLE
If the FIRE light does not go out after approximately 10s:Start chronometer
. EMERG fire extinguisher switch (illuminated) Pushed in.
***********************
** If the FIRE light remains on after about 1 minute LAND IMMEDIATELY *
*****
Fight the fire from outside using portable extinguishers if available.****
****************************************************************
330 Srn
02-38
3.1
Page 9
FLIGHT MANUAL7.2 Fire indicating system failure
- Symptom:
. Illumination of indicator li9ht.. j FAIL I- Pilot actions:
Carry out the engine FIRE tests.
If one FIRE test is incorrect:- SHORTEN THE FLIGHT.
If the two FIRE tests are correct (line test failure confirmed) :- CONTINUE THE FLIGHT.
8 SMOKE IN THE AIRCRAFT
8.1 Smoke on the ground or in the hover over a possible landing site- LAND IMMEDIATELY
Then proceed as follows :Fuel flow control levers Shutdown positionAll electrical power switches OffBooster pumps OffOpen all doors.
8.2 Smoke In flight or in the hover with immediate landing impossible
8.2.1 Smoke in the cargo hold having a non-electrical origin
Fly at approximately VySwitch on fan
Open cockpit ventilation flapsClose bad-weather windows.LAND AS SOON AS POSSIBLE.
8.2.2 Smoke having an electrical origin
NOTE1: All consumers are isolated except those supplying essential services (PP3battery bus)
CAUTION: IF THE EMERGENCY ELECTRICAL CUT-OFF GANGBAR AND THE"BATI" SWITCH ARE SWITCHED OFF AT THE SAME TIME, THEELECTRICAL ENGINE GOVERNING SYSTEM IS NO LONGERSUPPLIED AND THE TWO ENGINES THEN GO TO AN INTERMEDIATERATING.
- On the overhead electrical management panel:EMERGENCY ELECTRICAL CUT-OFF gangbar RearwardsAll switches except BATI OffSpeed VyCockpit ventilation flaps and bad weather windows OpenPut the aircraft into a side slip.
330 Srn
02-38
3.1
Page 10
FLIGHT MANUAL
1st possibility - The smoke diminishes and stops
- Proceed in turn with the following steps which are intended to identify and isolate thefaulty component. Wait long enough between actions to check that smoke does notreappear.
EMERGENCY ELECTRICAL CUT-OFF gang bar and the3 corresponding switches BAT, ALT 1and ALT 2 FORWARDSAll electrical switches in turn ALT 1, ALT 2, TRU 1, TRU 2, ON
- Isolate the faulty circuit and leave the other switches ON.
2nd possibility - The smoke continues with only the BATT switch on
- Push the EMERGENCY ELECTRICAL CUT-OFF gang barand the 3 corresponding switches FORWARDS
- All switches on the overhead electrical systemmanagement panel.. ON
- BATT. switch OFF
In both cases : LAND AS SOON AS POSSIBLE depending on the results of the faultidentification and isolation actions and the extent of the smoke.
9 TAIL ROTOR FAILURE
9.1 Control cable failure
9.1.1 In the hover
- Immediately reduce the collective pitch setting.- Shutdown the two engines: FUEL SHUT-OFF levers CLOSED- Cushion touchdown as much as possible.- GENERAL CUT-OUT handle "EMERG CUT-OFF"
9.1.2 In forward flight
- Put the cyclic stick to the right to control the aircraft laterally and immediately reducespeed to about 110 kt (200 km/h) which permits a collective pitch setting of 13° withoutsideslip.
- Continue the flight until a site is found which permits a run-on landing.- On final approach, reduce the speed to about 30 kt (60 km/h) with minimum collective
pitch De = 110.
- Near the ground, slowly increase the collective pitch to 12°.- Maintain heading while controlling in the roll axis.
9.1.3 On a steep approach
Immediately the failure occurs, control the aircraft in the roll axis and rapidly increase thecollective pitch to 12° flying at approx. 70 kt (130 km/h) IAS.
9.1.4 In the climb
At 70 kt (130 km/h) IAS the sideslip following the failure is slight.
330 Sm
02-38
3.1
Page 11
FLIGHT MANUAL
9.2 Loss of tail rotor (sudden major rotational movement in the yaw axis)
- Enter autorotation immediately.
- Try to land the aircraft in full autorotation with the engines shutdown, at highest possiblerun-on speed compatible with the state of the ground and controlling the yaw with thewheel brakes.
- Pull the EMERGENCY CUT-OFF gangbar.
10 LANDING WITH LANDING GEAR RETRACTED
1) At the hover very near the ground (about 0.5 m - 2 ft), order all passengers to evacuatethe aircraft.
2) Look for an even site and enter the hover having used up almost all the fuel.
3) The copilot applies the parking brake, jettisons his door and shuts down one engineusing the fuel shut-off control lever. The pilot jettisons his door. All the crew except thepilot leave the aircraft.
4) Land carefully and slowly reduce the collective pitch in order to control a possibleresonance or tipping sideways.
5) When at minimum collective pitch, shutdown the second engine using the fuel shut-offcontrol lever, switch off the electrical power supplies using the GENERAL CUT-OUThandle, carefully apply the rotor brake and leave the aircraft when the rotor has stopped.
11 ICING CONDITIONS
CAUTION: REMEMBER THAT INTENTIONAL FLIGHT IN ICING CONDITONS ISPROHIBITED.
- Visible symptoms:
Frost appears on :
the upper part of the side and center windshield panels,the windshield wipers,the external jettison handles for the pilot and co-pilot doors.
- Pilot actions :
Switch on the anti-icing systems.Attempt to fly out of the icing zone as soon as one of the above symptoms appears.Check:
- Windshield anti-icing system ON- Pitot head heating systems ON
330 Srn
02-38
3.1
Page 12
FLIGHT MANUAL
12 EVACUATING THE AIRCRAFT
The access doors :
- Pilot's door
- Sliding doors- Co-pilot's jettison panel
are fitted with a rapid jettison system which is accessible from inside and outside the aircraft.
The rear hatch window (or the step door) serves as an emergency exit. This window isjettisonned from inside the aircraft by pulling the red nylon ring and pushing outwards. Thestep door opens by turning the jettison handle.
In the case of a prepared emergency landing, do not jettison the doors and emergencywindows before touchdown so as to avoid possible impact against the rotors.
13 SINGLE PILOT OPERATION
For each emergency requiring a second crew member (for example, fire in the cabin) : LANDIMMEDIATELY.
14 LIGHTNING STRIKE
CAUTION: REMEMBER THAT INTENTIONAL PENETRATION OF CLOUDS WITH ASUBSTANTIAL VERTICAL DEVELOPMENT IS PROHIBITED.
- Symptoms:Lightning and bangs accompanied or not by the following phenomena :
radio or ICS interference.
cutting-out of electric or avionic equipments.indications of erroneous compass headings.
- Action by the pilot :
Try to reset the equipments as required:. THE FLIGHT MAY BE CONTINUED
If significant vibrations begin:. LAND AS SOON AS POSSIBLE
330 Srn
02-38
3.1
Page 13
FLIGHT MANUAL
3.2 - FAILURES INDICATED BY THE WARNING-CAUTION PANEL
The warning-caution panel is shown below and the actions to take when a light comes on aregiven in the tables underneath.
o I ~ Elt.l ~ !IIE.P I ~ fill III Elt.! I
@ ~Mm ~ijI HYD.L I ~ HYD.R 111H LEY.R! @
~ PIT. L 11 [I ROT.~ ij [IA,P ,HID I] ~ PIT.R ~
LID [][J ~ti4Y, ij ~ TmoT I]
[I HEAT ~ OOJ I FIRE 211 BAT.r I
@ NORM ~ rrrmri1 TEST @0\ L0D7M~~ ~ fa
1 TURBINE FAILURES (see also SECTION 3.1)
ILLUMINATION OF INDICATED FAILUREPILOT ACTION
- Check
theoilpressureonthe
!ENG.1I pressure gauge.ENG 1 or ENG 2 oil
If failure confirmed:or
pressure dropSHUTDOWN THE ENGINELAND OR GET BACK TO ANIENG.2
I EMERGENCYLANDINGSITEON ONE ENGINE.
2 ROTOR BRAKE FAILURES
ILLUMINATION OF INDICATED FAILUREPILOT ACTION
[ROT.BR I
- In flight
Pressure on the brakeCheck rotor brake lever position
discIf in free position:
LAND AS SOON AS POSSIBLE- On the groundNo pilot action.The light can come on as a matterof course.
330 Sm
02-38
3.2
Page 1
FLIGHT MANUAL3 MGB FAILURES
3.1 MGB oil pressure drop
Indication: ~B.P I- MGB.P light comes on on the warning- caution panel
ICheck the oil
If a landing is possible:
temperature gauge. LAND
ExcessiveIf landing is dangerous:
r- temperature
Normal
· Set up 70 kt (130 km/h) IAS
'--· reduce collective pitch to a value
temperatureappropriate to the flight
I· LAND WITHIN 15 MINUTES
CONTINUE THE FLIGHT while paying close attention to the MGBmonitoring instruments
3.2 Excessive MGB oil temperatureT
- MGB E light comes on on the warning-caution panelM
Indication:
Oil temp. gauge reads 125°C or above.
Pilot action:
I SET UP 70 kt (130 km/h) IAS
Normal temperature
CONTINUE THE FLIGHTtowards the destination while
paying close attention to theMGB monitoring instruments
I Temperature remains high
. If possible:lAND
. 11landing is dangerous:lAND AS SOON AS POSSIBLE.MUST lAND WITHIN 30 mn *
* NOTE: The absolute limit is 3 hours, instead of 30 mn, for aircraft fitted with:- MGB: 330A.32.3000 (all dash numbers)
or
- MGB : 330A.32.2000, after the embodiment of either of the followingmodifications:
MOD 0751089 (MGB accessory driving system by clutching on LHaccessory channel). e,MOD 0751097 (MGB without external power supply)
330 Sm
02-38
3.2
Page 2
FLIGHT MANUAL
4 FUEL SYSTEM FAILURES
ILLUMINATION OF
I FUEL I
PRESSURE DROP
INDICATED FAILURE
Pressure dropor
Low level in a group oftanks (less than 90 I)
PILOT ACTION
- Check indications on the fuel panel toconfirm failure
TRANSFER PUMP~~L~I.~ ~." ~ "".~ ~
~©)~tOFUE©~ElO)~©)~ TEST
Check that the booster pumps are switched ON.
If a failure is confirmed on the two booster pumps, descend to below 10000 ft (3000 m).The supply of fuel by direct induction is assured up to this height. CONTINUE THEFLIGHT.
CAUTION: IF THE BOOSTER PUMPS FAIL, FUEL IS TRANSFERRED FROM THETRANSVERSAL TANK TO THE LONGTITUDlNAL TANK BY GRAVITY. FORTHIS REASON, THERE IS A GREATER QUANTITY OF FUEL REMAININGWHEN THE INDICATOR LIGHT COMES ON (THAN IF TRANSFER IS MADEBY INJECTOR. 230 I. INSTEAD OF 90 I.)
LOW FUEL LEVEL
If possible: TRANSFER.
Otherwise: LAND BEFORE THE GAUGE READS "ZERO".
NOTE: In the LH or RH group, the low level warning light comes on if there is more than90 I. remaining when flying in heavy turbulence, or when the nose-up or nosedown attitude is substantial or when braking while taxiing. The light should go outafter several minutes of smooth stabilized flight. It will only come on again in theseconditions when there is the normal quantity of fuel remaining.
330 Sm
02-38
3.2
Page 3
FLIGHT MANUAL5 ELECTRICAL POWER SYSTEM FAILURES
INDICATED FAILURE
Battery Overheating
ILLUMINATION OF
I BATTo I
IELEC
PILOT ACTION
- Check indicator reading to confirm failure- BAT switch Set to OFF
. If light goes out: LAND ASSOON AS PRACTICABLE
. If light remains on: LAND ASSOON AS POSSIBLE
Failure of an alternator - Check indications on the overhead panelor transformer-rectifier to confirm failure.
2
o<XicoIS)ac:i'":>::;
oALTERNATOR FAILURE
o~o
6
7
8
oIf an alternator fails, the two systems are connected in parallel and supplied from the otheralternator which is capable of supplying all power consumers.
This failure is detected by the indicator light (6) coming on. Proceed as follows:Switch off the failed alternator (switch 7).
- Attempt a reset by depressing the corresponding push button (5) for 3 seconds.Put the alternator back on-line.
If the failure persists:Switch off the failed alternator and CONTINUE THE FLIGHT as such ; all powerconsumers continue to be supplied by the on-line alternator.
NOTE: If it is a low frequency or under-volting fault, the failure warning lights may comeon momentarily without tripping the system.
5.1 Transformer-Rectifier Unit (TRU) failure
If a TRU fails, it is isolated from the system.All power consumers are supplied via the second TRU. Shed the cabin service connectorand all the strong consumers not necessary to continue the flight.
330 Sm
02-38
3.2
Page 4
FLIGHT MANUAL
RR 3 A
All the paragraph 5.1 is modified as follows:
5.1 Transformer-Rectifier Unit (TRU) failure
A failed TR or related circuit is indicated as follows:
- Caption IELEq comes on on warning panel.
- Indicator light "TR1" or "TR2" (2) comes on on panel 5 ALPHA.
Pilot's action:
- When TRl and TR2 switches are set to the normal position:
. if the circuit breakers are correctly closed:
SWITCH OFF THE FAILED TR (1) SWITCH.
NOTE: The "ELEC" and "TRU" indicator lights may come on due to TRU
overheating. Try to bring the TRU back on-line once it has cooled down.
if a circuit breaker is open:
TRY TO RESET THE TRANSFORMER-RECTIFIER.
IN THE TWO CASES. CONTINUE THE FLIGHT.
330 Srn
07-45
3.2
Page 4*RR*
RC a
Modify paragraph 5.1 as follows:
5.1 Transformer-Rectifier Unit (TRU) failure
If a TRU fails. it is isolated from the system.
All power consumers are supplied via the second TRU. Shed the cabin service connector
and all the strong consumers not necessary to continue the flight.
This failure is detected by the indicator light (2) coming on. Then proceed as follows:
- Switch off the failed TRU
- CONTINUE THE FLIGHT as such.
NOTE: The "ELEe" and "TRU" indi cator 1ights may come on due to TRU overheati ng. Try
to bring the TRU back on-line once it has cooled down.
CAUTION: THIS PAGE MAY ONLY BE REMOVED FROM THE MANUAL ONCETHE MODIFICATION 0727198 HAS BEEN EMBODIED.
330 Srn
07-45
3.2
Page 4*RC*
RC a
Modify paragraph 5.3 as follows:
5.3 Double transformer-rectifier failure
In this highly improbable case. the aircraft loses only a part of the DC utilities
whi ch are not essenti a1 for ai rcraft safety. The essenti a1 servi ces conti nue to be
supplied by the aircraft battery (essential busbars PP3. PP4. PP7. PP10 and PP18).
The table below gives the services still suppled by the battery. The total consumption
of these services permits a flying time of 15 or more minutes without requiring
intentional load-shedding.
Pilot Action:
If the TR power supply circuit breakers on the electrical cabinet are open. try once
to close them as follows:
• set both TR control switches on the overhead panel to OFF (the TR1. TR2. ELEC and
bus tie indicator lights come on).
• shed the high consumer circuits to prevent further disconnection.
• reset the TR three-phase circuit breakers.
• set both TR switches on the overhead panel to ON (the indicator lights should go
off) .
- If the two indi cator 1ights are off and the battery voltage is 28 V. the TRs
power the aircraft normally. Continue the flight and check the battery voltage
regularly (every 10 minutes).
-If the TR circuit breakers are closed and the battery voltage is still below
24 V.
or- If it is impossible to reset the two TRs:
• 1imit the use of the 1andi ng 1ight. the wi ndshi e1d wi pers and both engi ne
"normal and emergency" fuel pumps to 5 minutes during the landing phase.
• if possible:
- switch off the anti-collision light and the Pitot head heating system.
- reduce the electrical power consumption .
• monitor the battery voltage closely.
• land as soon as possible.
CAUTION: IF THE BATTERY VOLTAGE DROPS TO 22 VOLTS. A COMPLETE POWER FAILURE MUST
BE ENVISAGED:
ADOPT A FLIGHT CONFIGURATION THAT CAN BE ENSURED WITH 85% NG.
ONLY THE SELF-CONTAINED NR INDICATOR ON COPILOT'S SIDE REMAINS AVAILABLE.
CAUTION: THIS PAGE MAY ONLY BE REMOVED FROM THE MANUAL ONCE THE
MODIFICATION 0727198 HAS BEEN EMBODIED.
330 Srn
07-45
3.2
Page 5*RC*
FLIGHT MANUAL
RR 3 A
Modify paragraph 5.3 as follows:
5.3 Double transformer-rectifier failure
Indications:
- Caption IELEq comes on on warning panel.
- Indicator lights "TR1" and "TR2" come on on panel 5 ALPHA.
Consequences:
In this highly improbable case. the aircraft loses only a part of the DC utilities
which are not essential for aircraft safety. The essential services continue to be
supplied by the aircraft battery (essential busbars PP3. PP4. PP? PP10 and PP18).
The estimated discharge time is 25 minutes.
Pilot's action:
If the TR power supply circuit breakers on the electrical cabinet are open. try
once to close them as follows:
set both TR control switches on the overhead panel to OFF (the TR1. TR2. ELEC and
bus tie indicator lights come on);
shed the high consumer circuits to prevent further disconnection.
reset the TR three-phase circuit breakers.
set both TR switches on the overhead panel to ON (the indicator lights should go
off).
- If the two indicator lights are off and the battery voltage is 28 V. the TRs
power the aircraft normally. Continue the flight and check the battery voltage
regularly (every 10 minutes),
. If the TR circuit breakers are closed and the battery voltage is still below
24V.
or
. If it is impossible to reset the two TRs:
limit the use of the landing light. the windshield wipers and both engine
"normal and emergency" fuel pumps to 5 minutes during the landing phase.
If possible:
- switch off the anti-collision light and the Pitot head heating system.
- reduce the electrical power consumption.
monitor the battery voltage closely.
LAND AS SOON AS POSSIBLE.
CAUTION: IF THE BATTERY VOLTAGE DROPS TO 22 VOLTS. A COMPLETE POWER FAILURE MUST BE
ENVISAGED. ADOPT A FLIGHT CONFIGURATION THAT CAN BE ENSURED WITH 85% NG.
ONLY THE SELF-CONTAINED NR INDICATOR ON COPILOT'S SIDE REMAINS AVAILABLE.
330 Srn
07-45
3.2
Page 5*RR*
FLIGHT MANUAL
This failure is detected by the indicator light (2) coming on. Then proceed as follows:- Switch off the failed TRU and CONTINUE THE FLIGHT as such.
NOTE: The "ELEC" and "TRU" indicator lights may come on due to TRU overheating. Tryto bring the TRU back on-line once it has cooled down.
5.2 Double alternator failure
This event is highly improbable, but the essential services continue to be supplied if it shouldhappen:
- a static inverter provides AC (fuel gauges),- the aircraft battery provides DC.
Pilot action: refer to the double TRU failure.
5.3 Double transformer-rectifier failure
In this highly improbable case, the aircraft loses only a part of the DC utilities which are notessential for aircraft safety. The essential services continue to be supplied by the aircraftbattery (essential busbars PP3, PP4, PP7, PP10 and PP18).
The table below gives the services still suppled by the battery. The total consumption ofthese services permits a flying time of 15 or more minutes without requiring intentional loadshedding.
Pilot action :
- If the TR power supply circuit breakers on the electrical cabinet are open, try once to Rclose them as follows: R• set both TR control switches on the overhead panel to OFF (the TR1 J TR2, ELEC R
and bus tie indicator lights come on), R• shed the high consumer circuits to prevent further disconnection, R• reset the TR three-phase circuit breakers, R• set both TR switches on the overhead panel to ON (the indicator lights should R~~. R
- If the two indicator lights are off and the battery voltage is 28 V, the TRs power the Raircraft normally. Continue the flight and check the battery voltage regularly (every 10 Rminutes). R
- If the TR circuit breakers are closed and the battery voltage is still below 24 V, Ror R
- If it is impossible to reset the two TRs: R• limit the use of the landing light, the windshield wipers and both engine R
"normal and emergency" fuel pumps (if installed) to 5 minutes during the landing Rphase. R
• if possible: R- switch off the anti-collision light and the Pitot head heating system, R- reduce the electrical power consumption, R
• monitor the battery voltage closely, R• land as soon as possible. R
330 Sm
07-35
3.2
Page 5
FLIGHT MANUAL
CAUTION: IF THE BATTERY VOLTAGE DROPS TO 22 VOLTS, A COMPLETE RPOWER FAILURE MUST BE ENVISAGED: RADOPT A FLIGHT CONFIGURATION THAT CAN BE ENSURED RWITH 85% NG. RONLY THE SELF-CONTAINED NR INDICATOR ON COPILOT'S SIDE RREMAINS AVAILABLE. R
Alt/ft N~ limitations20000
31540317063187232300323003230032300
17500
30212305443087631374318723230032300
15000
293822971430212305443104231374318723230012500
2888429050295482988030378308763120831540
10000
2822028552290502938229880303783071031042313747500
2778828054285522905029382298803021230544308765000
273902778828220286182905029448295483021230544307102500
269582739027788282202861829050294482954829880302120
2656026958273902778828220286182905029448298803021230544-2000
2622826560269582739027788282202861829050294482988030212OATOC
-45-40-30-20-1001020304050
NOTE: Ng values that correspond to 650 kW on each engine.
5.4 Emergency cut-off
A "general cut-out" gangbar (8) switches off all electrical systems when necessary.
5.5 26 V I 400 hz primary transformer failure
ILLUMINATION OF INDICATED FAILUREPILOT ACTION
I NAV
I 26 V I 400 Hz primaryNO action is necessary.transformer failure
The stand by transformer takes over.
NOTE: The AP disengages normallyduring the transfer and it canbe re-engaged.
CONSUMERS SUPPLIED BY THE AIRCRAFT BATTERY IN THE EVENT OF A DOUBLEALTERNA TOR OR DOUBLE TRU FAILURE.PP3
Eng. 1-2 NG indicator
(12a)
Gnd pwr recept.Battery switchDirect.
Utility lightBatt.
Standby gov. Eng. 2Standby gov. Eng. 1Transponder
330 Srn
07-35
3.2
Page 6
R
FLIGHT MANUAL
PP4 GaugesCollective pitch indicatorPP7
Armament firingLanding light
(11a)
Armament releaseWarning-caution panelInstrument panel light 2
LH emerg. releaseBooster pump Eng. 1
Stand-by horizonBooster pump Eng. 2
Landing gearIndicator lights
RH pitot heatingGyrocompass
HSI2
PP10
Emergency flat.Overhead panel light
(3a)
Sling UG warningMGB control
Ext. tank gaugeStarting supply
Radio Altimeter
Start Eng. 1
UHF
Start Eng. 2Radio compass HF1
HFVOR
HoistVHF 1
OATVHF FM
Left PitotHSI1
GPSArmament firing
Cowling warning light
Armament releaseDME TransponderFire detect. Eng. 1
ICS
Fire detect. Eng. 2
ICS
Fuel pump Eng.1
RH ext. tank
Fuel pump Eng. 2Console lighting
Fuel indicatingStick compensation
Hydr. pressureLH pitot heating
Hydr. fluid levelRH emerg. release
LH ext. tankPilot Idg light control
Position lightsNavigation Switching
Cabin lighting 1 LH normal releaseRH normal releasePP18Engine 1 regul1Caution-warning panel supply
(33a)Engine 1 regul 2Batt. temp.
Engine 1 regul 3Governing RH engine
Overspeed LH Eng.Overspeed RH Eng.
LH engine GoverringEngine 2 regul 1
Eng. 1 and 2 fire ext.Engine 2 regul 2
Ng indicating Eng. 1 and Eng. 2Engine 2 regul 3
Eng. 1 and Eng. 2 indicatingTorQuemeter indicators
6 DOORS OPEN INDICATION
ILLUMINATION OF INDICATED FAILUREPILOT ACTION
I DOOR
IOne or both side doors
No action : this situation can occur as aare opened or are not
matter of course.
completely closed.
Make sure the doors are closed beforetakeoff.
330 Sm
07-35
3.2
Page 7
R
COWLEXT.PWR
Ground power receptacledoor is not closed
OR
Sliding cowling is notlocked.
FLIGHT MANUAL
ON GROUND:
Before takeoff, check that light is off(Ground power receptacle door closedand sliding cowling locked)IN FLIGHT:
Test circuit by depressing TESTswitch:
1 Light goes off: Ground powerreceptacle door is open.CONTINUE FLIGHT IFNECESSARY
2 Light remains on : sliding cowling isnot properly locked.LAND AS SOON AS POSSIBLEAND CHECK SLIDING COWLING.
7 FAILURES IN THE ENGINE SYSTEMS
7.1 Indicatina liaht of the fuel flow control lever- Symptom:
. The ITHROTllight comes on.
- Analysis:· One or both fuel control levers are not in the normal position for flight.
- Pilot action :· Check to see if the levers are in the correct position.
7.2 Power computer indicatina liaht- Symptom:
The ICALC I light comes on.
- Analysis:· Power computer failure.
· POWER 1 and POWER 2 and I DIFF. NG I indications are not working.
- Pilot action :
· Monitor the engine parameters.
7.3 I8ill caution Iiaht comes on- Analysis:
- Heating system temperature (P2) too high- Pilot action
· Switch off the heating system until the caution light goes off.
330 Sm
07-35
3.2
Page 8
R
FLIGHT MANUAL8 HYDRAULIC POWER SYSTEM FAILURES
a'DDDD@ [I I] I HID.L 11 HID.R IIH LEY.RI @
O[D]~ODDDODDDD
@NQRM 00 TEST @a\ L~D?IA ~ fa
ILLUMINATION OF
I HYD.L I
INDICATED FAILURE
Pressure drop in the LHsystem
PILOT ACTION
Pilot action in flight:Check the gauge pressure.If pressure is zero :LAND AS SOON AS POSSIBLE.
NOTE: The lower cylinder of the 3 mainservo-controls and the inner
cylinder of the tail servo-controlremain supplied by the RHsystem.
IHYD.R I IPressure drop in the RHsystemI
NOTE: The RH system is not available: themain servo-controls and the tail
servo-control are no longer suppliedby this system but they remainsupplied by the LH system.
Fluid level drops in theRH system
INOTE: The outer cylinder of the tail
servo-control is
automatically isolated.
I
IN FLIGHT: NO AUTO-PILOT.BEFORE LANDING : EXTEND THEL/G IN EMERGENCY USING THEPARTICULAR CAPACITY OF THERESERVOIR.
AFTER LANDING : WHEEL ANDROTOR BRAKING: LIMITED BY THEACCUMULATOR PRESSURE.
Pilot action in flight:. Check the gauge pressure.. If pressure is zero:
LAND AS SOON AS POSSIBLE.
Pilot action on the ground :The services are supplied normally bythe LH system.
2 possibilities can be envisaged :1) If the pressure CONTINUES TO
DROP : LAND AS SOON ASPOSSIBLE.
2) If the pressure remains STABLE(leak downstream of the electrovalve) :CONTINUE THE FLIGHT whilemonitoring the pressure.
330 Srn
02-38
3.2
Page 9
FLIGHT MANUAL
HYDRAULIC POWER SYSTEM FAILURES (Continued)
ILLUMINATION OF INDICATED FAILURE PILOT ACTION
I AP.HYDIPressure drop in the Auto /- Check that the "AP H pIt switch is toPilot hydraulic system ON.
- Closely monitor the hydraulic powersystems and the possible illuminationof the indicator lights.
- If there is no other anomaly:- Set the AP hydraulic switch to OFF
(collective pitch lever).- CONTINUE THE FLIGHT IF
NECESSARY without the AP.
If the failure is accompanied by a dropin pressure:- CARRY OUT THE ACTIONS
DESIGNED FOR THESE TYPES OFFAILURE.
lAP Defective operation of theyaw channel detected bythe yaw channel hydraulicdamping unit.
- Check that the AP safety switch isnot in TEST position.
If failure is confirmed :
- The relevant servo 1- Disengage the yaw channel (APunit receives no input control panel).data.
- IF NECESSARY CONTINUE FLIGHTunder these conditions.
NOTE:
9 FAILURE OF ANTI-ICING SYSTEMS
The damping unit maintains permanentmonitoring of the yaw channel which isautomatically cut off in the event of defectiveoperation.
,
ILLUMINATION OF INDICATED FAILUREPILOT ACTION
~
Failure of the PITOT- Check that "PITOT" heating systemPIT.R
system heating resistorswitches are set to "ON" position.or, "PITOT" heating system
- TAKE SPECIAL CARE TO AVOID
switch in "OFF" position
ICING AREAS.
330 Sm
02-38
3.2
Page 10
FLIGHT MANUAL
3.3 - INCIDENTS AND FAILURES NOT INDICATED ON THE WARNING-CAUTION PANEL
1 EXCESSIVE MGB OIL TEMPERATURE
(Refer to Section 3.2 Para. 3.2)
2 ENGINE SYSTEMS FAILURES
2.1 Oil temperature discrepancy
- Symptoms:· Indicated oil temperature is above the maximum permissible limit.
- Consequence: Engine possibly damaged.
- Pilot actions: Shutdown the engine and SHORTEN THE FLIGHT.
2.2 t4 temperature discrepancy
- Symptoms:· Sharp drop in t4 temperature, or abnormally high indicated t4 temperature.
- Analysis: Engine malfunction or indicator fault.
- Pilot actions: . Confirm the malfunction by reducing the fuel flow control setting for theaffected engine. An engine malfunction is identified if the Ng and t4vary in the same sense .
. SHORTEN THE FLIGHT.
2.3 Torquemeter failure
- Symptom:· Torquemeter readings obviously erroneous.
- Pilot actions:
If there is no torque indication for one engine, do not exceed half the max. continuoustorque on the other engine, Le. 40%.
If the torquemeter fails completely, use the following collective pitch table.
DENSITY ALTITUDE HOVERCLIMBLEVEL FLIGHT
(ft) 13000 and more1616°25
100001615°7516°
66001615°25
330015°514°75
01514°25
- 330014°513°7515°5
330 Srn
02-38
3.3
Page 1
FLIGHT MANUAL
2.1 Bleed valve fault
- Symptoms:
. 1st possibility: I BLEED I indicator light remains on with increasing power rating :- Ng above 28600 rpm (normal threshold)- Ng above 31540 rpm (offset threshold)
. 2nd possibility: I BLEED I indicator light remains off with decreasing power rating :- Ng below 27200 rpm (normal threshold)- Ng below 30880 rpm (offset threshold)
NOTE: Power rating values are given for an Hp = 0 and an OAT = + 15°C.These values vary slightly with external atmospheric conditions.
- Consequences:
. 1st possibility: Bleed valve open.Increased fuel consumption, power limited to max. continuous rating andincreased thermal fatigue .
. 2nd possibility: Bleed valve jammed in the closed position. Increased engine surginglikely.
- Pilot actions: Adapt the flight to the circumstances. Avoid rapid engine accelerations andflying with a tail wind.
NOTE: The jamming of the bleed valves at normal threshold leaves the engineunprotected against possible surging when hot air is recycled by a tail wind.
2.5 Fuel filter clogging
The failure is indicated by the "FILTER" light on the fuel management panel.
Reduce power on the corresponding engine using the fuel flow control until the light goesout.
Depending on the degree of clogging, it may be necessary to reduce to minmum power, thento shutdown.
NOTE: If it is not possible to reduce power due to the mission requirements, the flight cannevertheless continue because the filter by-pass will operate, but such actioncould damage the engine.
CAUTION: - PERHAPS ONLY ONE GROUP OF TANKS HAS BEEN CONTAMINATED.
THEREFORE, AVOID TRANFERRING FUEL.- CHECK THE POSITION OF THE CLOGGING INDICATOR (cargo hold).- AFTER LANDING : CARRY OUT THE APPROPRIATE CHECKS
CONTAINED IN THE MAINTENANCE MANUAL.
330 Srn
02-38
3.3
Page 2
FLIGHT MANUAL
3 LANDING GEAR RETRACTION FAILURE
If it is not possible to put the UG lever in the UG UP position:
- Land and taxy slowly in a straight line to check that the twin nose wheels are correctlycentered.
- Take-off and try once again to retract the landing gear. If it is still not possible to put thelever in the UG UP position, depending on the importance of the flight, complete themission with the UG down and carry out the checks later on the ground.
- If the cause of the malfunction is not apparent, do not continue to try to retract the UG ; thesystem is to be checked on the ground.
4 LANDING GEAR DOWN IN EMERGENCY
- The landing gear normal extension switch in the UG DOWN position JI- Indicating lights Abnormal indication
Operate the pin on the indicating panel in order tosee the 2nd set of lights.
I
If the malfunction is confirmed :
- CHECK that the clapper valve (LH side of co-pilot) is on "NORMAL".- PULL the emergency landing gear handle UPWARDS. (console).- OPERATE the hand pump until the landing gear is locked down.
CAUTION : DO NOT CARRY OUT THE EMERGENCY PROCEDURE BEFORE THELANDING GEAR NORMAL DOWN SWITCH IS PUT TO "UG DOWN".
330 Sm
02-38
3.3
Page 3
FLIGHT MANUAL
5 A P VERTICAL GYRO PLATFORM FAILURE
The automatic pilot receives roll and pitch information from the vertical gyro platform.
If there is a failure, the AP channels disengage and the system is no longer usable.
SWITCH OFF THE GYRO PLATFORMSwitch to OFF
6 COLLECTIVE PITCH FAILURES
Collective pitch indications - - - - - - - - - - - - - - -None
Check the electrical power supply (circuit breakers)
IN CRUISE FLIGHT
on two engines
Reduce the collective pitch to a value where thegas generator rating is less than 30000 rpm
I
I Continue the flight J
330 Srn
02-38
3.3
Page 4
FLIGHT MANUAL
7 AUTOMATIC PILOT SYSTEM FAILURES
7.1 Sudden failure of the AP
When there are sudden failures of the AP (maximum erroneous signal on one of the pitch orroll axes), the pilot is forewarned by a characteristic lurch. Thanks to the limited control of theAP, the pilot can take back the flight controls without having to switch off the AP (button onthe cyclic stick).
It is recommended that a pilot keep his hands on the flight controls in order to be able tocounteract an eventual failure in the shortest possible time. This advice is imperative at lowaltitude (less than 500 ft - 150 m) and in IFR conditions.
7.2 Jerking or abnormal commands on a channel
DISENGAGE THE AP
(cyclic stick)I
ENGAGE THE LANES AND FUNCTIONS
ONE by ONE until the faulty function is detected
7.3 Generalized jerking or abnormal hydraulic responses of the flight controls
DISENGAGE the APor SWITCH OFF the stabilization channels
I
i Put AP H P switch to "OFF"
330 Srn 3.3
02-38 Page 5
FLIGHT MANUAL
8 PITOT -STATIC SYSTEMS FAILURE
8.1 Total failure
This failure is highly unlikely to occur because the pilot and co-pilot systems areindependent.
When there is total failure of the 2 systems :
Maintain perfectly straight and level flight
Set the collective pitch to 140
Switch on the radio-altimeter
I LAND AS SOON AS POSSIBLE I
8.2 Failure of pilot or co-pilot pitot-static instruments(Aircraft equipped with a "standby static" system)
If there is a malfunction in the pilot or co-pilot static systems, it is possible to tap the staticpressure inside the cockpit.
The selector valves permitting the transfer are located on either side of the instrument panel.
If there is a malfunction affecting the pilot or co-pilot instruments:
- Close the shut-off valve of the affected system.
- Close the bad weather windows.
- Switch off the air conditionning.
NOTE: When using "STANDBY STATIC "air, the airspeed indicator over reads the actualIAS by about 28 km/h.The altimeter also over reads by as much as 150 ft (45 m).
330 Sm
02-38
3.3
Page 6
FLIGHT MANUAL
SECTION 4
AIRCRAFT PERFORMANCE DATA
CONTENTS
4 GENERAL Pages
PRESSURE ALTITUDE VERSUS DENSITY ALTITUDE GRAPH 2CALIBRATING THE PITOT-STATIC SYSTEM IN-FLIGHT - PILOT INDICATOR .4CALIBRATING THE PITOT-STATIC SYSTEM IN-FLIGHT - CO-PILOT INDICATOR. ..5CALIBRATING PILOT AND CO-PILOT ALTIMETERS 6ROTOR SPEEDS IN FULL AUTOROTA TION 7
4.1 PERFORMANCE IN THE HOVER
TWIN-ENGINE HOVER IGE 2TWIN-ENGINE HOVER OGE '" 3SINGLE-ENGINE HOVER IGE 4SINGLE-ENGINE HOVER OGE 5
4.2 PERFORMANCE IN THE CLIMB
TWIN-ENGINE RATE OF CLIMB AT 45 kt (83 km/h) IAS 2TWIN-ENGINE RATE OF CLIMB AT Vy 3SINGLE-ENGINE RATE OF CLIMB AT 45 kt (83 km/h) IAS .4SINGLE-ENGINE RATE OF CLIMB AT Vy (30 mn rating) 5SINGLE-ENGINE RATE OF CLIMB AT Vy (max. continuous rating» 6
4.3 SERVICE CEILINGS
SINGLE-ENGINE - 30 MINUTES RATING and Vy 2SINGLE-ENGINE - MAX. CONTINUOUS RATING and Vy 3TWIN-ENGINE - MAX. CONTINUOUS RATING and Vy .4
4.4 MAXIMUM RANGE IN FULL AUTOROTATION
At 70 kt (130 km/h) IAS 2
FROM CLEARING A 50ft OBSTACLE AT 45 kt OR 83 km/h IAS AND COMINGTO A COMPLETE STOP 3
330 Srn
02-38
4.P
Page 1
4.5 PERFORMANCE IN LEVEL FLIGHT
FLIGHT MANUAL
Pages
- AIRSPEED IN LEVEL FLIGHT AT A COLLECTIVE PITCH SETTING OF :
· 140 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 2· 150 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 3· 160 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 4
- HOURLY FUEL CONSUMPTION IN CRUISE FLIGHT WITHA COLLECTIVE PITCH SETTING OF :
· 140 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 5· 150 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 6· 160 •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 7
330 Srn
02-38
4.P
Page 2
FLIGHT MANUAL
4.0 - GENERAL
This section comprises performance characteristics of the aircraft with the following equipment:
- MAKILA 1A1 engines with long RH and LH engine exhaust nozzles.
- Large protective L/G fairings.
- Radome.
- Aerials.
330 Sm
02-38
4.0
Page 1
FLIGHT MANUAL
1.521.501.481.451.441.421.401.381.361.341.321.301.281.261.241.22
1.201.18
1
1.16
1.14
1.12
1.10
1.08
1.051.04
1.02
0.98
0.96-I I500e-40 -30 -20 -10 0 10 20 30 40
PRESSURE ALTITUDE VERSUS DENSITY ALTITUDE CHA~
Figure 1a -I metric units I
'-CA Y'\L' ----1.....r-••..A' ...-\ ./ 1...- I .....-1",-V / 17 Y ~ c.-"", I.
~I./ /"'\ "" ~"O~ 1--' -Y ~ t7~ -.- -
L ...,V .•••-- ...,1/ L.- 11 -~LL1 .v I.••• -- / ~ ~ ,--'A 1:' ~ 7, ~ V .~....- ~ 1r-Y / ~\ 1- ~ .•• ~ / 1./ ~---rr' 1/ A ~"\~ 1_~_~r-.k ~- 1_./1 ~ -I j,!.,?1 _ •. "-"'!--Llr<'( 1/ ." ~~ .--" l""""- ,F+1 L /\ ~ I ~ -::p ./ ~
, --;7"v I. .....,\_ I/T _./ I. ./ ~ - y b-,-.v ./ /f .••"p-;7'~ _~'.Y ~ 1..•••. C:7",-_V /1 A I_ ~ - y _" ./ / ,~ .?"' -I -::;>1/1~ v 1/ ./ /1" ~ :~/:;-.L 'j V /\,.. ~.v --' / ~ 1 -r ./L".:7 _ I.:;> / - "\ :; V ~ ~ / / ,- ./ --~/ :zr::;; - / / ~ ~1/>' ~ I. ~ - ~"I· './ ---'V I. A" ./ ./ / \ /1 7" / ./:0-1L1 / ./ / T--, -<'f'-v.« .••• ~ - -y- ~I--' ~~ /. __ ./ ~ ./ ~ 1-:;;.v ,~/ ./ ~\---L v / -" V ~./ A T7 ~ ~ -I -
tz V -:;>""-o,.L~ / 1 1--' ~ .••••.I / ~...- ,.. -' r / .••~- ./ ~ --" , .••• - ~ ~,1-2 1./ \ V "'" ~ I. ,./ 1 "....,~ 7"'~ / ./ 7 ' -"./ / -' [7 -::.--,:;7"~ t:;7::.... / / / 1 /j ..Y 2:12'../ ..i7 Y-1./ 1 ..•••0/ -0>
!~'./ /j "1 1; 17---;>:;;¥ V --::'-~~ - -
~ ...-A ~ ~", ~ I/t' t7'",,,~ _I/'"--" 1/ I././ y / ~ L.---""'"" ~ _ -"-- 7'" --' I. ~V V 1/ / • C7 _/; ••.. ~"t7~ 7"~ '/1 / _ ~/ y" =LLL: - -:7V I. /j / • 1/ ....-'./ ~ \ V - - -= =~ . ./ / / -
I /1 ~\ / / ::J
1 17' /;)./1,.L!-- / - /1 - ../1 Jfrf- V / / ..y .v 17"1 ~ \ , :::. /T /;or,Er / / V /1 /'\ ~ /1"/ ~II/" ./. 1/ /;;(~ ~ - V --;;> o:::;::f;
'~ /' ~17 ./ / - / ~ / --':L---
C. / /' / - • 17"./ /, / '" -I/ _ / 1 _ .. 7' _ ./ -:7 - 1-....-r--1/ /' ~ A" L ~ / ~ _\/l',1 / /"1 ~I/~ .•• -V ...- _ ~ V r::;-r-
/ '" 7" /1 /' _ I. ~' -::;-1 ~17'"
l::j--a/ Y I. / ,/ / ./ y" / ...,"\~ v ~ - -:7l /J ./ V ~ -::;>
/ _I/1 /J ./ Y 1:71 / L'"\ /...vA A V 'Ll / Y V-~)./f 1:7 /~~ 17'" I ••'\.~ Pr ~'I' .." 1/ ... IT:::;r~oCJ...-
o
4
5
2
1
x
ooo...•
8
7
E 5
3
gNCl--N(")
:>
::2:. -1-50
330 Srn 4.0
02-38 Page 2
FLIGHT MANUAL
1
1.481.451.441.421.401.381.351.341.321.301.281.261.241.22
1.20
1.18
1.16
1.14
1.12
1.10
1.08
1.05
1.04
1.02
0.98
0.96
0.94
0.9250·C-30 -20 -10 0 10 20 30 40
L PRESSURE ALTITUDE VERSUS DENSITY ALTITUDE CHART I
Figure 1b -jlrnperial units I
-40
q~T~ -r-,,~-..A.- I"" -<:::~ ~, T ~
T
,,_ 1 1, 1 ~.-- ~~ L 1 ~L -y ~ I("- -~ ,1- ---i<: 1 ~ +--"" T - ~t~
'lL '/.<>-' - ~ -L ~ ~-"- ~r;;.< T...J t--"';::;~ T -~ ----j~.....~ ,_ ••. ,-,.lE:= ~ .....-,-_l.L 1 :;:.. f-~ T :::jIL'~' ,'~, ' ~ ~
...•• ~~, ?'I ~\<;'----"=- ->--' - , Tl1- ~-~ ,'" -<.1- .v ./-- - ~ ---L- ' -='LL - ' ~L 7~' ----d".--- ;1_ -
,L ~ ~ ~ :7 - - ....• - -.~ 1 - -LV.¥- ~L:J- -~CL A-"-' " ~- --- ~70'-" -r ~
----L -yr:- 1 ;:::>"( \. 0- ~~ ~ 1 _>/ ~_7'1- ~ ., -+-~-L.L.. 1 ,_L ~ =t
':;7.J-I./ T ., -ro- "----" ' ~, ~ --l T-=l~ _~ -o>'~-' -'9/1 _ -, 1 T T-..----,- JL ' ."..., ,
~t=~ ...:21 ~lL ~-+--"' ' ~ ' ~ I
~ _ -1
I~ _ -+- 17~ ~
~ 1-,.<- T --'-" ~,;- ~ -....- ~ t--h ~ 7"'T- ,,-X ~ -t -LL- A ..".-l 1'" T' ,-"- --='"
./ _1/ __ -, TT' _-LS:' ----co~~ ..••• ".~_ , ~ ~~\OO,,\ ....r~_~ ~ _ ...•• -- t~~~ ~::::±zk-:::= .:- ~~J~~ ~ ~ 0- ,.~, ~~z."'i +_."'- C7t"'-- - ~j
1 ~ ~ -b-"'-- ~ -t----..l ~ -I.L' _",',. -+- "P-'" I P"",,,,-, -r- ~' ,~-.b" ~'----" ~rc--i- T ,-","" ----V" -L-=~.A" ~~ r 1 """"i~ T to' -r _"./ "" ~ _<5---""" -;;::L-J. /' T --J..-/' T :2lA' =-+- I =:f31
8
6
4
2
24
o
22
16
14
12
10
-6-50
oo~ 20><
;::: 18
330 Srn 4.0
02-38 Page 3
FLIGHT MANUAL
Pilot IAS
I 300 Km/h200 Kt CAS
I
1100.50
,o
In.I
1 .I
IIl)I
I'/-. -1--- -- ---I-'--~-.jt.--
II1/1
~I
~
II
I~II1
V II1
Pilot airspeed11
V I()
IindicatorI1~ I
II1/
.. --1--,---'.,--~"'-_I-I----.-U!-.-1-------4-l-.-
~!iI
1/I i
,lI'I I
I,I ~
I/ I I"I ~ I
~I :
,;I I
II6rI- I-- l- -
~rr It~; II,
~I I'
I~
II, I II:/ .' I I/, II/
4 I ,t1/
I1I,t
II.
00
20
Kt Km/h Without instrument correctionr-30
O~ 0 f
o
so
150
100
ooN•....<0o'":>::iE
PILOT INDICATORPITOT-STATIC SYSTEM IN-FLIGHT CALIBRATION
. Calibration valid from minimum power (autorotation) to maximum power(max. rate to climb)
Figure 2
330 Srn 4.0
02-38 Page 4
FLIGHT MANUAL
I 300Km/h200 Kt CAS
~100
~100.50
I III
I.,tI
I~- -
---- .--f---ir-- --~----r f-- -1--f
'.II~I
Ir;I
II:~!
./I
II~ I
ICo-pilots airspeed I jI
IindicatorIh I
,IA I-
-. -f--f--- _ .. ------.-.-:~-- ---_.1-.-
,"If :1,,1.;
I I~
,: I~
I I/'"
I II /./' 1, VI1
:/ V I J
--11/ I-i-~- -/ If' , I
V/ I~/ V II, / II
V~I II/ ~
I:[,1
, II/ I ,:/ III,
100,
200
Co-pilot IAS
Kt Km/h Without instrument correction,-30
150
100
o~ 01 0I"
eD
~ 0~ ,
o
5
CO-PILOT INDICATORPITOT-STATIC SYSTEM IN-FLIGHT CALIBRATION
. Calibration valid from minimum power (autorotation) to maximumpower (max. rate of climb)
Figure 3
330 Srn 4.0
02-38 Page 5
FLIGHT MANUAL
PILOT AND CO-PILOT ALTIMETERS CAL/BRA TION
The aircraft statistics reveal errors below ~ 1 mb (27 ft - 8.3 m) across the airspeed range in levelflight pressure altitudes around zero and temperatures near ISA.
330 Srn
02-38
4.0
Page 6
DENS. AL T.(M)
( r.p.m )NR310
..lA
~i_:M. _N.Maxi
FLIGHT MANUAL
NOTA: With one or two engines
operating, the rotor speed is approx.250 rpm or above.
Lower rotor speeds are achievedonly following a double enginefailure.
If both engines have not failed, theengine or the engines take control ofthe rotor as soon at it drops toaround 250 rpm and maintain thatspeed.
300
290
280
270
230
II
ROTOR SPEEDS IN FULL AUTOROT ATION
. IAS = 70 kt (130 km/h). Collective pitch De = 60
Figure 4
330 Srn
02-38
4.0
Page 7
FLIGHT MANUAL
4.1 - PERFORMANCE IN THE HOVER
330 Srn 4.1
02-38 Page 1
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
....~...~....; ...: : :...: : :"-r"·Yh·r"·
·..t···t··-+---
....~...~.~..;.......: ~ :
•.. ~ ...•.. .=.•.. ~ .
....i·..·l....i .
•••• ~ •••• (oo - .: ••••
.............· .· .· .: I : '
....:....•....~.--.~...• •• I: : : :: : : :....~....~...-~...-:- ...: : : :
··.f·..~....1..... ~....
·...· .
.·..i·...~ ! ~....· " ..; : : :
....i·...;.-..i---.:...i ! 1 [
~~:L~L:r:~~::· ..· :
n"f ....[···+·-·Y···•••• : •••• j ••••
I ; ••t : : •
-.--,....~.n-r"..t·n: : : :....l ".~l ~.· .. ,
...L..L ..l.--!.._-· , ..· ...· . ' .· , .........l i •....: ..•...~ .
.. . . ,~ ~ ~ ~
·
"-r···r-r·"r---
j ~"',Nf" •.. , .. : ~.• "l : • tu •• : .-+--t-.....
t : :' .::: ::,""· .. I I' I' .':.._l_.~.-.••..-.•_..._..~-..i....•...":'..._....._..l...l ...~.....l_....: • :: ~::: ::: t: ! .: !:.: ::.:
..·.4 ••·.:·.··l·· •..:.._·._.~....:.....;...._~.... ··T•••.:...•••~.·•..••••••• • " " •• ' •• ' I t: : : I '::: ::::
: : :! !!:! :::: I :::'··••,•••••- ••t·•••••-•••• -+- •• _ ••• ~ •• __ .•• '--~"--'."·i.'hl.••.•••..."'_'h' ... _ '": : :' :::: :::: :::
:~:~ ;;;i f~;; f:~· ... ' .":.• •••• t ••••: : :: ~: ~ :
......l.-.i... ·:.·..·1···· ····i·· ...i.•·.: ...--t··· ..! : ~: :: i :• • " .' I •
...,..-4- ..·~··.i.-....-..:-....i....:-.....•....: : :; ::::• •• " ." I ••
.......!····i····~····r·.....·..i····~··..t···f .....t ••• " .' t I
...J i L_.~ i J l + .i : : ~ ::: 1: : :: ::::· ..• : ~: ::: i i':, ;. I: : :: :::: :::: ! ~ : :
···t·t·ut·;·--· ···r··i····!"""·;· ..· ··..t·"'; ·...r-·t .... ·--t-;-'--1·---1'''': : :: :::: :::: ::::
::IFI~::I=""-FffF 'JITE ::JJ:J::.I.:01-.-; : f ~ • ~ • I ,:,' .' •
! : E : I i : i :.....•. ··1······ •.. ,.............•... - _.~ ...
: l 1 i ! j i !
5
20
15
10
ooIt'ir-...CO
cicry
:>~
5000 6000 7000
CONDITIONS
Both engines at take-off Ng or217 rndaN rnax. torqueHover height 15 ft (4.5 rn)Zero windNo P2 air bleed
WEIGHT (Kg)
TWIN-ENGINE HOVER IGEPERFORMANCE
Figure 1
330 Srn 4.1
02-38 Page 2
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
.._ .: ...
...~..- ..•.
....~.... .:. .• ~.-:-•...•.
~...:....~....:'
··..t ..·t-··f··- too.: : :
. .-·-·1 ....•.••. _••~.. --: :
: , I ; : ; :.
.•_.-.-.-~.·
.........~··...L.L..L.~....: : j: ; ;
.• • i......· : :: i....L...j •••+....,~··.. ·1"-+-·1"" ; 1 i 1
• • 0 j ..L ..l. j +.+ ~ 1"'.· ~~~ ' .• ~ •• n' •• " '" ••._n .. ' '. _ ... ~.. : .•....•: .•.•.: : :.... ·.. ·~··..r··· : .
: "L ••••~ ••••••~ ::•••••••• ~ .••..c.. ••••• -.;.. 0 .
: :-- ••~•. :.•••••• A' ••-:-·••i....• •• "-l·'" •..•.~ 'h...•.....:.... ~.....••...•.•. "' .......• ..(. : : '.•..•: ~.': ..-
· . :. i::; :::: i: : :: I::: :::: ::.
: : : : I : : ; :• •••••••• 1_ •••••••• , ••• , .u...._.•...~..._...: : :: ::::
i ; : i :;::
i . I •: : t: :.:• •• ' I"
· r· t-·..r ..-r ..· ··!· ·-!·--r..· :·-: : :! : i : i....·~··..·f··· ·~..··-i·..·· ····f··"·:· ..-1--':'": : :: i:::......_: i i.._.i i l.....•.....:....: : ~ ~ ::::I : :: I:::· : .: ':" ~..... ,.........•.........•.... ~..-_ ...~._-•.....•..
i : :: !!::: : :! ;:::
...L.l ...L.L.....LJ....l....L...: : :: ::::· .. ' .
.,.{....j...'1'-+-" ...'!" .+."! ~....• • I' .',"
:t:r::I:t:: :::t=rrt::01 : ; :: :;
5
20
10
15
oocOI"coc:il")
:>~
5000 6000 7000
WEIGHT (Kg)
CONDITIONS
Both engines at take-off Ng or 217 rndaNrnax. torqueZero windNo P2 air bleed
TWIN-ENGINEHOVEROGEPERFORMANCE
Figure 2
330 Srn 4.1
02-38 Page 3
PRESS.ALT. (xlOOOFt)
FLIGHT MANUAL
20
15
10
5
o
!....;-..~.i : :, . ,·..·+..·~· ..~·..i·
I •••· ~ ..::f: "'"···i··-f····:..···;·· -: ..f • f' •: : :: :."..! i i ~ ..:.l ~: : :: :::i : :: I::• • '. : I :
: : i :: i : :......-.---+....- ...: : i: r·: ..
: : : ~ :::: 11':..·+··-+···1 ..··~··· ....•.... :.... ,.... :...• •..·i··~: . :: :: ~; ::: : : ~ :::: .'.....i· : i·· i j ~..u ••~_ ••• ~ ••••
: i :: :: ~ :
.."I'" ·1··..f · .. ·t···· ·..·f···f-··f ..+..· ' .' ,':'• • f f I' I •
: : i: i::: : 1 ~ ::::
.··~ i·..·i·..··i--..· - :-..·i..···:...··-t •••: ~ : i ::: i: ; ;; :;::
5000
CONDITIONS
One engine at 2 rnin 30 rating156 rndaN rnax. torqueHover height 15 ft (4.5 rn)Zero wind
6000
Figure 3
, .· .. '••• .j•••• : •••• i··..:....
I •••• I ••
; : : : l'
t , .' •
I····:··.•:••.•~·..· .•..••..i : :: i· .. ' .t····~···..:...·..+··· ...;....• • : f :f •• I •
~ ~ ~ ~ ; . ; ,..~ :
···r·-~·( .· .
"T'-r""t'i· ...,uT'"T"('i
• • I •
......~.....-~.....i..···:
7000
WEIGHT (Kg)
SINGLE-ENGINE HOVER IGEPERFORMANCE
330 Srn
02-38
4.1
Page 4
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
• --. <
.- ....
70006000
......i.....~....L.....;._...I •••. : :...: ..
·i : : t·--····i-··· -1' •••••i : : :i : ; :5000
i 9, i: i: i i i: ~ i :: ~ i ,".• I. I' S· .:. t .'.' •••• I
· , .: : t: .:.' .:. r .:.: I-+--·~-·+·"·r···· ·····tu ••- ••••.•••- ••••••••~•••••••••(••u.l ••••••••••.••- ••••••••••••••••··4······••••(··••·••·•· ....~I I ", • I' .' I' I I .' ~j: i I: ::.: ::. ~ ::.: ~1 . ! & ".: ::: J :: i: ::: I :
•.•• •·.•.:.··.. t·.. ·+..·· ··..t..··:·· ··,..·· ·..·j··..J.··••t····t· ..· ~ ; .,. ; , .:. : ~ ""iI i . I : I ~ : I :. ::;:: :::: I•• I f J I •• ' .' t' .' f Ii 1 : I ,J:. ::: i :::: ::::.-., •••••••••••••• ~ •••••••••••• ·.1••••••••••••••••••• ,••••••••••••.• ·i·•••• ••••••••••;•••••••••••••••••••••••••1•••••••·· .( .•. ··t·· ..•• • :. I,: t I': I :.:. : I : I '• t .' I I .' .', .... I'.': : i! ;.:: ! i : 1 i::: ::::"-···l ....".".~,, ..•••..•.+••••••••••~•.•••• ••.•.••••j·· ••••.····f··.........•.. ,...........•................I..··_··..'·..·f·....I J :: i r :: : I ! I :: i: :::: :
; :: :::: i: i! !::; : ~ : : - :
~::: :"S' :::! ::,_~: :!!! :::: ::;: ; i :; ~••• r , .' •• t •••••.•
~ ••••" •.••••••••·••••·i·•••••••••.•.•••• ••••- ••••}•••-'-••.••.•••••••.•••••1··••·;···· ••••••••••••••••••••••• --••••••••••• ~. : --~ ::: i : ~ i 'I' ::.:: :::: :• ~_' ••• I " " I' I' ••• . - • ~ .' I· •••••• I':' ...,.: 0 .....;.....:.....·..,..-·..:......f .•.••-~.·.· .••.••~ •.•••: .•.•••..;...••••: •••••••.• : •••.•..:...••••, •.•• .:.••••.•..•• ..;a,'" .4' i :;:: : ~ :: ;::: :
:~ ~ "", . ~ : :::: ::.': :::: :f"o.,.".( .• I a.,.'.L•••••• ~••~_~ •••••••••••••• _._ ••••••••••_••••• 4•••••••••• 1•••••••••••••••••••••••••••••••••••• ••• ·0
:N:.:'"...."J :::: :::: ::: ~ :t : ~,~ ••. :: t: :::: :::: :··t .•••• •• t•• ··~ .•····t ..·..·:· + -~..•..- ··•..I·..--~..·--I •...:..-• ..•..•..•r .••• .•:····4 •.•.••; ••..•• •• .•·1! X::: :::: ::::. :--,-: :' :;:; ::::
·.-••....,···: 4· .
1••••••••• -.+--.•· ..: .. ~: : ! :••.•..:.•...··,·· ......:.····i·-·I . : •· .. '
S : i :, • I ': : : i
_...i....L··~····.L.··f·--·····~··..·t .•••
: ~ :: ::::· ... " ."· ~ .: ,~,...···t ..··..~·· !····~···· ·.J'r···· : ~ .: ; :: ::!;
• ' •• ' S '·····t···_~····t···_~·· ~ : -' ..-I""
: j :: ::::• •• I• • f •
••••: ..•...•~.•_-: •.._.!---.~ ! ~ i
5
20
15
10
~I 0coI'~g::>~
WEIGHT (Kg)
CONDITIONS
One engine at 2 rnin 30 rating156 rndaN rnax. torqueZero wind
SINGLE-ENGINEHOVEROGEPERFORMANCE
Figure 4
330 Srn 4.1
02-38 Page 5
4.2 - PERFORMANCE IN THE CLIMB
330 Srn
FLIGHT MANUAL
4.2
02-38 Page 1
FLIGHT MANUAL
PRESS.ALT. (x1000Ft)
. : ! :.... L .... 4-.···1-·•.'· ••.
..· ..• I •••
.·..·j··..·f·..-r·..r--·
...• • I ••••••••• •••• - ••••• I .••••••.••_ ••••••
WEIGHT (Kg)
TWIN-ENGINE RATEOF CLIMB AT 45 kt IAS
..........'~"'"l'''''r••••·r··· ••, •••••••.•"1' , ,.....,.....,-,.·..··i·····!····· !···..f ..·..·t i··· ·f· ·f ..···f ··..·f~·.
· + :: ::: :: : t f •
·..·..·r •· •.•- ...• -- - -- - .
····r! ····f·· L i.. l. L L ~ .
t: J:;:• I: •...····t·· ! ~ + + +- ! .
•• ••• • I ••••I ..• I •••••
t .··..·1·..·.....··I· r..·· ~.u..·f···-T--- T·_...... , .. , .
, - .. 1 . --.. - ......t··..f··-~··ul'..U! ; ~ ~--...; ~ i·· ; .;. .
•• • f •• I I ••••••• ,
~~3~~;'::::l:::r::::::J::::F::r::-i::::~ ::::r:'~:r:::E:::E:::· r ,. I , .
.• • " I
..·-1····1·· ··r-·..r··..·
I··-,.···T·I ,-t-+···I I·...•f·-··t····
; r.
I I l.••.t: ••.···t···· .• :
•••• t·•••• 1·..·· .. : ! l-J.-. ~. i~.!. i .~,.--l- ,. i ! _~ ,~'I I I ••..••••.., .i,;)...
I : •...t ••••• ,.: I I t.-.t ....•- ... ". t···· I.••.~•..•: I i f'··,,·~,,···•••••• I.I ••••• 1-••••• I. t·..· ····t . I I •..·t·-··, I! ..i I
I_...-t---+---I :••••.j••···r..··: I
J: i::!.._..: :_ .:. ~_...!._.J _.:: : I ; ~I• I •••••. .·-·~····r-····....·t·..·..·,···---:-····-..··•••••• , I tJ' .•••••
·· t-··· t- ! !..···t ..·..··t····: .•. : ::: f·····f···-:···· ··-T-..,.·..·:·····:·..··
:: :: I :., .o
o
5
20
10
15
• - ----I
•• i I ••.• : • 1 : I :! :., ._·•..+••••~••••4._.·.'· •... ' .•... ,._ •.l....·.·..•...·-4••••·'· ••••,••••••• •••~•••.•:.••••~•••••,••-.,
R/c-RATE OF CLIMB (ft/mn) i ; i 1; 1 ;
.....(....····r····
500
2000CONDITIONS
L/G down
Both engines at take-off Ngor 217rndaN rnax. torqueor rnax collective pitch of 16.50No P2 air bleed
1000
ooailX.?1 1500o(")
::>~
Figure 1
330 Srn 4.2
02-38 Page 2
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
· ..•··• ..t·····--:;·· ..···:· .., ..· .._.. _.~.. n_.~_. __.:
..·····f·u..t··u.~· ..· ........•...•...•.... -.· ..: : :.....+.... ·t·····~· ..· ..· ..· ..·····f·· ..··:· ..·..·:
· ..· ......~...-.•..•........•· .......-........•......•· ..· .......•........ _ ..~....· ..........•..••... - .· .., ... .
.••..-.....•......
TWIN-ENGINE RATE
OF CLIMB AT Vy
.~~~~:r~::T~~~:F~~~f:::::F:~+::::r:::1
.....5000· ..· ......•. - .
.......·i· ~ ~ ~..-..
: : : i I f. ~ ·~·····1·····-:-..·..··t -: .
J l : & s: i S
....•.. ·.. +·.···t· ..... J••• - ••••• i......z.. •.•.• ~ ..•..••.••.•,= : . i !:::••.~:i......•.....,.._..•.............~_ ..:.-.: ~ .,1' r ., •••. ,
~"" : }' i :: i :••••.•.••+.••..••...•••.....•~.••••...•.·"t"·,,···t····· i·····-t·····',I', : ::::
':, t, •• •.w••.••••••••...._--....;· ..· ..~....··.v.....•......!.. •....:" : ~::
~O ..." •.. :"',.~ I • I ••
-...l..•..•~.. f' ·--·1· .•.. ·~··· •. ~·...•I', ;> . : :• " I ••....•"' ~ -.. , -.;. ......•~•••..••..........", .
..~:-..!~•...L 1.....1...--1 ..... .:....... ; ..... ~
:\ , "'":'"'i :: ;::~....•..t",.•·+·· i j •••••j•••..~. 4' ',;: ::;: ~ '- "'<..: :::
, .......•. -.......•.•......
WEIGHT
• -.-";':1 ---~------f~:--r----:~- ;--- ----:---~- ~ ~ :::••.•.••••••• ~~ ••• f ••••••••••••••••• , •••.•.•.•••••••• , ••••••.••••••.••••• 4 •••••• _ ••••••• - ••••.•••••••••••••• ~ ••••••• 01
• : "- ••••• : I :. :::: :::
..~....:I:=~:~::f.~~~:J~~r:::::::::r:::r~·:::F:::r:::: :::·::r:::.r::::~. ,. 7400 .
..•••• : •• - •• ·:-.•::':"""-..7-..: ..•.:.·..·· .••• - ....•• : =_ ~.. .:..i.._i.. _•.:..•••• .: OOO:.!::::~7:::~4"_1.-1--:· .• ..l .;. ·::6·506·::~~: j _ ;.~::~~:::::i
~ J ., •••
._6000 .....:._....:.....
.....-.....: ~.....r ' ,!. ••••• ~•• n.~u •••• ; •••••...:. :._•.~ ·5 500 ..-.: ~ .,--; f •• I............•-.•....................: : : :
.· .· .
·····1···· , ·r·-..•;.....•..., ...
·::::r·····!· !·····r····· r···..·!··-"1·· •...;•....••! .••• t .•.••..••~ ••.•• "•••••• t- ..•••_~••.•-•.•••••..••••• -t···· .~...·..·t·..···: ..•..•J .: ~ I : I
I ~......•........• -~ :
· ._ ...:---:- •.i I.-..•.....+-- .•....i I
·····r-···f·····L-.!" I'I I :.
. _.-+_._ .. 1••.••••••• t·.••••.••.•.•.-• 1 • I _: I • f : I
••_~••_.~.uu ••.••4•• n.~ •.•_.I ••u.+ .•••.••.. .. I .I: !: i
·····t- ~ 1'"- •.•.•: ••••• ~ •••.."':'•••••I' I •••• I ••••
:..- ...;. , ·····~·····f·· +.·· i· .J' ••••I i i 1 : ;1: :::.:: ::: I
, -:- ~ : ~ ~ -~.....••
:: I: i : 1: I '-=
u_~••..•~.•...•••••.1.·.. ·+··..·1··•••+-.•.••.••• i·u•••~u•.·f••• I I •••:: t::: :::
···-:····..t··-· : :..····1·····7·· ..·· ·t·····;··..··r .:: :: I: ::: •
.····r··..··'···............•....- .......•.................•...............................· .. , "". I l::: ::::•••• " t •• I
· .......-...-•....•.· ........... .••.-.-...•....· .......••.....•...•.· .....--.....••....· .
o
5,
20
15
10
CONDITIONSL1G upBoth engines at rnax. cont. ratingor 156 mdaN max. torqueor rnax. collective pitch of 16.5°VyNo P2 air bleed
I : I j : : : J : i I I.... " ,.,._••••••••••• .} •••••••••• .;. ••• u •••••• i-••••+••••••.•.• .;.•...••...•-i··••••••••••
R/c-RATE OF CLIMB (ft/mn) i i i io
500
1000
1500
2000
oodtotod(")
:>:2;
Figure 2
330 Srn 4.2
02-38 Page 3
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
...•.. , :
.•...•......•
...•...) ....•.. ~
(Kg)WEIGHT
. . '1'
••.•• ~.- •• J.. •••• -i. •...• f •••• • ....•-- i· .~ : ~: :'''+''+''+'''Y'''' ...-j-- ..
·..·i·....(··t··..t·... ····t ...-....•.....~ _ •.~•......;..••...... -•..;.. - .. . .... .
•• t ••• I ••......
I • :,: ! ·····.i.··· ..•....·'1' .... +.•.•..• t :. -..•...... : : .I.....·....1·: I: .:0 •••• :. ••••
...., i i ..L•.•• ·····t .... :·· .. : 1'1"· t.~ ' .•.•...
'",<:~••••• : I I ••'••••"t •••• :.••,., I : '.••••"'''r'''! : :R"' ~ "..~. ·...•,".••, •.T: :: .••~•.•..•••.•
• to. , I : .•.••~.••.•~•. : :
'K""-~"'. , I. , ••""'R, , I , •• , •..... 1•.•.• , .•....
; : '~ ...:O j ! : t ~.m.j..... ~.....~.
:"''''l\. ••. _... j•••••.•.•.. : : :' ..•. ~ <9 .•••• !: :: .~....+•.••'" i. • .(> : : ••••.• : ••••• : ••.. : :
"'o(~'lo...••• ~ ••••~•••• : : : : •••-'~'"'''''''' : ;.~'. ,~-t..l :- T : :',..- ····..•0,; '" :.....t•••••' ••••• i·..•.,
• : '::i.,'<;:7. .••• ~•.•••. : :
. "", 00 : :~·......:.h...."C_ . :
'~"~ ••...•.....'<;1$ : '_"j""':""':
• 0 ~:-, 1"...0 ..;. ::.~ C~O •.,C .. 1 ••••• 1
• : O' '~~""''''': :..... C·...•• '.~l\ ' ..•.•... ;\\.....-:-
.. =. '"\ .'1
\
, .... ,.....-......•.•...•.•....•......, •. " .•. . " •.•. , ...I •••••....-...•..; ....••••...••...•.......••. . . .t ••••.....
'P.l: : : !.._·······,····4 .. ·..~···· ....: : : :
• t ••....:.....:..... ;....••~....: : : 1: J t ;..·..-····-····1···-· ..····
: i I i I ·i"-.J··-··..··i-··t·..·+····1..··· ·· ..·i··-i• : i: ::. ,.· .· .....•..••••••••: •....•••~.•.•.••.1.......•..:..•..•_
! ! i i 1 : . :
····, •• • •• 1•• ···,· ••••• -·· .•••. +••.·i···..i..···t·••..•·..: : : 1 ::: ~: J 1: ::::
····i····':"'··· ...~_·..·: ...••........:.... ~.-."':".•.. -:-.....: : :: ::::... - .•..... : ""t"" ~ ~ : : : -:-- .· .: : :: ::::
·· .t " ••••
· ·· ··r ····r· [ T · ..........•....-: : ·t··..•..1..•.••· .: ' : :.. t··· '1" '''1'' ·'·1 ·......l ~ ..:..:..: : : :: : ~ :
···_·~·:~~E::E3:::::t:::.•. .. .. .. . .. .
.....•..... :..••..... :- ....-: ....~....•• I •• ,
''''1' ...+..-.~..-.+ ---+ ....!....+...+..-+-...
• , •• , •• ,. r•••.....~ -:-.•...~...•....~ i ····7 i ·~•...•........ j ·t··..·t·..··r·· f··..~··..·t""·l .•... -.... ,.•..•~..... ;....• ', ...•.. ··1.. ·.. I.---·'--· .. f ••••: : :: ::::
5
15
20
la
o
o :I 1 I , .•••• •••• ,:.•••• 1•••• ·4•••• ·1•••••••••• , •••• .:.•••• ,:.•••• 4••••• '" ul •••••' .•~••f ••••• ;. ••••
R/c-RATE OF CLIMB (ft/mn) i i 1 i i500 , _J '""",--1 , ••..•• _ I I , • J , , •••
...+...j..... j .... +...•••..·:..•..··: ..····r ..···:·· ..·
500
1500
1000oCl
co00ci(Y)
:>:2
CONDITIONSUG down
One engine at 2 rnin 30 rating SINGLE-ENGINE RATEOF CLIMB AT 45 kt IAS
Figure 3
330 Srn 4.2
02-38 Page 4
FLIGHT MANUAL
PRESS.ALT.(x1000Ft)·· .....I •••••
••• ·1•.. · i·...~.•..~....t •• I ••• •••• I•. . .• .•· .....
•••• _ •••• _ •••••••••••••• 1.o ••••••
I •••••.......I •••••
..-...,.··· ..~··..·f·- ..•~....· ..·· :·· 1···.., · .;.. .
····!····:· ..·..1· ..··'!··..·• I •••· .....I I ••
...••. - .•... --~.....-.•_., ....• I •••· ....I •• , •· .......-....••..................•• I , •I ••• ,· .....
.... I· '--i .. ··1····i··· .
· .·...i...·i l..·.•....· .· .• 6..••..• 6.· •... ·6 •• ···6 ....... . .
6 ••••• _ •••• _ •• _ ••••• __ ••••••· .· .•••. (.•. ·1·· .•<··· .. t· .. ·
.... -i--"-i- -...t- ·...-r ....- ..I •••••
··· ..v· ..··:,··· ..;····I·· .•· ....
.. . .- ••• 4 ••.. I.i. - ..••~._..••..•••· .
t •• I ••· .· ......-...-••..•........•......I •••••· .. , ..I ••• ,
..·....;..-··i··· ..1·...··~· ..··I ••.. . .· .....
····t····i··· ..~..···+··· ..1
.... ; .... j .... j ....+... "t •.•• : ••.. : .... :" h:- ...•• ••••••• •••••••• • t. •••••••••
t •••
..., ••j ..•. '""> J •••• ~· •••• ~ •••. ~ •••• i/00 /40' .o 0 ; ,;.."~"..; ''''-: : .
. .....+.....+...t·.... ....•..........• ......•.....•..... -
..·+·+·+ j·"·1 : : : :••....:••....~ --:- -:- : ~ ":'"'.-.-:-""'.
•• tit • I •••.....•..•••,•......,.•••~....• •...··t•..••••..•..-...."'..•...f • t .,.
..+·+·..t.... j··-·
I : ..•.-t"hi .•.. i·.."
: i i J
•_.loo-l .•.. ;•... .;..•.
...·.-.·i ..·.L...~·) ..··1.. ··
: : :: i.••••••..+.•·+-••·t···· •..•· ·..·i·••·T· •........
.. •. .... .. .•• •• ••• I •••••• I ••••••.. ... .
•. , .. ,· .•.•.• "'too •• -: .•• ··t··· ..~ -:- .,. ;-
••••• t •••· : :: ::::_··.· .. ·t--_·t··••~·•.•••• ·t··.•,··•.,·..·,•••: : !: ::::· , " ,., ......•..: -:-f·..·~···· -: ; ..:.+ .
• , •• I •• I ,: : :: :::: •. ,••••••••••••••••••••••••• " •••.••••••- •••••••••••••• - ••••.••••L_ ••••••••••\"""''''1..... ""..
• I " ••••••• ••••••••• I 6: : :: :::: :I •• I •· , ...• •••••••••• , •• I ••• • " 'I" '.'
..•...-......•-......•••......•••...•••.•-••..•............•...••.... -...-•....,. ...•.
: : :: : f :: :::~ : :: ~::: ~:: .•••••••••••••••••••••••••••••• ""••••••••••••• " ••••••••••••••••••••••••••• _ ••••••••••• _ •••• _ •• 6 ••••••••••••: : :: :::: ::::....•....i ~+....•..... --.j ,.•..+ ~ i..·.l , ~ .• • 6' •••• I, •.• ••• , •••• I •• '• I " •••••••• I • I
•.•._f •••_:. ••••~ ••..•._••:.•••• : ••••.••••• ~••••••~ ••• ~ •••••~•••••.••••••:••.•.•~•••••••.:.••••~••.•.••• •• •••• ••••• •• I ••· , .: : :: ::: ~ ::::
... ~·.. ·1.... +---+ .. +..·:....··..l....t·..t·..-r .. ··........•.......••....•.•... -..••
I •• I ••
.....t··...f··-.r" ··-i-"'-·
5
o
15
10
o
500
20
1500
1000
··· .......•.•..•.....•i....••..:..t .•....l : i ..•. ; ..;.•••••••.•••••• ;•....•~ ~ .
R/c-RATE OF CLlMB(ft/mn) ::::-500 .....
ooNlXllXl
N(")
::>~
CONDITIONS
L1G upOne engine at 30 minutes ratingVy
WEIGHT {Kg)
SINGLE-ENGINE
RATE OF CLIMB AT Vy
Figure 4
330 Srn 4.2
02-38 Page 5
FLIGHT MANUAL
PRESS.ALT.(x1000Ft)
....~a...~:a~~~;...~.:~u
WEIGHT (Kg)
· ... ! ... :..........., , .
•••••••• , •••• , ••• 1'••••••• , •••• , ••••~••• ~••••• t • ""· , , .• O' •• .i. -.- 4- i ~ 4 i j ••..•~ .· •. ,. , •.: : :: !:
SINGLE-ENGINE RATE OF
CLIMB AT Vy(Max. continuous rating)
, : t :
····;..···.···4···.;.· .., : I :••.. ..;...... ; ....• 1•..•,.l ....: : : :: : ~ :
," ... t ... - t . r - ••
I •••••••.•. It •••••• _
.-.1:_~....•....•... ···4·••·,· •••1·••.1••• ••·1· •••I··· .I •••••••·l...,....,....;~...;..". "~:~I±:~t.:::::::t:::i::J:::t::: ::::!:::i:::i:::L::~J:t:t::L:
- :~-.::tu.j"_.~~---u·t-_ai····~ .. _-!·ua au+_a-i--·· ~~... ~~-~.
, .. , .:: :::: z:: t•••••• , •. , t ••
I.•••••••••••••. _ •.• _ ._ •••••• 4 •••••••••••••• _ ••.•. _ •••••• - •••••••• -
:: :::: : I : ~
···~ i···· ~ ~ .;. ~ ; .;. .;. ~ J ; ~ ; .
:, :::: :::: :: ..•• ••• ,. ". I •••.•
•••..;.•••••••••••••••··I··••~••·.•.••• ••••l· ••••••·..}••·+•.· ..•.1••··.··-.· ,;0 •••ii !:!! ~L~~ !~i:....•.... - - ........•- -.•.... --- .................•....... -...•.....•.. -- .:: :::: :::: !:!:•• , ••••••• , •••• I •
•• •• •• #
..•.-:-•••~••••t .••.~.a......:.....:......:. ..•.. ~.....
••• "f ••• .,. •••!-..~....l....~....ftit ... 1.. ··t···
•• _~._.~ ..••• • ••• f ••• -j. •••• ~••• ~._ •••• -:: :::: :••..-:...••:••.••••.:•.a;..•~....:.•••....:••..~-. _ •• f r _ .••...•........ -- -....•......•...•• , ••••• 1 •• _••••••••• I ••••••
5
o
o
20
15
la
500
i 1 J : . , , 1 ••••••• ~ •••••••••••••• 1•••.• 1•••• ~_ •.• .L..•.••••••••. _•.•.•__ .~, .•. ~ •••
Rle-_R_A_T_E_._O_F_e_L_1.M_B~( ftl mn)-500
1500CONDITIONS
L/G upOne engine at max.continuous ratingVy
1000ooMcococ:il"'!
::>~
Figure 5
330 Srn 4.2
02-38 Page 6
4.3 - SERVICE CEILINGS
330 Srn
FLIGHT MANUAL
4.3
02-38 Page 1
PRESS.ALT. (x1000Ft)
FLIGHT MANUAL
20
15
10
5
oo~I 0coc:i(")
:>~
'N': :, , ...+ ~_..~. , .: : : :t •••
·••..1.._ ..~····;·· ..·f ..••·
: : : : I .: ; : i ! "·••-t··••I....r·· .•~·••• •.•'"t ••••••
: : : i ::: :. : ~
. ,• f .'
..+.+.-j--.+ .....+.....+.+..: ;: I :: ...l....L..t! 1
. . •.... "' .•• I"• e •••.' '. ' ..' .
., ."+--i--"j'--. , ., . ,
•••~•••~.h.~.
f ~ ;
5000
CONDITIONS
One engine at 30 minutesratingRlC 150 ft/mn
Vy
6000
Figure 1
330 Sm
7000WEIGHT (Kg)
SINGLE-ENGINE
SERVICE CEILING AT VyAND 30 MINUTES RATING
4.3
02-38 Page 2
FLIGHT MANUAL
PRESS.ALT.{xlOOOFt)
......
·"r·root·to
20
15
10
5
.i : : :: ' : ._._ ...•...~_.•._.i : i i: : :: : .
•••.•.••• 1-•••••••••~ ••- ··-· •.·-1..·-X-- j: : : r : ~ ; ~! : I! ::::,.. - •·· .. ·····1· .. ·.........••........ ~... _u_••••• ' .' I I, : .: .: .. :: : ;: !: i :....l-··..·-t...••.•·••••.••.•- .•.1' •••••••
: i : ~ : ~ i i... ". "'.• • '. ! I ,
• : : 1 i:::• r " ,I.,··..-t···.,.·_~·t..·· ···1'-· ..·t···1····~···..! ; !: i: ~ :· ... ' ,".'
..·..r..··t- ..·r···1..•...· ..•....:.•.• !...-!.....!'....I •• I" .' I •: : I: ::::.....~..._.~....~.-·i···· ..·..·:····i .....:--·-f·· ..
~ : i! :: r ;• •.. ' I I ••....:-..-t··· ..:···..:·· -: :- '":"~ .· .. ' .: i : i : ~ : :...... ,
i : ! ! t i : i :••••• ••·4•••• 1·•• ·t•••••••••••••,•••_ n.M •••
: : : J ::::i : : 1 ::::
.: ; .••'.~.".!"..••:••.: : ! :.....
.... : ~ ~ Ir···
···f···t ..·f··+··
.
1 : ; j I i ~ ~ :•.•••·•.·i·..•••.•.t.··· , ---._n.
1 ~ j! j 1 ~ l
...+... ~....~....~...
5000
CONDITIONS
One engine at rnax. continuous ratingRlC 150 ftIrnn
Vy
6000 7000
WEIGHT (Kg)
SINGLE-ENGINE SERVICE
CEILING AT Vy AND MAX.CONT. RATING
Figure 2
330 Srn
02-38
4.3
Page 3
20
15
10
FLIGHT MANUAL
PRESS.ALT.(xlOOOFt)
; I l~; !: i - :---: : i: .• I It ••.... ', t •: :. : i :: .::: :."'~'--'i--'" ··'-·.._..·f.••.••l••••••..1•••• : ••••••••• : •••••••• ~•••• : ••••.
• ' I •••• '''., ""
:: I :!:: :::: ::::: ! . t ;:: I ::: i ::::·...·t·..-'t···:·_·.~~..··· ····!····~····!····t···· ···-t····:---:·· ..~··.. ···t···~···:····:....: : :: t I : J : i : i : i :; : ~: ::: ~ :::. ~.:1····f····4-•.•..•.,_ •..••. ' .....l •••• : ••••••••• ·.-:-··.,..· •• 1"'••..•.i···· ... ~.... ~.....:: : :: :::: :::: :: I ~i : :: :::: !::: ::::.......:- ! :.···t···· ···:····t-··!···t··· ..-..r···~····1····t· ..·· ..· ·r··· t .......•! ~.: : f i i: i: :::: :::• ! •• ' ,'.' • I ." t" ••
: • ;. :. s; ;'::r : !: I::: :: % :
.•.•.-_ ••• -t- ••• .:.. •.••. L 1...~ J•••• : ••..• ,- •• ~_._ ..i i-•..:- __.J.•.. l ~ i .: ! :: :!: i :;: r :; i :
.....1..*l_.j ~ .1 ; t ••..•! f •.._L •..~ l .: ~ :: : I :: ::::
: : ! i ::: i ;!: i••••1·•••••••·1••••••••• ····1· •••l••••~•••_ ••••• -.~•••_ •••0(•••• - ••• •• ' • I ,. I •••• •• I .", J .",'i : :: :::. I' a I
·-·T·- ·!····t--··t···· ···-t···t···t···t" ..: ; ~ : t : ! : : I : ~ :
··+··t·-+ ..+·.. :: I.•..•~...•... ~ .: :
.• 1..... ~.n.:--.u~
5
: : : : I : : : : I 1 i : : I :: : ;:::.....•......- ~ - ··..·~··..· ···•····.·· r·.··'-··_ ··~···.··· .' -4 •••••••••••••••••••••••••• - •• • •• ·····t···.•
, ; '; ;; I ; ·+·f···/--.J..- - i....I... -:-.1.T1::1
o
5000 6000 7000WEIGHT (Kg)
CONDITIONS
Both engines at rnax. continuous ratingMax collective pitch of 16.50RlC 150 ft/mn
Vy = 70 kt less 5 kt per 5000 ft
TWIN-ENGINE SERVICE
CEILING AT Vy
Figure 3
330 Srn
02-38
4.3
Page 4
FLIGHT MANUAL
4.4 - MAXIMUM RANGE IN FULL AUTOROTATION
330 Srn
02-38
4.4
Page 1
~
5000
5<~c~ 4000
~Z
~G>
-'»m
c(
"3000
to'
-IZc
......,,, IJ')
m
°c z7\ r-
w....•.
-r- e» 2000w
Cw
-I° 0Cl)
;;U
3 ~1000-I 0Z
0NI
0
W():)
"'UQ)
<C(1)
N~.~
(m)
6000
jIMV.7153I
.•....•
•....
EXAMPLE:'"'
-- HO' of entry in autorotation = 4000 m~ - Ale weight = 5 tons" ~
r"':~ - Ht of landing site = 1000 m" :::-::f: The distance travelled is equal to length
""-
...••....'.;;!,/Y, B measured using the distance scale .......
..•... ,['.. In this case it is 11,500 km." r--.. ""-~ •..
..•.....•.
r--." ",...•...
.•...••.""-""-.•...••.
r--.
..•..."r--.
~",.•••..t-. " ..••..
•......
..•.....••... ..••....••.." "- ,..•... .•...••.
t"-
..••.....••..."
..••...
"I..•••••...••..
..•...
~" ,"" ,r.......•...•..~I
...••..
r--.
..•... ..•...""- ..••..
r.......
"-
1'0...r.........•••..
'"r......•......•.......
~
..•........" ","
..••..,
r-..
~I •......~.•...
lIIi:;
~ ~ ••••••...<1..••..•.~
"-•........~I"- "" "- .>.....
.••..
r-..,..••..
~~ "-, ..•..."
I....• .> I•......f'.. -
". or'I'-." .......r;;;: -
T'X" "..•.."
I I'"
length®
o 5 10 15 20 JO
[~. , • I • 1 ~is:a~c: ~f I~~gt~ ~ I • , • I • ~ I" , I • • • I .•.•. I ••• I • I • 1 • • • 1 • •
."r-e;:J:-t3l:»zc:»r-
FLIGHT MANUAL
(m)
'"V)wex:0...
1000
o
I•.••.•.•,... J [.....-' •••••.. , ..•••• ~--1-U-1 I ,\I I I.••.••.'''' I ..••.." I I ..••..~ I \
I n ,~~~ ,/~j V ~ i J \ I I ~ I I \1 I I I I~'/ ...••. ",;'"/"" ,... ...••..
I. / ~'v ~ A~~ ./ /r-..) •••., I \ I 1\ ~~V1 ~ ~ V \ .....,r t,. , I \ ll'c;
I ", ••• I'- ' L~ ....., I ~{l I 1 L\~
-ir~~ L A;YT~ I ~ ./ /..k:'J
-:"/ V:,;'.;>''''' L" · I IX Ll. !"}" / ~ I
~~ V '" •...~ I ~ /" r- .\ I : I \I I I \ I 1 Jlb'Z I' ~ J i5.5 t 1 15 t 14.5 t4 V V ~ l 1.6.5t 6t
~,,>' /l / I' 7 t'0' ~','
2f~ ~4t
300 250 200 (m)
, I I I I I I I 1 I
1000 950 900 850 800 750 700 650 600 (ft) 550DISTANCE
MAXIMUM RANGE IN FULL AUTOROTATION
from clearing a 50 ft obstacle at 45 kt IAS and coming to a complete stop
Figure 2
330 Srn
02-38
4.4
Page 3
4.5 - PERFORMANCE IN LEVEL FLIGHT
330 Srn
FLIGHT MANUAL
4.5
02-38 Page 1
oor--:COCO
cil")
:>:E
20
15
10
5
o
DENS.ALT.(Ftx1000)
-- j-- uf- ···t·· -'r'": : : :.....;.......~.: . : .I : I :
• 0 r
'-'~'"'1'''-''' '", .· .· .· '• 0
80
." ; .... ,0 ---.t .
..... -...o •
. '
100
....•.... ". --o :
FLIGHT MANUAL
'" ~---.:.---I'" .;••--:; .: :···f·...-;-·--:-----;·...-
r--··· ..·: ·f ..···'-_··
;·-+---r··~··-
"'j-' ..i----'(·r-..+....;.--.~.---:.--.. . .
.... :..•. ~._..~._... ;.•_--:. __ .
.•~ ~ ~ .100• '~'''-i---~---'
·~i··__·:....·..T .. ·_·i .....
.ol • ..:. ••.• - •••.• --: •.•.•.• - •••••••
,•..•..-l-'· .~-_....~._....
120
CONDITIONS
. Both engines operating
Figure 1
T.A.S.(Kt)
SPEEDS IN LEVELFLIGHT AT 14°COLLECTIVE PITCH
330 Srn
02-38
4.5
Page 2
FLIGHT MANUAL
DENS.ALT. (FtxlOOO)
140
·1
,
_.;.. ,-.-
..:..( ...
I,-... .~.
()'Q ., ..---- :
.... : ~
-··t· .•
:: .I' :
.. '
120
T • A • S • (K 1~)
.... , "'1'" "l" ..
100
...
: ~ j! I H.•••••• 1••••• .•• ,: ; ["T" --'j'-+-+')"-· ...· . ' .· ..
80
'''1-''~-'+''+'': ~ : :I I I •
5
20
10
15
00CO~I
00 (")>:s
CONDITIONS
. Both engines operating SPEEDS IN LEVELFLIGHT AT 15°COLLECTIVE PITCH
Figure 2
330 Srn 4.5
02-38 Page 3
FLIGHT MANUAL
•• )0 •• ) •• ,) ••• )0'
..~ ~..." .., . , .I •••
:=:.t%j~H : : .r\ : ; :~"" I ••
::C-.1" I-•.~.t-3 ; : :
, ..~r·1'-r·~: : :
·:.r.TT
· ..... ; .•. f ~: ••• : .•
· : ) )
: : ; ;
'TTT"T••• __( u~, ••• ~_ •• ~.-· .· ..•.........;.•...:-..:...
140
· ...)0-"10-'1···)0·I , I ,
· .··r·l· ..·T r·
..~.:..~..~..~.-
• • I •· .· .I • , I: : : :.... - -...•.......•........~ : : .
120
T.A.S.(Kt)
.. ···t--L.Ll.. ··t-- ..,~.... "; 1 i :
• I ••
; : : :
100
. ": : f
: ::···..t t"~..
• I ••, ..
. : : :, ; t •I • , •
.... .
80
· .· . -, •• I• 4 ••
•.• : ••••••;._ .•j_ •.• ~ •••
o
5
DENS.ALT.(Ftx1000)
20
15
10
aaaicocodC'l
:>:2
CONDITIONS
. Both engines operating
SPEEDS IN LEVELFLIGHT AT 16°COLLECTIVE PITCH
Figure 3
330 Srn 4.5
02-38 Page 4
FLIGHT MANUAL
500
.' .... j ; ;.n~ ~_ ;.. _~__.;_.. . ' .. . .· .: ..· .... i.... ·.. ·i·..~..··;.. · :....:....;....' ..
: :.: :• I ••· ..
, i
... "'r' "'r'I
400300
PRESS.ALT. (xlOOOFt)
. ~ ... ' -; -. ; . ' .. ' .I \:.::,: 1 I : = :: :: :o I : • : .' I"':' .' ... ;.:.
:~i~T:·~r.tl-n~:·:·:I:·:t:·:rrT:f:::t:::I :::.:J:.: .::1:::1:::[::1.::1::1::., ::.::.
....,_.__ ~io ,_..'.' , , _'.' , _ , n.11!!~\{!j1 iliji~ i~ i ~~i;~:
··~·+-f··+..i·..i..[+.200
• : : : : • : : : 9 ~ ~ ! .: ••• ' : ••• ~ • I· : •• ' "
5 ::.:::::: .; .<f' : :::' i.;-;:1 : ~ : : :
~l> .+ .~..i..··:·+'~":' ....
~).·LLLji .:.:...:; .•~·.. l· .. ·;·· ·i·.. --.. ,.......: .
o
20
15
10
oooClCOoC">
:>::lE
HOURLY FUEL CONSUMPTION (Kg/h)
CONDITIONS
. Both engines operating
. Standard atmosphere ISA
HOURLY FUELCONSUMPTION AT 140COLLECTIVE PITCH
Figure 4
330 Sm 4.5
02-38 Page 5
FLIGHT MANUAL
: ;
() O'! +·H+·!·+H+· ··H+HHo~ ': .::::.:.: .:.':':
•.• ~•• <\ "," ,,"!u~"'!"i":"'~"j""~"~'"··t--:··:··!···~··~..·:..
. i . ~<\ • U' ~ .:. I : ... : .:.::. ~: . ! :u~ tJ" V' i::.: i i :: ::: J : : :
•••t-~'l"';' 0 . O· 0' '-~"'-"r-'4'''u,+'','--:-'''''' ••~.•.1"7•.1"-;-"1"··--.... 0 0 0 .' ' .. ':: J: .: '0:: if: : : :: i: i : : :,;.: : : ~ .: i .::.:: ~ :: .:::.! .
.•••.••••.••••+••:•••. ~ • ...:l.I••_•.I···~··f••·I··_··I•••••.••~.•••..,.•.;...•...~..•..: : : : : ! I : 0:: i : : I :: ::::; ~:i : : r : : :' .Q: ~ ; ; ; i: ~;;: ~ j :
....~.
. ' .. ' .... '
+, ·iu·.;,-~ •.. ; ••.•• f- -.~. ~.• ;
:; : ~ ; ~:. ;':'-rut-· --rete ~... ;~: :':.
,.: .•.. ; •...•• :.oo"; •.. ~ .•. ;
~ j ~ j ~ ~ ~1 \'~' i :':•• _u ••••••••••••• 1·.••• • .••••••••••••• u •• - ••••••••••••••••.•••• ~.•••••••••••••• ~., ••••••.• ,.
:: ::: : :::: ~:: ::: : :::: ~
5
PRESS.ALT.(xl000Ft)
20
10
15
~o
200 300 400 500 600
HOURLY FUEL CONSUMPTION (Kg/h)
CONDITIONS
. Both engines operating
. Standard atmosphere ISA HOURLY FUELCONSUMPTION AT 150
COLLECTIVE PITCH
Figure 5
330 Srn 4.5
02-38 Page 6
FLIGHT MANUAL
PRES.-PRESS.ALT.(xlOOOFt)
o 0. :
....Li.+·1· ..I..j .. .) .... ~...!..)..+.+ ..• 0
. : ~.:--j ... : .. , ... ; •. ; .. : .. ; .. ;.... " ,
.. '::;. ;: ..L :u;:'1;:
• - I •
: : : :;: ~;..i..,;,..j ..• , ..... ·:to •••• + ";..:...j.... . . .: : ; :: : .
&':·'1-,';" ..... u •• ~ •• : •••• -:. ··~··~··t·..'~"!'"
o •. .
.. ::.,: ... :... ; ... , ... ~.~ .. ~.. j ..... , .. '" "'i" "i' .. ~...
\':q:! up;-I,T.~"i" l' 'f" "1' :,,,., .. :,... :... ,:... ,
5; .; ;:;:::: ~J~:
+·H·tuj+ u ..]'". u u' u uu uju dO •• - •• u uj uN ..•..•..
20
15
10
gNCl)
~IO:>::iE
200 300 400 500 600
HOURLY FUEL CONSUMPTION (Kg/h)
CONDITIONS
. Both engines operating
. Standard atmosphere ISA HOURLY FUELCONSUMPTION AT 16°COLLECTIVE PITCH
Figure 6
330 Sm 4.5
02-38 Page 7
eurocopter Puma MANUEL DE VOL
FLI GHT MANUAL
TITRE - TITLEN 0
1 NON UTILISE
OPEN
LISTE DES SUPPLEMENTS -LIST OF SUPPLEI1ENTS
EDITION
ISSUE
/
REVISIOO an:-MlEI¥£N). IJ!lTE-aJF
/ /
2 ITRANSPORT DE CHARGES EXTERNES I En coursTRANSPORT OF EXTERNAL LOAD Pending/ /
3 TREUIL HYDRAULIQUE A VITESSE CONSTANTECONSTANT SPEED HYDRAULIC HOIST
1 / 02-38
4 TREUIL HYDRAULIQUE A VITESSE VARIABLEVARIABLE SPEED HYDRAULIC HOIST
5 IFLOTTABILITE DE SECOURS .EMERGENCY FLOATATION GEAR
1
1
/
/
02-38
02-38
6 INSTALLATION DE RESERVOIRS EXTERIEURS
EXTERNAL FUEL TANK INSTALLATION1 / 02-38
7
8
9
NON UTILISEOPEN
NON UTILISE
OPEN
INSTALLATION DE SKISSKIS INSTALLATION
/
/
1
/
/
/
/
/
02-38
10 INON UTILISE .OPEN
11AISEAU ALKAN Ref. 330A67.3001.00 et 3001.01ALKAN BUCKET
/
1
/
/
/
02-38
/
/
/
/ /
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
12 INON UTILISEOPEN
12AINON UTILISE
OPEN
13 NON UTILISE
OPEN
14 NON UTILISEOPEN
15 INON UTILISE
OPEN
16 INON UTILISEOPEN
16a INON UTILISE I /OPEN
Cette page est a incorporer apres 1 'intercalaire "SUPPLEMENTS"
This page is to be inserted after the "SUPPLEI1ENT"tab divider.
330 Sm
02-38
R.SUPP.5.5UPP.
Page 1
TITRE - TITLE
..............................................................
eurocopter
N 0
17 INON UTILISEOPEN
Puma
LISTE DES SUPPLEMENTS -LIST OF SUPPLEI1ENTS
EDITION
ISSUE
/
MANUEl DE VOl
FLIGHT MANUAL
REVISIOO an:-lY\lE
#ENJ. [jJ,lE-fIlE
/ /
18 INON UTILISEOPEN
19 INON UTILISEOPEN
20 INON UTILISEOPEN
21 INON UTILISEOPEN
22 INON UTILISEOPEN
..............................................................
..............................................................
..............................................................
..............................................................
..............................................................
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
..............................................................
..............................................................
..............................................................
23 INON UTILISEOPEN
24 INON UTILISEOPEN
25 INON UTILISEOPEN
26 IPROCEDURES D'ENTRAINEMENT A LA PANNEMOTEUR .
ENGINE FAILURE TRAINING PROCEDURES
27 I INSTALLATION RESERVOIR DE CONVOYAGE .FERRY FLIGHT FUEL TANK INSTALLATION
/
/
/
1
1
/
/
/
/
/
/
/
/
02-38
02-38
Cette page est a incorporer apres l'intercalaire "SUPPLEMENTS"
This page is to be inserted after the "SUPPLEI1ENT"tab divider.
330 Srn
02-38
R.SUPP.S.SUPP.
Page 2
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 3
CONSTANT SPEED HYDRAULIC HOIST
REF : AIR EQUIPMENT 76.360/100
FITTED WITH: FIXED JIB ASSEMBLY REF: 330A87.2300
OR. RETRACTABLE JIB ASSEMBLY REF : 330A87.2900
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02-382
02-383
02-384
02-385
02-386
02-38
ISSUE
: 1
Amendment No.
: 0Date code
: 02-38
330Sm
02·38
SUPP.3Page 1
Eurocopter Puma FLIGHT MANUAL
The "AIR-EQUIPEMENTtI 76-300-100 hoist can be mounted on either type of jib(fixed or retractable).
The retractable jib differs from the former mainly in the fact that the hoist
jib assembly can be retracted inside the cargo-compartment.
The hoist/jib assembly is installed in the frame of the RH side door and includes
- A cran}: used for raising or ~owering the hoist-jib assembly.- A lock device which secures the jib in "retracted" position.
- A safety belt fixed to the cargo compartment ceiling.
- A removable handgrip for hoist operator.
IS~1LIMITATIONS I
- HOIST Ii).AJ)
Maximum permissible load on the hoist is
2 - MINIMUM CREW
272 daN (600 lb)
On hoist missions, a qualified winchman must be included in the crew.
3 - AIRSPEED LIMIT
When a length of cable of 10 m max. is unwound for a minimum compact load of80 daN (175 lb), airspeed limit is 80 km/h (43 knots).
Turns are prohi -oited.Hoisting must be carried out in hover, keeping within the wind limitationsgiven below.
4 - WIND LIMITATIONS
In wind stronger than 32 km/h (17 knots) or if the weight being raised is
greeter than 180 daN (400 Ib), the helicopter must be held head into the windwithin ~ 45D during winching.
5 - M)~OEUVRING LIMITS
Do not carry out more than 3 consecutive lowering operations with the maximum
load for the full length of the cable.
330 Srn SUPP. 3Page 2
02-38
Eurocopter Puma FLIGHT MANUAL
•uc:•~
6 - LATERAL C. G LOCATION
For hoistir:lgmissions, starboard C.G limit maybe extended from 0.090 m(3.55 in.) to 0.12 m (4.72 in.) keeping within wind limitations given inparagra ph 4.The starboard C.G. limit is reached under the following conditions- 200 kg (440 lb) of fuel- maximumload on the hoist (Z72 daNor 600 Ib)- 2 persons at the starboard door.Balance of the aircraft is improvedif the quantity of fuel is greater orif the passengers moveto the left.
7 - FLIGHT ENVELOPE
With the retractable jib extended or the fixed jib installed, with no loadon the hoist and the cable woundthe aircraft flight envelope is the sameas for aircraft in clean configuration with the door open, i.e. : Z75km/h(150 kt).
1 - PRELIMmARI STEPS CONCERNING EOISTmG
CAUTION: CHECK THA.'r THE INTERNAL WAD OR TEE :mEL DISTRIBUTION (WITH EXTERNAL TANKS) ALLOWS THE "HOISTmG" TO BE CARRIED OUT WITHIN TEE LIMITS OF TEELATERAL C.G. IDeATION.
PIIDT 's ACTION
- En.surethat the hoist circuit-breaker and the L.R. and RH. jettisoncircuit - breakers are effectively engaged.
- Set the mission selector switch on overheadpanel, to "TREUIL"("HOIST")position.Placing the switch in this position authorizes :
• actuation of the hook by meansof the hoist operator's handgriptenergization of the electrical circuit is confirmedby lightingof the blue "hoist control authorizationll indicator light locatedin the cargo compartment)•
• Cutting the hoist cable, by Pilot or Co-pilot emergencycontrol(on collective pitch control lever grip).
OPERATOR'S ACTION
- Whenthe aircraft is fitted with a retractable hoist, raise the hoist/jibassemblyby mea."lSof the crank and lock the assemblyin "raised" position.
- Checkfor correct electrical connection of the hoist operator's handgripaDdfor correct I.C.S. connection with the crew.
NOTE:Whenthe 3rd crewmember'sseat is occupied during a hoisting mission,the res volumecontrol is reserved exclusively for the hoistoperator I s use.
330 Sm
02-38
SUPP. 3Page 3
Eurocopter Puma FLIGHT MANUAL
- Put on a glove for guiding the cable- Makesure that the safety strap is correctly secured and fasten the belt.
2 - HOISTmG
After tlu'ee consecutive loweri:ogoperations at lIl8%imum hoist load for thefull length of cable, delay further operation until the hoist has cooled.
Cooling of the hoist can be obtained either by fl;villg at 150 km/h (SO knots)I.A.S. for five m.1m.ttesor by l.aDdingfor 30 mimltes' rest on the ground.PIID!" S .ACTION :
- Take up ~ition 1%1hover, head into the 1dDi, at a he~ at less than50 118tms (160 feet) above g1"OUDd(usable cable length).
- Do not initiate :tonard flicht until the load has been hoisted aboard.OPERAroR'S ACTION
- Whenthe blue "authorization" iTl"''ieator l1&:bt18 on, actuate the rockersvi tch on the cont1'Olgrip.
- After automatic stoppiDg of the cable at-4 metres, canplete the :r&.i8:1ngoperation.by actuat1:ag the plSh-bu.tton situated near the normal control.
- Take all Decessar,yprecauticms to prewnt the person being hoisted trcB strild.ngtb8 hel1copter. The presence of a yi.,..I'lnnJITI·sassistant is part1cularly dedzable.The assistant III1Stalso wear an attached safety' belt.
- The person can be br'OUBhtinto the helicopter in the tolloviDg way :• Able-bodied person: the jib itself provides a ha%Id-hold.enabliDg h1mto ftiae
h:1JDselfonto the carso deck.The yiTl~lnnJITI'sass:1stant can gift such help as is DeC8Ssaryto complete entryinto the cargo caarps.rtment.The operator must, of course, unroll the cableduring this stage of the opemtion •
• Incapacitated person: turn the casualty with his back to the door, buttocksat carg0-4eck lewl; take hold of the belt or clothes and p1l.l the casualtyinto the aircraft whilst unreel1ng cable as necessary.
- D1fficul ty will be experi.eDCed1%1tJtlriTlgon board loads heaner than 100 Xc(220 lb) •.In such c1rcumstaDCesthe hoiSt operators need to be equipped appropriateq.
SUPP. 3330 Srn Page 4
02-38
Eurocopter
3 - HOISTING TmIf NACELIE
Puma FLIGHT MANUAL
••..c:•.::.5...•$et
It is recommendedto removethe long foot-rest to hoist the nacelle contai:cinga passenger.Taking into account the nose-up attitude of the nacelle, the latter should bepresented with its back turned toward.the aircraft at the end of the hoistingoperation.Whenthe hoist is stopped, rotate the nacelle by 1800 a."'ld. hook the lower partto twohooks secured to floor rings.
4 - RETRACTING TEE JIB
After reeling the cable in and setting the mission switch to "OFF" ("A..'Ll1ETlI)
- Release the lIextendedposition" latches and fold back the levers.- Actuate the crank until the jib comesagainst the upper stop in the cargo
compartment.- Engagethe two fasteners to secure the jib to the ceilil'lg.- Install the rubber protectors on the jib.
It is permissible to close the door in whichcase it is possible to flywithout any special limitations.
Donot use seats or stretchers inside the area del~ited as follows :
• 0,95 m (37 in.) both sides of the centre line of the R.E. side door.• 10 (39 in.) wide, from the R.Ef.i1"l?'1eredge of the cabin.
15~3 =EMERGENCY PROCEDURESl
Anemergencycutter is available to the pilot and the copilot; this system,controlled by meansof the emergencyrelease push-buttons mountedOnthecollective pitch levers, is used to sever the cable in case of necessity.
The cable cutter carnot be operated unless the two protection circuit breakers are effectively engaged.
SUPP. 3
330 Srn Page 5
02-38
Eurocopter Puma FLIGHT MANUAL
N07.E : Tne pilot's emergencyc~tter circuit is fed from essential bus bar P.P.10
ar~ the co-pilot's circ~it from secondary bus bar P.P.?
In case of malfunction of tne hoist operator's ha.ndg:rip, the wiDcbmancar:.
cO!ltrol the hoist travel manually, b~'depressiDg the "UP" ("MONl'L;:")
and "D01\1N" ("DESCE1\'rTE") push-butto!lS on the electro-valve.
CAtT':'ION : n~ T:S:IS CA~ THE EIECTRICAL END-OF-TR.Ii.VEL ,5;..EETY BR.m IS
n~FFECTIVE n~ BOTE DIRECTIONS, ONLY TBE :r-~C5ANIC.AL SAFETY
F.EATtJRES ARE OPERATIVE.
IS~4PERFORMANCE I
Not applicable
330 Srn
02-38
SUPP. 3Page 6
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 4
VARIABLE SPEED HYDRAULIC HOIST
REF : 76360.110.01 or 76360.410.01
FITTED WITH RETRACTABLE JIB 330A87.2900
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02-382
02-38
3
02-38
4
02-385
02-386
02-38
ISSUE
: 1
~endment No.
: 0
Date code
: 02-38
330Sm
02-38
SUPP.4Page 1
Eurocopter Puma FLIGHT MANUAL
'l"heAm EQUIPMENT76360-110~1 or 76360-410-01 hoist is installed on retractablejib pIN 330A.87 .2900.
The retz;actable jib allows the hoist/jib assembly to be retracted inside the car~compartment.
The hoist/jib assembly is installed in the frame of the RH.'side door aIld incorporates:
- A removable crank used for raising or lowering the hoist-jib assembly.- A lock:i..Dgdevice which secures the jib ill "retracted" position.- A safety belt fixed to the cargo compartmentcei.li.Dg.- A removable handgrip for the hoist operator.
15~1LIMITATIONS I
1 - HO 1ST WAD
Max:imumpermissible load on the hoist i.s : 272 daN (600 lb).2 - MINIMUM CREW
Onhoist missions, a qualified wincbmanmust be included in the crew.3 - AIRSPEED LIMIT
Whena length of cable of 10 m max. is unwoundtor a m; -n; mnm compact load of80 daN (175 lb), aixspeed is limited to 80 km/h (43 knots).Turns are prohibited.Hoisting must be carried out in hover) keeping within the wind limitati.onsgi.ven below.
4 - WIND LIMITATIONS
Whenthe wiI1dvelocity is greater than 32 km/h (17 knots) or the weight hoistedis greater than 180 daN (400 lb), hoisting operations must be carried out headinto wind within 45°.
5 - MANOEUVRING LIMITS
Do not carry out more than 3 consecutive lowering operations with maximumload for the full length of the cable •
330 Srn
02-38
SUPP. 4Page 2
Eurocopter
6 - LATERAL c.G. LOCATION
Puma FLIGHT MANUAL
For hoisting missions starboard. C.G. limit maybe extended.from 0.09 m(3.55 in.) to 0.12 m (4.72 in.) keeping ;{itbin the wind lbitations givenin paragraph 4.Thestarboard C.G. limit is reached l.1nderthe following conditions
- 200 kg (440 lb) of fuel,- m~yimnm load on the hoist (Z72 dart.or 600 lb),
- 2 persons at the starboard door.Balance of the aircraft is i!!lprovedif the quantity of fuel is greater or
:: if the passengers moveto the left.c:
~ 7 - FLIGm' ENVEIDPE~
Withthe retractable jib extended, or the fixed jib installed, with no loadon the hoist and the cable woundill, the fligh.t envelope of the aircraftis the sameas for aircraft in clean configuration with the door open,i.e. : 275 km/h (150 kt).
15~2NORMAL PROCEDURES I
- PRELJ:MTIiJ'ARY STEPS CmTCERNING !ID ISTING
CAUTION : CHECK THAT TEE Th"5RNAL IDA.D OR TEE FUEL DL:J""TRIBUTION (~frrH Ell'~'z;RNAL
TANKS) ALLO\olSTHE "HOISTING" TO BE CA..'tffiIED OUT 1iITRIN LA.TERil C.G.LINl'rS.
PILOT ACTION
- Ensuxethat the hoist circuit-breaker and the LR. &: RH. jettison circuitbreakers are effectively en.:,aaged.
- Set the mission selector switch on the overhead panel, to "TREUIL"("HOIST")position.Placing the switch i!l this positions authorizes
• actuation of the release unit hook by meansof the hoist operator'sbandgrip.
(energization of the electrical circuit is confirmedby lightir~ ofthe blue "hoist control authorizatio~" indicator light, located i!lthe cargo compartment.)
• cutting the hoist cable, by Pilot or Co-pilot emergencycontrol (on.collective -pitch contxol lever grip).
OPERATOR ACTION
- Raise the hoist-jib assemblyby meansof the crank and lock it in "raised"position.
- Checkfor correct electrical connection of the hoist operatur Is handgripand for correct I.C.S. cOI'..I:.ectionwith the crew.
SUPP. 4330 Srn Page :;
02-38
Eurocopter Puma FLIGHT MANUAL
- Put o:ca glove for guiding the cable._ JVakesuxe that the safety strap is correctly secured and fasten the belt.
2 - EOISTmG
After three consecutive lowe:riJ:lgoperatior.s at ~imuIt hoist load. for the fulllength of cable, delay further operatio~ u-~til the hoist has cooled.
Cooling of the hoist ca...~be obtained either by flying at 150 Km/h(80 knots)I.A.S. for five m.iIr.ltesor by landiJ:l.gfor 30 Itinutes' rest on the ground.PILOT ACTION
Take up position iD hover, head into the •.-:i.nd.at an altitude depending on the.usable cable length :- 50 (165 ft) with hoist 76360-110-01- 80 (260 ft) with hoist 76360-410-01- Do not initiate forward flight until the load has been hoisted aboard.
OPERATOR AC':'IOI;
- Wnenthe blue "authorization" illdicator light is on, actuate the rocker SVI":i.tchon the control grip.
- Cable wind-in is automatically slowed down0.50 mfrom the end stop.lrO!:E : An addition~l p'.lSh-button located on the grip allowsthe hydraulic sys
text to be s•.Titched off if necessary.
_ Take all necessary precautions to prevent the person being hoisted from striking the helicopter. The presence of a 1o":i.ncbmanI S assistant is parlicularydesirable. The assistant must also wear ar. attached safety belt.
- The person can be brO'..lghtinto the helicopter in the following way :• Able-bodied person: the jib itself provides a hand-hold ena.~ling him to
raise himself onto the cargo deck.
The ,dncbman's assistant can give such help as is necessary to completeentry into the cargo compartment.The operator must, of course, unrollthe cable duri:ng this stage of the operation.
Incapacitated person: turn the casualty lI"ith his back to the door, buttocksat cargo-cLecklevel; take hold of the belt or clothes and pull the casualtyinto the aircraft whilst unreeling cable as necessary.
- Difficulty will be experienced iD tak:i..ngon board loads heavier than 100 kg(220 Ib).
lL such circumstances the hoist operators Deed to be equipped appropriately.
330 Srn
02-38
SUPP. 4Page 4
Eurocopter
3 - HOISTmG WITH NACELLE
Puma FLIGHT MANUAL
•..c:•.:=...•£~
It is recommendedto removethe long foot-rest to hoist the nacelle conta.i.ni.nga passenger.Tak.i:oginto account the nose-up attitude of the nacelle, the latter should bepresented with its back turned toward the aircraft at the end of the hoistingoperation.Whenthe hoist is stopped, rotate the nacelle by 1800 ar..dhookthe lower partto two hooks secured to floor rings.
4 - RETRACTmG TEE JIB
After reeling the cable in aDdsetting the !I1:issionswitch to "OFF" (IlABHET")
- Release the "extended position" latches aDdfold back the levers •
- Actuate the crank until the jib comesagainst the upper stop in the cargocompartment.
- Engagethe two fasteners to secure the jib to the ceiling.
- Install the rubber protectors on the jib.
- It is pennissible to close the door in which case it is possible to fly~thout any special limitations.
Do not use seats or stretchers inside the area d.elimited as follows :
• 0.95 I!l (37 in.) both sides of the centre line of the R.B. side door.
• 1 m (39 in.) wide, from the R.B. inner ed",aeof the cabin•
15~ :>EMERGENCY PROCEDURES I
An emergencycutter is available to the pilot and. to the co-pilot; this system,controlled by meansof the emergencyrelease push-buttons mountedOnthecollective pitcn levers, is used to sever the cable in case of necessity.
The cable cutter cannot be operated unless the two protection circuitbreakers are effectively engaged.
SUPP. 4330 Srn Page 5
02-38
Eurocopter Puma FLIGHT MANUAL
NOTE :
The pilot's emergencycutter circuit is fed from essential bus bar P.P.10 and. theco-pilot's circuit from secondary bus ba~ P.F.7-
In case of I:Ialfunction of the hoist operator's handgrip, the vdnchmancan controlthe hoist travel manually, by depressing the "UP" (n}10l\TTEE") and "DO\~'Nn ("DESCENTE":push-buttons OIl the electro-valve.
CAUTI~ : IN TEIS CASE, TEE EIECTRIC.P..1 END-Or-TRAVEL SAFETY BRAKE IS mi.l~l'~CTIVEm BOTE DlRECTIONS I ONLY THE MECHANIC.A1 SJJETY :EEA.TORES ARE OPERA.TrVE.
IS~ 4PERFORMANCE I
Not applicable
330 Srn
02-38
SUPP. 4Page 6
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 5
EMERGENCY FLOATATION GEAR
PIN 330A87.6000.01 - 6000.02 and 6000.03
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02-38
2
02-38
3
02-38
402-38
ISSUE
: 1
~endment No.
: 0
Date code
: 02-38
330Srn
02-38
5UPP.5Page 1
Eurocopter Puma FLIGHT WANUAl
The floatation Bear can be iDflated in 3 seconds. This equipment does not ai'fectflight characteristics significantly : the effect is felt most in autorotationas the airflow through the rotor may be more or less affected.
An overpressure valve system makes inflation poSSible at hiBh altitude.However, as a result, if the aircraft loses considerable altitUde after inflation,the floats may not be fully inflated on ditching.
1~~1LIMITATIONS 1
1 .FIDATATION GEAR NOT mFIA.TED
A. GEAR. NOT COCKED
(i.e. The "MISE A FEU"*(FIRING)*switchis set to "ARRET"(OW); the amberlight is out.)
In this case tbe1'e is no special limitation.Refer to the limitations given in the basic manual.
B. GEAR COCKED
(i.e~ the "MISE A FEU"*(FIliING)*switchis set to "MAReS" (ON) ; the amberl.i8ht is on).
In tbis case, the absolute mA"{illllllll speed is Z75 Km/h (150 knots) instead of310 KDVh(167 knots).
For other limitations, refer to the basic manual.
* NOTE: The "MISE A nu" (FIRnm) switch controls cockingof the emergency floatation gear (ARMlNGswitch).
2. FIDATATIONGEARINFLATED
~rUmUD speed•••••••••••••••••••••••••••• 235 KmVh (130 knots)
Maximumspeed in flight manoeuvres •••••• 185 Km/h (100 knots)
For the other limitations, refer to the limitations given in the basic manual
SUPP. 5330 Sm Page 2
02-38
Eurocopter Pum.
IS~2NORMAL PROCEDURES /
FLIGHT MANUAL
J.£I
1. TEST OF THEGEAR
_ The "MISEA mY" (FIRING) switch is set to "HAReHE"(ON). The amber lighton the instrument panel comes on•
~ST SELEC'roRCreen lightRed lightMeaningFOSIT1DN "Et:>N"(OORRECT)"DEC.*" (CUT)*
"ARRET-ROUGE"(OFFL-BED)
Qlten
} Test ofthe test-"FICTIF-VERT" (OOMMY-GREEN)
encutsystem
"ET.2 D." (SC;PIB-2-S)
enQltSquib ingood cendi ticn
"ET.2 D." (SQU~2-S)
CIltenSquib isdefective
"ET.' D." (SQUIB-l-S)
Test and meaning identical
"ET. 2 AV" (SQUIB-2-M)
"
"ET.1 AV" (SC;PIB-1-M)
"
"ET.1 C." (~IB-1-P)
"
"ET.2 C." (SQUIBo-2-P)
"
~ : 1) It is necessary to c.epress the "TEST ETOUPILLE"(SQUIB TEST)push-button to make the light come on.
2) The red light "DEC" (CUT) denotes a FAULTin the squib being tested.
2. !!2!
1) Floatation ~ar not inflated - Svstan not armed : amber liRht out
To innate, two actions are necessary :
a) Set the "marche-arrat" (en-off) switch to "ON"b) Firmly dE::press the push-button.
2) noatation ~ar not inflated - System armed : amber liP.ht Q'1
One actiQ'1 ally is necessary to inflate the floats, i.e. : firmly depress thepush-butten.
SUPP. 5330Srn Page'
02-38
Eurocopter Puma FLIGHT MANUAL
3) Special recommendationsWhen flying over water. the "cocked" position will be adopted (amber light on)if the flight altitude selected is less than 200 metres (700 ft).
If ditching becomesnecessary first reduce speed to 150km/h (SOknots) or less;
80 km/h (43 knots) is a recommendedsred for final approach.At approximately 100 metres (300 feet abovewater level, inflate the floats andproceed with the approach normally, tryi.ng to makea preCise touch-down.If ditching has to be madein full autorotation, try to keep the ail'Craft in anaerodynamically clean condition as long as possible, i.e. the floats should beinflated only 5 to 10 seconds before touch.i:cgdownon the water (whenlevellingout).
No change
IS~ 4PERFORMANCE 1
,. EMERGENCY F'LOM'ATI0N GEAR NOT INFT-A-..'T'ED
The aircraft performance given in the basic manual remains applicable. Referto the relev~nt appendix for level flight performance (additional performance)
2. EMERGENCY· FLOATATION GEAR INFLA.TED
The aircraft performance given in the basic manual is compatible with theabove paragraph : "Special RecoInI!lendaticns",and remains applicable. Referto the relevant appendix for level flight performance (Additional performance).
3. ·MAXIMUM WEIGHT RECOMMENDED OVER WATER
For over-water operation, conform with conditions of weight. temperature,altitude such as to be within reach of land, with one engine only,
operating at the maximum rating authorized.
For oveI'-water operation beyondreach of land it is recommended.that weightand temJ:erature combination should not exceed that for a 30 m/mn.(100 ft/mn)
.rate of climb on one engine at intermediate contingency rating.1'0 determine the weight, al ti tude and temperature conditions, refer to Section 401' the basic manual. It will be seen that, at low altitude, a gross weight of
7 metric tons ( 15400 lb) is practicable without restriction over the wholeenvelope.
330Sm
02-38
SUPP. 5Page 4
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 6
EXTERNAL FUEL TANK INSTALLATION
REF : 330A41.2200 AND 2200.01
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02·38
2
02-38
3
02-38
ISSUE
: 1
~endment No.
: 0
pate code
: 02-38
330Sm
02-38
SUPP.6Page 1
Eurocopter Puma FLIGHT MANUAL
Tbe external tanks installation is designed to increese the operating rangeof the helicopter.
Tbe installation consists essentially of :
- 2 tanks, of 350 litres (92.5 us. gal. or 77 Imp. gal) capacity each. Thesetanks are mounted one each side, against the fuselage walls and above themain lending gear units.
Each tank is fitted with a filler cap and a fuel gauge electrical circuit.
- A fuel transfer system ensuring cross-feed of fuel to the correspondinggroups of main taIlks by g:-avity. The transfer flow rate varies between550 and 300 litres/hour(146 and 80 US. gal/h or 120 and 66 Imp. gal/h)and
they are completely drained in approximately one hour ~he flow rateincreases ldoth load factor, for example : constant tu-'"'Il.).
- ~ electrical cont~ol system which allows opening of the electric fuel
transfer valves to be controlled from the cockpit (upper pedestal panel).Two warning lights located near the control s~~tch come on whenever the
val ve control is in the "open" position. A dual fuel gauge permanentlyindicates the quantity of fuel contained in each exte!"DBJ.tank. F-u.eltraIlSferis monitored by means of the fuel gauge indicators of the external tanks,the main tanks and. as applicable, by the high level wa.-.""'Iluglights of themain tanks.
IS~1LIMITATIONS I
The whole of the limitations specii'ied in the basic manual remain applicable.
IS~ 2NORMAL PROCEDURES
In addition to the instructions specified below all the normal proceduxes given
in the basic manual remain applicable.
Page 2
SUPP.330 Srn
02-38
6
Eurocopter
- ON GROUND
Puma FLIGHT MANUAL
•uc:•.;:.E.•.•c;f
Whenrefuelling and.af'ter return froma flight, check that the transf'ervalves are shut in order to prevent any fuel from rising i.!lto the airvent pipes.
If applicable, check the fuel quantity on the -external tank gauges.
2 - IN FLIGHT
In order to avoid pressuriziDg the air vent pipes, the electro-valvesshould.be switched on only af'ter approximately 150 litres (40 US. Gal.er 33 Imp. gal) of fuel from each group of main tanks has been consumed.Approximately10 minutes after starting fuel transfer, check the fuellevel in the main and external tanks to :make sU-"'ethat transfer isprogressiDg normally.If the "high level" warning lights comeon, cut the transfer for approxima.tely half an hour.In cruising flight, fuel transfer can be carried out peI'll!2.nentlyuz:.tilthe fuel contained in the external tanks is used up (approximately 1 hour).The valves !lLIlstalways be switched off ''Thenfuel transfer is completedand, in all cases, before landing.
The position of the side tanks leads to transversal or rearward displacementof the c. g., which must be taken into consideration. For reference : the fuelcontained in the external tanks is situated 6.57 m (258.6 in) from thezero datumplane and 1.25 m (49.1 in) from the symmetryplane of theaircraft.
15~3 I
EMERGENCY PROCEDURES I
Thewhole of the emergencyprocedU-.""esgiven in TEEBASIC~'lU.A1 is applicableto SA.330. helicopters fitted with extel"I'.altanks.
15~ 4PERFORMANCE I
The performancegiven i.!l the basic oanual is not a:fected by the ;nstallationof external tanks (for pe~or:nance izl level flig!J.t, refer to the Appendix).
Page 3
SUPP.330 Srn
02-38
6
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 9
SKI INSTALLATION
PIN 330A82.5250.00
WITH REINFORCED TORQUE LINKS PIN 330A82.5270.00
AND 330A82.5270.02
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
102-38
2
02-38
3
02-38
ISSUE
: 1Amendment No.
: 0
Date code
: 02-38
330Sm
02-38
5UPP.9Page 1
Eurocopter Puma
I~FLIGHT MANUAL
The whole installation includes three skis which are fitted undernea::: the
wheel axles and prevented from rocking by sets of elastic cords and c:blessecured to the skis and to the landing gear structure.
The three skis are individually interchangeable and the forward ski canbe orientated.
The installation providas for the attachment of a towing bar for groundhandling.
~~1I L1MITATIONS1
Apart from the special limitations specified below, t:le whole of the
limitations given in the basic manual still applies.
1. MAXIMUM SPEED : The Never Exceed Speed curve given in the basicmanual still ap~lies ; however the absolute VNE is limited at275 km/hr (148 kt).
2. LANDING-GEAR-DOWN LO~K (Lock plate installed).
l5~_~ _u II
1. BEFORE FLIGHT
- Check elastic cord attachment fittings on nose and main landing gear.- Install landing-gear-down lock plate on landing gear control in cockpit.
2. TOWING
Carry out this operation with care (long radius of turn).The taxiing speed of the aircraft when towed on unprepared ground must
be low to avoid inadvertent oscillations on skis. The steering anglemust be less than 30°.
3. TAXIING WITH ROTOR TURNING
During the towing operation with the rotor turning, do not exceed a
speed of 10 knots (20 km/hr).It is recommended to avoid sharp turns and uneven grounds.
4. TAKE-OFF
Take-off according to normal procedure without the helicopter running.After take-off, the nose wheel must be locked.
5. IN FLIGHT
Avoid sudden transition from level flight to autorotation or to fast descent
330 Sm SUPP. 9
02-38 Page 2
Eurocopter
6. LANDING ON SNOW
PumaFLIGHT MANUAL
•ur:•.t.5..•Set
- Land at a low or zero forward speed.
- Gradually reduce collective pitch as soon as the aircraft begins to
slide in order to avoid excessive braking.
Should it be necessary to manoeuvre the aircraft on the snow ra1se
the forward ski-by applying a pitch value close to that of IGE pitch.
7. LANDING ON HARD GROUND
- On landing, except. in case of emergency, the forward speed shall be
as low as possible.
- Avoid uneven grounds.
IS~3EMERGENCY PROCEDURES 1
The emergency procedures given in t.hebasic manual still apply.
The whole of the performance given in Section 4 of the basic manualstill applies.
PERFORMANCE IN LEVEL FLIGHT
- Level flight speed penalty is 6%- Kilometric fuel consumption penalty is 6%
330SmSUP~ 9
Page 302-38
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 11A
"ALKAN" BUCKET
REF : 330A67.3001.00
AND: 330A76.3001.01
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02·38
2
02-38
3
02-38
402-38
502-38
6
02-38
ISSUE
: 1
Amendment No.
: 0
Date code
: 02-38
330Sm
02-38
SUPP.11APage 1
Eurocopter Puma
la~FLIGHT MANUAL
The "ALKAN" type 858 bucket is designed for the air transport and droppingof water or liquid solutions for fire fighting.
This equipnent can be used :
- for direct attack ("fast discharge", to dowse the fire)
- for preventive heavy spraying (slow discharge rate) of fireresistant or retarding chemical solutions.
The bucket can be filled :
- on the ground, using a hose.
- with the helicopter in hover, by immerging the bucket in areserve of water deep enough and sufficiently clear of obstaclesfor ~ersion filling the bucket must be fitted with its
buoyancy ring, which limits its usable capacity to 1500 litres.
The various operations associated with filling and fast or slow dischargeare controlled by the pilot, using a special control installation.
The water bucket, carried under the helicopter, on the sling (See SupplanentN°2) comprises:
- a receptacle (1),
- a suspension cable assembly (2),
- an electrical control and indicating system for monitoring the.filling and jettisoning operations,
- an "O.A.T. alarm" to warn the pilot of high temperature areas(temperature probe (3».
Buoyancy is provided by a moulded floatation ring assembled, in sections,
around the internal wall of the receptacle.Three volumes of water are obtained :
1500 litres by immersion, with the floatation ring installed~
1800 litres by fire hose, with floatation ring installed,
- 2200 litres by fire hose, with floatation ring removed.
The bucket is suspended from the helicopter by :
- A cargo hook jrelease unit, which must, imperatively, be fitted witha lanyard.
- The suspension gear, consisting of three 9 mm. diameter cables, each
13 metres long, with a spin restrainer plate.
- An electrical control wiring loom.
330 Srn
02-38
SUPP. 11APap 2
Eurocopter Puma FLIGHT MANUAL
•.uc:•..::~..,•.~It
The control and indicating system includes
- A control panel, on the co-pilot's side of the control pedestal, comprlS~ng :
. A master switch marked "MARCHE" (ON) - ARRET (OFF).
A discharge rate selector switch "GRAND DEBIT" (fast) - "PETIT DEBIT"(slow) (7).
Two pilot lights. Green.marked "FERME" : discharge valve closed (5). Amber, marked "OlJVERT": dis charge valve open (6).
- On the pilot's collective pitch control lever:
. the landing light control switch, used in this installation:
in the up ("MARCHF;" -"LIGHT ON") position to open the dischargevalve.
- in the down ("ESCAMOTE" - "RETRACT" ~position ~·oclose the dischargevalve.
NOTE: With the bucket master switch (4) in the "MARCHE" (ON) position the
co-pilot's landi:a.glight switch still controls extension and retraction of the landing light.The pilot regains control of the landing light when the bucketmaster switch (4) is returned to "ARRET" (OFF).
The mechanism only allows closing of the bucket from the "fast discharge"position. Consequently, when the slow discharge rate is used, a time-delay circuit commands opening of the valve to the fast rate position aftera time lag of 10 seconds.
- On the pilot's side of the instrument panel.
a red light (8), connected to a short-lag temperature sensor; flashesif O.A.T. is higher than 50°C •
• A test-button (9) for checking the installation.
Independently of the ALKAN bucket controls, both pilot's and co-pilot's"external load" "NORMAL" and "EMERGENCY" controls remain operative.
3
5 6
7
2
Instrument Panel
Bucket Installation
Figure 1
330 Srn
02-38
8
SUPP. 11 A
Page 3
Eurocopter Puma
1LIMITATIONS
FLIGHT MANUAL
With the exception of the specific limitations detailed belo ••, the limitations
given in the basic Flight Manual remain anplicable.
- Maximum permissible gross ••eight is as snecified in the "Limitations"
section of the basic Flight Manual.
Maximum sling weight is as specified in the "External Load Transport"supplement, except that if the immersion filling process is used the volumeof ••ater carried shall be limited by a buoyancy ring to 1500 litres.
Night flying is prohibited, as the pilot's landing light control is notno~ally av~ilabl~.
, - MAXIMUM SPEED
Bucket full or empty
- Maximum power-on speed: I.A.S. max = 130 Knots (240 km/h),
- Maximum speed in autorotation : LA.S. max = 108 Knots (200 km/h).
2 - LOAD FACTOR
Bucket full or empty :
- Maximum bank angle: 30°.
3 - COLLECTIVE PITCH •
The collective pitch chart included in Section 1 of the basic FlightManual applies ; but, if the immersion filling method is used, do notexceed the authorized collective pitch limit for Hover I.G.E until thebucket is completely out of the water.
4 - MINIMUM CREW
A minimum crew of two (pilot and crewman) is required for this type of operation.
5 - FIRE-FIGHTING
Temporarily, pending envelope extension tests, the following instructionsare to be complied with in the incendiary area:
- Keep out of the smoke.
- Fly out of areas ••here O.A.T. is above 50°C (alarm light flashing).
6 - INSTRUCTION PLATE
An instruction plate is affixed to the
receptacle as a reminder that thebucket must not be filled by ~ersion
unless the floatation ring (designatedFloating buoy by the constructor) isinstalled.
ATTENTION
NE PAS IMMERGER SANS
ANNEAU DE FLOTTAISON
CAUTION
DO NOT IMMERGE BUCKU
WITHOUT FLOATING BUOY
330 Srn
02-38
SUPP. llAPace 4
Eurocopter Puma
lS~ 2NORMAL PROCEDURES 1
FLIGHT MANUAL
1 - IMMERSION FILLING - TAKE-OFF
The receptacle can be filled :
- from a small vater reserve, (canal, svimming pool, reservoir •.. ),
- from a lake, or in a bay; in this case, if the vater is deep enoughdip the bucket near the shore, vhere the pilot vill have landmarks.
If filling is carried out off shore, it is recommended to lay marker
buoys.
For immersion filling, the floatation ring must first be installed :this automatically limits the capacity to 1500 litres. The stabilizedload - receptacle included - is then 1700 kg.
To avoid overload stresses the folloving procedure is to be followed
- Ensure that the filling valve is fully open (green light on).
- Dip the receptacle (hovering) and vait for it to fill: 15 to 20seconds.
NOTE : The full receptacle settles "vertical", held afloat by itsbuoyancy ring, vith the cover at vater surface level.
- close the valve (amber light comes on), receptacle ilmnerged•
• Closing of the valve takes 4 seconds.
- apply collective pitch very slowly to allov overflov of excess water
(15 to 20 seconds). The amount of pitch applied is not to exceedmaximum permissible pitch for hover I.G.E.
NOTE : Do not drag the bucket during immersion nor during emersion.
2 - FILLING BY HOSE, ON THE GROUND
This method, mentioned here for information only, presents no particularproblem. The usual rules governing external load transport are to beobserved.
The maximum ground-filling capacities are :
. 1800 litres, for a hook load of approximately 2100 kg, with the floata-
tion ring installed .• 2200 litres, for a hook load of approximately 2500 kg, with the floata-
tion ring removed.
330 Srn
02-38
SUPP. l1AP8B8 5
Eurocopter
3 - OPERATIONAL USE
Pum. FLIGHT MANUAL
This includes
- Spraying of "retarding" chemicals (slow discharge) to create light
fire screens with the effect of reducing the flame-front, which can bedealt with more effectively by the "Water-Bombers".
- Intervention on small, marginal fires by dowsing with water (fast flow
dumping) .
4 - RECOMMENDED FLIGHT CONDITIONS
In the two cases mentioned above, the following flight conditions are
applicable
- height : 45 metres (height of bucket = 35 m)- Speed (I.A.S.) : 30 knots (55 km/h).
In the event of the onset of transient vibration, slightly increase or
decrease speed.
5 - SPRAYING EFFICIENCY
The form of the effectively sprayed area is roughly eliptic.
Density of spraying or dowsing is :
- Spraying of chemical solutions- Fast rate discharge of water
0.75 to 1.5 litres per sq metre.1.5 to 2 litres per sq metre.
NOTE: With the bucket filled to 1800 litres or 2200 litres, these
values are greater. These quantities are sufficient to calm or
extinguish the fire.
IS~3EMER ENCY PJrDCEDURES 1
Should a fault occur in the electrical control system of the ALKANbucket
installation, the pilot should check that the helicopter can hold hoverO.G.E., with the bUCKet full, for landing procedure.If not, the instructions given for the transport of external loads shallbe observed (SUPPLEMENT 2)
~ : The valve cannot be opened if the electrical plug on the bucket isdiaconnectp.c'l.
In emergency the pilo~ may release the bucket, 'using either the norma-lrelease control (cyclic stick) or the jettison control (collective
pitch lever). To do so, the mission selector switch must previously
be set tQ "ELING" (SLING) position.
No change
330 Srn
02-38
SUPP. 11APap 6
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 26
ENGINE FAILURE TRAINING PROCEDURES
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02-38
2
02-38
3
02-38
402-38
502-38
602-38
702-38
See "IMPORTANT NOTE" 0.1 page 1
ISSUE: 1
Amendment No.
: 0
Date code
: 02-38
Ii II
330Srn
02-38
5UPP.26Page 1
eurocopter Puma FLIGHT MANUAL
1 GENERAL
1.1 Scope
Since the 2 min 30 power rating and the 3D-minute power rating must only be
used on actual engine failure, this supplement gives the information required
for the use of a system which enables engine failure training by limiting the
gas generator speed to a value not exceeding the takeoff power rating.
Flight profiles similar to actual conditions encountered at the maximum weight
can be simulated for training purposes by associating this limit with lower
takeoff weights.
1.2 Descri pt ion of the System
The training system, which is invariably installed on the RH engine. comprises
primarily:
a control unit.
a removable flag to be placed on the fuel flow control lever,
a modified regulation card, permanently installed in the engines electronic
units,
a TRNG indicator light fitted below the warning caution panel.
1.2.1 Engine Electronic Card (TURBOMECA)
The modified engine electronic card PIN 0.177.69.791.00 fitted in the engine
electronic unit PIN 0.177.69.824.00 has been modified to limit the gaz generator
speed to 33000 rpm (99,4 %) during the training periods and to return to the
nominal 2 min 30 rating value for normal operation.
1.2.2 Control Unit (EUROCOPTER) - (Figure 1)
The control unit, which is fitted on the console during a training session, must
be removed in normal operation. A stowage connector mounted on the console, is
provided for quick disconnection.
330 Srn
02-38
SUPP.26Page 2
eurocopter Puma FLI GHT MANUAL
Figure 1 - Control Unit
The control unit includes:
- A two-position NORM-TRAINING switch locked in NORM position. It is used to
set the RH engine stop to either the normal Ng value at 2 min 30 rating or to
the offset Ng value when in TRAINING position.- A TRNG indicator light which illuminates when the switch is set to TRAINING.
There is a note on the control unit face plate which points out that the
training system is fitted on the RH engine and that only the performance datareduced should be used.
1.2.3 Removable Flag
A removable flag marker TRAINING is provided to be fastened onto the RH enginefuel flow control lever during training flights.
2 LIMITATIONS
Apart from the special limitations given below, the limitations given in SECTION
1 of the basic Flight Manual remain applicable.
The flight training special items consisting of:- the control unit,
- the removable flag.
330 Srn
02·38
SUPP.26Page 3
eurocopter Puma FLIGHT MANUAL
2.1 Operating Limitations
Engine failure training is allowed in a restricted flight envelope to preventdamage to the MGB,
Engine failure training is allowed only in the following conditions:
40 50OAT rC)
302010o-40 -30 -20 -10
)
~
--_.
.-.--•..---"-_.-_ ..._-._h .•• _
,.- \i
\
r\\,FLIGHT ENVELOPE AREA\
\I r\\~
,~
1\
v/ v/r>~\
'/~///Yj~ \
"/////////r)~ \/ Vv/////'/V'/V"':, \
~
V/V/v/'//V//////~,
')....V/
//v/'/VV//////////':""'-\
////'///.,/'//////V////V/~ \
'/ '//////////'///////V/v//'/ ~'/ ////////////////v/'/1/VV~.-
o
2~
000~)(.:::-0.:I:
15
5
10
oC!'"CD'"oc:i"!>::!!
330 Srn
02·38
SUPP.26Page 4
eurocopter Puma FLIGHT MANUAL
2.2 Maximum Permissible Weight
The maximum permissible weight for engine training procedures is defined asfollows;
. 300 kg less than the single engine hover IGE performance (15 ft), one engine
at normal 2 min 30 rating, Zero wind.
Figure 2 provides the weight for single engine hover IGE, in the conditions
2 min 30 rating, hover at 15 ft, Zero wind. This weight minus 300 kg provides
the maximum permissible weight for engine training at the relevant altitude and
temperature.
2.3 Height-Speed Envelope
The avoid area is a function of the weight and the external conditions.
The height of the low point (point C) and the combination of height and speed of
the knee (point B) of the height -speed envelope remain valid (see Figure 1 in
Section 1.3 of the Flight manual).
The height of the high point (point A) is to be determined using Figure 1 inSection 1.3, with a theoretical OAT of 25°C more than the actual temperature.
2.4 Gas Generator Speed
When the controls have been set to TRAINING the RH engine gas generator speedsare limited to the following values:
- 2 mi n 30 power rating 33000 rpm (99.4 %)
- Intermediate contingency power rating 32300 rpm (97.3 %)
2.5 P2 Ai r Bleedi ng
No P2 air should be bled during training procedures.
3 EMERGENCY PROCEDURES
Independently from the procedure specified hereafter the emergency procedures
given in the basic Flight Manual remain applicable during engine training
procedures (Read TRAINING 2 min 30 power rating instead of 2 min 30 rating and
TRAINING 3D-minute power rating instead of 3D-minute power rating).
- Failure of an alternator: interrupt the engine failure training flight.
330 Sm
02·38
SUPP.26Page 5
eurocopter
4 NORMAL PROCEDURES
Puma FLIGHT MANUAL
4.1 Preparation for Training
Install the removable control unit on the console.
Fasten the TRAINING flag on the RH engine fuel flow control lever.
Set to OFF all electrical consumers not necessary for the mission.
4.2 Engine Failure Training Procedure
It is the LH engine power which must be reduced during engine failure training
procedures. Place the LH engine fuel flow control lever in the fast reductiondetent.
Check the operation of the system:
Set the control switch to TRAINING
Check that the TRNG indicator light illuminates:. on control unit
. below the warning-caution panel.
In hover IGE with a height not exceeding 15 ft or in level flight if the
aircraft weight is less than the takeoff weight in hover IGE on one engine
reduce LH engine power and increase collective
pitch to stabilize the rotor speed at approx. 250 rpm.
Check that the gas generator speed is 32670 to 33000 rpm (98.4 to 99.4 %).
Should any difficulties be encountered during the training procedures. it is
recommended that the LH engine fuel flow control lever be moved forward rather
than the control unit switch be set to NORM. in order to avoid operation at 2
min 30 power rating. while ensuring a larger power increase just as quickly.
4.3 Return to Initial Configuration After a Training Flight
For normal operation following an engine failure training procedure. thefollowing items must be removed:
the control unit
the flag on the fuel flow control lever.
330 Srn
02-38
SUPP.26Page 6
eurocopter Puma FLIGHT MANUAL
..
(xlOOOFt)
• • ",. I' I' • ----.-, --, - ;- -,- •• '; - • ;-~I I •• ',' ". t t ; •• ',' r':.: ; : i I i I!: I ::: t :::: :::I .L I I.'. I' I. :.' •• '. '.'._ ••.••••••••..•••_•••• +-••_ •••~._•••••••••••••••••••• t •••••••••••• , ••• - ••• +••.- •.• ···.(··...······1········ .. It _t •••• - •••••••••I I I' ". I .',' I I .' .' I' 'I• I' I I' .• j • 1 • I" • :. I':' :. ~.. : :. !:: : 1 ! :::: :::: :;:
···t.._~···1····41···· 1..•••1•••.• t'• ··t···· ····t ··r···1 -:-·····..t···~··..:····1·..·· It •••!It •• ~ '''''; ••••• ~ •••••••• O'"'! I ••• ~ •.••• : , ••
· '. I I' t .' ,'.' f' I' I'.I• I '1 I J:' 1':: I :::; :::: :::1- I I·' .•..•.......
.-. ···1···· ··f·..· ....•....•.......•... ~ _ ~.- ..··· ~.···:-··I·..- t·.•·~···_·..+··· ...•.... +- •.• .:.. ..•• • ' .:.:.:.:.:.,,: f : I :• I I: . I ': ::. I ::.: ::': ~:.
~: l';: ::!: I::: I:;' :::..•..... - .•............•...-.-+.... ··...·..•....···..1•••• .. ·····_·I·· ..:·· •.~.•· •••_.-.{..••_ •.•~..•. ·.. ·•.. ··1····:····N J :.: I J.:. !": I : ": I :.:
I ' • r •••••••••• " I' ".! I ; ! : j j;: i !;:; : ~ : i ~ ~ ;
5
PRESS.ALT.
20
10
15
5000
CONDITIONS
Both engines at take-off Ng or217 mdaN max. torqueHover height 15 ft (4.5 m)Zero wind
6000 7000
WEIGHT (Kg)
TWIN-ENGINE HOVER IGEPERFORMANCE
Example: maximum permissible weight for engine failure training at 5000 ft, O°C. Thesingle engine Hover IGE performance, 2 min 30 rating, 15 ft, Zero wind given by theFigure at 5000 ft, O°C is 6300 kg.Therefore, the maximum weight for engine failure training at 5000 ft, O°C is 6000 kg.
Figure 2
330 Srn
02·38
SUPP.26Page 7
.eurocopter
FLIGHT MANUALSA 330Sm PUMA
SUPPLEMENT No. 27
FERRY FLIGHT FUEL TANK INSTALLATION
PIN: 330A87.1300
This supplement shall be included in the Flight Manual when the installation
mentioned above has been completed.
The information contained herein supplements or cancels the information given in the
Basic Flight Manual.
LIST OF EFFECTIVE PAGES
All pages of this supplement are listed below.This list is re-issued with each amendment.PAGE
CodePAGECodeDGAC APPROVED :
1
02-38
2
02-38
3
02-38
402-38
ISSUE
: 1
Amendment No.
: 0
Date code
: 02-38
330Srn
02-38
SUPP.27Page 1
eurocopter
GENERAL
Puma FLIGHT MANUAL
The range of the helicopter can be increased by installing special ferry flight
fuel tanks in the cargo compartment.
The ferry flight tank installation consists of four removable tanks having a
capacity of 475 litres * each, however a smaller number of tanks may be installed
according to the role and operating range to be obtained, provided that the e.g.
limits specified in the Flight Manual are not exceeded.
The forward tank group (1) drains by gravity into transverse tank 2T which supplies
the starboard engine.
The aft tank group (2) drains by gravity into tank IT which supplies the port
engine.
A valve is provided on each tank for fuel transfer.
* 475 litres = 125 U.S. gal = 104 Imp. Gal.
NOTE: This equipment which is intended to increase the aircraft range. shall be
used for special missions only.
/;7/-.----//
__ .-;::::::-. / J
Figure 1 - Ferry flight tank installation
330 Srn
02·38
SUPP.27Page 2
eurocopter Puma FLI GHT MANUAL
1 LIMITATIONS
All the limitations given in Section 1 of basic Flight Manual remain applicable.however:
- Smoking is prohibited due to presence of fuel in the cargo compartment.
2 NORMAL PROCEDURES
The ferry flight fuel tank head must not be applied to the main tanks.
To ensure observation of this condition. do not open the transfer valve of the
first ferry tank until the contents gauge for the corresponding group of main tanksindicates 150 litres * or less.
The transfer valve of the second ferry tank of the group is not to be opened until
the gauge again indicates "150 litres" *.
The ferry tank operating instructions are recapitulated on a plate affixed to eachtank.
* 150 litres = 39 U.S. gal = 32 Imp. Gal.
-"AINING.,.... *-In ••• in •••••••••• Ition "an'
MOKING PROHIBITED
'-' _~.wo
..• -
-leryioeen_i8IIy ••••••gnMIftd-T"'" "••_ daMd-Ft. thraugll flIIer necka to the' full· ••••••-Y8ntll_ •••• c••••
-fiLLING IANU- •• ~ " •• Nt fUll. lAMeS
-IN - .u.n INITlUCTIOIIS
-w... ••.... __ •.•. ., ........••• unit...••••• -.0 ••.•.••.•. tIw •••••• ...".., the fiNt...., •••••".O\IIM the ....". ., the _•••••••••••• the •••• _ •••••••• 1ndiclIt.1I01 .•••
-On ""' :Turn.n_._. •.•••••_-Oft •••• : •••••••• '""" _.
_0 •• tMIIa : __ •••••••
__ tell •••••• : T,..,., .-- _ fiIW••••••.• _ unit •.••••• .."...., •••• _
••••••••••• 1- ••••••)-T ••••••• 4* •••.•• N
~ ••••• int •••••••-c-1 _ ••••••••I'"-allOVAl.
3 EMERGENCY PROCEDURES
All emergency procedures prescribed in Section 3 of the Flight Manual remain
applicable.
330 Srn
02-38
SUPP.27Page 3
eurocopter
4 PERFORMANCE
Puma FLIGHT MANUAL
The performance data given in Section 4 of the Flight Manual are not affected by
the installation of ferry tanks.
330 Srn
02·38
SUPP.27Page 4
.eurocopter
APPENDIX
AUTOMATIC PILOT. Type PA 137
This appendix. issued to supplement the information given in the Flight Manual. may
be modified by specific amendment independent of those issued against the basic
Flight Manual
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-38 602-38
2
02-38 702-38
3
02-38 802-38
402-38 902-38
502-381002·38
CONTENTS
o General 2
1 Modes 2
2 A.P. - Associated equipment .4
3 Control and indi cati ng 4
4 Channel engagement conditions 7
5 Safety systems 7
6 Operation - Basic modes " 8
ISSUE
AMENDMENT
DATE CODE
330Sm
02-38
1
02-38
A.llPage 1
Eurocopter PumlAUTOMATIC PILOT
o - GENERAL
The automatic pilot installation installed on the SA 330 helicopter includes
a SFIM PA 137 electronic assembly, associated with an auxiliary servo-unit
which is series-connected in the flying con~rol linkage and supplied with
pressure from the aircraft hydraulic generating system.
The installation consists of 3 channels, each operating i~s associated
flight control linkage separately.
These channels are fully independent and may be engaged separately, so that
malfunctioning of one channel dces not interfere with operation of the otherchannels.
•••c•~5..•
~et
Pitch channel
- Roll channel
- Yaw channel
Longitudinal cyclic pitch
Lateral cyclic pitch
Tail rotor pitch
The servo-valves, integral ~rith the auxiliary servo-unit,transform electri~l
sienals into hydraulic pressure inputs and thus drive their respective channels.
1. FUNCTIONS (Fig. 1)
Basic stabilization is car~ied out by means of informatio~ supplied bythe aircraft navigation equipment and by components specific to theauto-pilot; this information concer~~:
- Stabilization about roll and pitch axes, using the neading andattit"..ldesigna.2.sprovided b:· the vertical attitude data ~enerator.
- Stabilization in heading, using data f'rcm a gyro-:nagnetic compass.
- Stabilization in altitude, through the pitch channel, using altitudeerror signals f'rom the barometric altitude controller.
In addition, this mode of operGtion provides
- Override manoeuvres, about the pitch and roll axes without losingthe reference.
- Override ~anoeuvres at the cyclic stick, with artificial feAl
disengagement and cha.::J.geof reference.
Overnc.e :nanoet::v~esin the ya...,c:ha."lnel,using the directional centrol
ped.als.
- Co-ordinated turns in cruising flight by simple lateral displacementof the cyclic stic~ (roll).
- Slow changes of reference about the pitch and roll axes, using the
"BEEP TRLlvi" sritch located on the cyclic stick grip.
330 Srn
02-38
A.11Page 2
Eurocopter Puma
AUTOMATIC PILOT
•..•c•.:.5.•.•~~
- Override manoeuvres, using the cyclic pitch control stick, on the pitch
orroll channel with resetting (change of reference) on the correspondingchannel (BEEP TRL'i + STICK).
Auxiliaryservounit
RIP IY
COMPUTER
Basicstabilization
LATEP.AL
CCELEROMETB.."{
GYRO
CO::.•IPASS
Bft..RO- ALTITUDE
CONTROLLERVERTICAL DATA
G~~ERATOR
FA 137 Autcpilot - Block diagram
Figure 1
330 Sm
02-38
A.1J
Page 3
Eurocopter PumaAUTOMATIC PILOT
2. AUTO-PILOT ASSOCIATED EQUIPMENT
A. VERTICAL DATA GENERATOR
The Vertical Data Generator supplies ~oll and pitch data.B. GYRO-MAGNETIC COMPASS (Heading Data Generator)
The Gyro-magnetic Compass supplies heading signals.C. BAROMETRIC ALTITUDE CONTROLLER
The Barometric "Altitude Controller supplies altitude data.3. CONTROL AND INDICATING
A •.ON THE CYCLIC STICK G~IPS (Figure 2)
- A sviteh (1) vi th four "work"
positicns and one "rest" position is used to c~erate the":See~ Trim".
- A push button (2) releasesthe stick trim: it releasesthe stick fram the artifici
al feel.
A switch (3)used to disenga
ge the auto-pilot, cuts outall ~~nctions and enables
the ~ilot to restae manualcontrol of the aircraft.
Control switches on cyclic pitchcontrol stick grips.
Figure 2
2
Control switches on
collective pitCh levers
Figure 3
- A "BAR ALT" "push-button (2)is llsed to disengage momenta
rily the barome tric altitudefunction and allows the pilotto alter the altitude reference.
B. ON THE COLLECTIVE PITCH LEVER CONTROL BOX (Figure
~ A "A.PHYD" switch (1) controls
supply to the electro-val-ve of the A.P hydraulic
system. When this switcn is:I0FF", the hydraulic pressu~e is not supplied to
the A.P system ; the "A.P''HYD
light, on the failure war
ning panel, is on
330 SrnA.11
pap4
02-38
Eurocopter
C. AUTO-PILOT CONTROL PANEL
PumaAUTOMATIC PILOT
The control panel enables the pilot to engage and disengage the
various auto-pilot channels
- Two basic versions may be used
1) AP 137 type control panel (Figure 4)It includes
•uc•.:=...•~et
*
*Version with
altitude hold
7 6 5 Figure 4
(a) A magnetically held switch (3). "F.C.S. ENG." (Flying Control
System Engagement) to set the automatic pilot in operation.
(b) Five switches associated with fjve lights, the illumination ofwhich is subject to the actual engagement of the functionsselected :
- Pitch (7), Roll (6), Yaw (5) whic:' engage the correspondingchannels.
- Altitude (1), used for ve~sions equipped with a barometricheight monitoring network.
- Cruise (4), which engages the cruise mode and enables constant-rate tu-~s to be made.
(c) Four edge-lights (2) for illumination of ~he front panel.
2) AP 127 type control ~anel (Figure 5)(according to version)
It includes
s
•
*Version withaltitude hold
Figure330 Srn
02-38
A.11
Psge5
Eurocopter PumaAUTOMATIC PILOT
(a) Five luminous push-buttons yith adjustable light intensity:
(1) Pitch (4), Roll (3), Yay (2), Altitude (1) (not used on some
versions) which engage and disengage relevant channels.
(2) Cruise (6) which engages cruise function and permits coordinatedturns.
(b) A "YAW-TRIM" knurled knob (7) to modify the heading reference.
(c) Four cen~re-zero galvanoceters (5) measuring the output voltage ofserve-valve amplifiers to check synchronization before the channel
is engaged and the servo-valve is centred.
(d) A dimmer ~~ob (8) to adjust push-button light intensity.
(e) Four edge-lighting lamps (9).
D. ON THE INSTRUMENT PANEL
A light on the failure yarning panel comes cn in case of pressure drop in
the auto-pilot system or Yhen the- "A.P hydraulic" svitch is i~ "OFF"position.
E. ON THE COCKPIT OVERHEAD ?ANEL
A "TRIM RELEASE" sOlitch cancels artificial feel in the cyclic sticks yhen
it is placed in "OFF" position.
F. ON THE UPPER PEDESTAL
An "A.P. SAFETY-YAW" control panel enables the pilot to control operation
of the A.P. safety system and to test it in flight, using the lock type3-positien "ON-TEST-OFF" switch (1).
A.P.SAl'"""'ET"i-YAW
CHE
OFF~ ~
"A.P. SAFETY-YAW" control panel
Figure 6
330 Srn
02-38
A.llPacs 6
Eurocopter PumaAUTOMATIC PILOT
G. ON THE LOWER PEDESTAL
A "SELECTION" ,=ontrol panel is provtded to stabilize the autopilot in
heading :A "HEADING" reversing s-.;itchheld in "AP" normal operating position by a
guard, makes it possible to :
- Operate the autopilot from heading data delivered by the gyromagnetlccompass, when in "AP" position
- Cu~t off the yaw synchronizer input when the gyromagnetic compass isnot available, 'by setting this switch to "STAB" position.
A selector switch (1) is provided to select vertical data generators or
gyromagne~ic compasses (depending on version).•••c•It.!:11•jet
"SELECTION" control panel
Figure 7
4.• CHA1rnEL ENGAGEMENT CONDITIONS
ffi---· .· .· .. .
S£LECTlON
COMMUT •••rION
gST••••.
I .-•• AI'...[] ..•
Des.cription FunctionCan be engaged only if :
"Engages the PITCH cr~~~elPitch/Roll safety is released.•.
REngages the ROLL char.nel.Pitch/Roll safety is released
vEngages the YAW channelYaw safety is released.•.
ALTEngages ~he BABOMETRICThe Pi~ch channel is engaged.
ALTI'lUDE channel (litch Channel-controlledCR
Engages the CRUISE func-Ya..,.channel is engaged
tion which permits
Pitch/Roll safety is released
COORDINATED TURNS
Airspeed ~ 110 km/h (60 Knots)
5. SAFETY SYS~~S
I Roll Pitch safetyDisengages or prevents engagement of pitcb and Roll IIchannels in case ef T.A.D.G. failure (caging + 28 v)
Yaw sai'ety
Disengages or prevents ensag~ent of yaw channel incase of :- T.A.D.G failure (caging + 28 V)- Operation in m~gnetic heading mode (M.H.)- Yaw monitoring operative
l:DTE : The T.A.D.G failure causes the simultaneous operation of pitch androll sai'ety systems.
26 V 400 Hz safety
Disengages or prevents engagement of P, R and Ychannels, and, consequently, of all other functions.
330Sm
02-38
A.l1Pqe7
Eurocopter
6. USE OF BASIC FUNCTIONS
Pum.AUTOMATIC PILOT
A. CliJl.IDTEL ENGAGEMENT
Check that: both "A.?HYD" s..•...itches are set to "ON".
(1) Eng~e!llent
Pitch, roll and yaw channels
- Front face switches on •...•.•... "P", "R", "Y".- General diseDgagement switen •... rorward
- ?ne 3 associated pilot lights ... COME ON
(2) General cisen~a£ement
- Depress the general disengagement push-~utton (on cyclicpitch control sticks)
= All channels are switched back to synchronization mode
- In case of erratic reaction ef flying controls, alsoswitch the A.P hydraulic system off .
. GENERAL INSTRUCTION RELATIVE TO DISENGAGEMENT .
• Aite~ each A.P disengagement, controlled through the gene-ral disengagement push-button on cyclic stick, ensure that
channels are effectively disengaged (push-button indicatorlights should be out).
• If not disengaged electrically : DISENGAGE IMMEDIATELY bycutting out the A.P hydraulic supply.
• If assistance from auxiliarJ servo units is desir~d, con
fir~ the normal electric cut-out by disengaging each channelseparately.
Once cut-out is effec~ive, the use ef A.P unit and non-affec
ted channels remains possible.
(3) Disengagement of individual channels and functions
- Actuate the switch of relevant channel
The push button indicator light
B. GROUND CHECK
Refer to basic manual
C. TAXIING
Refer to t:asicmanual
D. TAKE-OFF
Refer to basic ::lanual
E. AFTER TAKE-0FF
_____ GOES OUT.
- Stabilize the aircraft
- Release the '"Stick trim release" push-button
- Carry out attitude corrections by means of "Beep Trim" control
and yaw corrections by means of directional control pedals.
330 Srn
02-38
A.11
pags 8
Eurocopter PumaAUTOMA TI C PILOT
•""•It'""•~et
F. TRANSITION TO FORWARD FLIGHT AND MANOEUVRES
For lateral and longitudinal attitude changes, the following possibilities are offered to the pilot :
Overriding the A.P, which makes it possible to maintain the
attitude reference, the aircraft resuming the same attitudeafter release of the force on the stick.
Using the "BEEP - TRIM" switch which changes the attitudereference.
Flying with artificial feel off, which synchronizesthe attitude reference.~lying with BEEP-TRL~ + STIarwhich synchronizes the attitude refe~enceand. allows the artificial feel 1;0 be cancelled.
For turns, the following possibilities are offered to the pilot:
Turns obtained by synChronizing the heading channel by applying pres
sure to tte tail rotor control pedals and banki~ the aircraft withthe stick..
~ ~ the stick only (cruising mode)All these ~ossibilities may be used, however the fOLlowing recommendations
are ~ade :
In forward flight, use the "beep-trim" when it is desired to maKe relatively slow chans;es in speed between 100 km/h and the never exceedspeed (VNE), either in acceleration or deceleration.
Use the stick, after switching off the artificial feel for decalerationto hover or to establish forward flight.
Reco~ended manoeuvre to establish forward flight= Increase pitch to initiate a vertical climb
= Depress stick trim release push-button.
= Establish a 5° approx. nose-down attitud.e to increase speed, thenroughly stabilize the climbing speed.
= Release stick trim release push-button, and correct attitude with"beep-trim" switch.
- For transition from climbing speed to cruising speed, use the "Beeptrim" switch.
For tu.-ns, the following modes should be used
- Either overriding the A.P (with pressure on the tail rotor controlped.als, er in "cruising" mode).
or, in event of turns with speed changes in VFR conditions, ~iththe stick :
(with aftificial feeleff and pressure on the tail rotor controlpedals) •
Altitude stabilization
NOTE: This procedure is not recommenaed in turbulent atmosphere.
- Reduce vertical velocity to near zero.- Engage the BARO (ALT.) mode.
330Sm
02-38
A.11
Page 9
Eurocopter PumaAUTOMATIC PILOT
•••c•.;:.5..•iIt
G. MANOEUVRES
(1) Pitch and roll override
(a) Manoeuvres without alteration of reference.
- Move the cyclic stick in the desired direction
Release the stick which returns to its original position andbrings the helicopter back to its initial attitude.
(b) ~~noeuvres with alteration of reference.
- Slow lIl4:loeuvresusing the "Beep trim" switches.
= Actuate "Beep trim" switch in the desired direction •= Release "Beep trim" switch i the aircraft is stabilized in its
new attitude.
- Manoeuvres with stick trim release push-button
= Depress stick trim release push-button.= Displace the stick in the desired direction= Release stick trim release push-button ; the aircraft is stabi-
lized in its new a~titude.
"Beep + Stick" manoeuvres
= Move stick aga~st artificial feel loads
= Actuate the "Beep trim" switch in the same direction until artificial feel loads are cancelled.
= Release the "Beep trim" switch; the stick remains .in the position at which the switch was released an~ the aircraft stabilizesi~ its new attitude.
(2) Override in yaw
(a) MakiDg a tw.·owith pedal control
- Proceed as for a nonnal turn when A.P. is not used.
- Con'trol is perf'onned by overridiDg the A.P.
(b) Co-ordinated turns
- Engage the CR (CRUISE) function puSh-button (LA.S. above 110 lmI./hor 60 Kt).
- Move cyclic stick to bank the aircraft 8° without actuating thetail rotor control pedals.
- Terminate the co-ordinated turn by moving the stick back to its
original position.
(3) Baranetric altit"lldestabilization (LA.S. above 110 blh or 60 Kt).
- Vi th the "BARO" (ALT J function eIlgaged :
= Depress "BARO" (ALT) push-button on collective pitch. lever
= Change e.ltitude= Reduce vertical velocity to near zero
= Release the push-button ; the helicopter is then stabili:z.ed atitR new pressure altitude.
A.11330 Srn
02-38
Page iO
• euroe0pter
APPENDIX
ADDITIONAL LANDING LIGHT
This appendix. issued to supplement the information given in the Flight Manual. may
be modified by specific amendment independent of those issued against the basic
Flight Manual
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-38
2
02-38
3
02-38
I
CONTENTS
1 Genera 1 ., 2
2 Descri pti on 2
3 Control and moni tori ng 2
ISSUE
AMENDMENT
DATE CODE
330Sm
02-38
1
02-38
A.O.ll
Page 1
COMPLEMENTARY FLIGHT MANUAL
ADDITIONAL LANDING LIGHT
1 GENERAL
The additional landing light is mounted at the bottom of the tail boom.
It to be operated in two directions:. elevation
. azimuth
and is supplied with 28V direct current.
2 DESCRIPTION (Figure 1)
The additional landing light is identical to that installed as a basic item: it
consists of:
a removable optical unit (4)
a base carrying the mechanical device (6)
retraction and swivel motors (2) and (3)
relays and contacts (5) and a connector strip (1).
3 CONTROL AND MONITORING
- A selector switch (7) available to the pilot is used to select either the
forward or the aft landing light.
The copilot can operate the non-selected light.
Ori entati on of the 1 ight is provi ded by a four-way button mounted on the
pilot's or copilot's collective pitch lever grip.
330Sm
02-38
A.D.Il
Page 2
COMPLEMENTARY FLIGHT MANUAL
o0100
3 4
FWD..---~ILOT
AFT
FWD
AFT
••
Figure 1 - Additional landing light components and controls
330Sm
02-38
A.D.Il
Page 3
.eurocopter
APPENDIX
DESCRIPTION
This appendix. issued to supplement the information given in the Flight Manual. may
be modified by specific amendment independent of those issued against the basic
Flight Manual
ISSUE
AMENDMENT
DATE CODE
330Sm
1
02-38
APPENDIX D
Page 102-38
eurocopter Puma DESCRIPTION
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-38 1102-382102-38
2
02-38 1202·382202-38
3
02-38 1302-382302-38
4
02-38 1402-382402-38
5
02-38 1502-382502·38
6
02-38 1602-382602-38
7
02-38 1702-382702-38
8
02-38 1802-382802-38
9
02-38 1902-38
10
02-382002-38
CONTENTS
1 Major dimensi ons of ai rcraft : 3
2 Fuel system 4
3 Electri ca 1 system 7
4 Hydraul ic systems 12
5 Pitot -stati c system 27
330Sm
APPENDIX D
Page 202-38
Eurocopter Puma
1 - MAJOR DIMENSIONS OF AIRCRAFT
18.2Om (59.nrl
DESCRIPTION
•uc:•~.!:......E~
£,JIJm(14.3fll
01001 0e
4.05",03.311
Three-view drawir-@;
Aircraft on ground,static load 6000kll1l3200lbl
1482m 148.S It)
\
~
\
APPENDIX330 Sm
02-38
oPage :3
Eurocopter Puma
2 - :FUEL SYSTEM
DESCRIPTION
.A- General
- Twoindependent groups of fuel tanks are installed below the cabi."lfloor •• Group1 feeds the L.R. eDgil1e(N° 1)• Group2 feeds the R.E. eDgil1e(N° 2)
Group 1 (m) consists of a loDgitud.iDall:ank (1 L), a transverse tank(1 T) and a rear tank (5th tank).
Group2 (BR) consists of a loDgitudinal tank (2L) and a transverse tank(2 T)"
- The engines are supplied from the longitudiDal (L) tanks (feeders).
Acco~ to version the aircraft maybe fitted ld.th 2 external tanks allowingthe operating r-c=.ngeto be increased. Each external tank has a capacityof 350 litres (92.5 USgal. or 77 Imp. gal) and the fuel flows by gravityinto the cor:-espo:cdinggroups of main tanks.
:El - General operation of the svstemThe fuel is pumped at low pressure from the tanks l.nto the engine supplysystems by the booster pump (12) through the low-pressure filters (21).
The fueJ level in the longitudiIJal (feeder) ta:cks is kept substantiallyconstant by two transfer jet pumps(3) by-pass mountedon the eDgine supplysystems. Fuel can be passed from one group of ta."lksto the other via atransfer system (28) which draws fuel from the longitudinal ta:cks.
C - Canacitv of tanksSee "LIMITATIONS"Section of the basic manual.
APPENDIX o330 Srn
02-38
Page 4
eurocopter Puma DESCRIPTION
10
12
29
7
4
11
2 3 4 5 6 4
fi
t
,-
2T
27
28
24 23 22/ \ 19 18 17 16 15 14 13 302120
Fuel system (functional diagram)
330Sm
APPENDIX D
Page 502-38
eurocopter
iPuma
KEY }
DESCRIPTION
1. Gravity filler neck
2. TRANSVERSE tank water drain valve
3. Jet pump
4. Tank vents
5. Non-return valve
6. Capacity gauge (TRANSVERSAL tank)
7. Return line, jet pump to LONGITUDINAL tank
8. Lower inter-connecting valve
9. Inter-connecting pipe "Fuel expansion chamber"
10. Vent inter-connection
11. Jet pump supply system
12. Ferry flight transfer connection
13. Drain cock
14. Low level contactor
15. Capacity gauge (LONGITUDINAL tank)
16. Water drain valve
17. Electric booster pump ("Emergency" operation)
18. Non-return valve
19. Engine supply system (LH)
20. Differential pressure switch on L.P. filter
21. L.P. fi lter
22. By-pass on L.P. filter
23. L.P. filter water drain valve
24. Non-return valve
25. Self-sealing union at engine connection
26. Fuel shut-off valve
27. "Pressure drop" pressure switch
28. Fuel transfer system between LH and RH groups
29. Capacitor fuel gauge (5th tank).
30. Electric booster pump ("Normal" operation)
NOTE: As the two groups of fuel tanks are similar the references quoted and marked
on the LH group also apply to the RH group.
330Sm
APPENDIX D
Page 6
02-38
Eurocopter Puma DESCRIPTION
3. ELECTEICAL SYSTEM
- An ALTERNATING CURRENT
generation system •
A - General
The electrical system comprises:
~ Three-phase
~ Single-phase
.. 115/200 volts - 400 Rz26 volts - 400 Rz
28 Volts
AL TERNA TING CURRENT
N~ N°t
AL TERNA TOR ~ AL TERNA TOR11S/2OO
volt400 Hz
N° 1
Transforme
rectifier
28 volt
D.C.
Ground connection
- A DmECT CURRENT
generation system
On the R:round: An external power connector (AC and.DC) is used to suppl:y-thesystem from a ground supply unit (Volta.ges delivered by theground supply unit shall comorm to French standard AIR 2021D,or. Br:itish standard BS-2G 100 part 3).If no ground supply is available :- The COl!lpletesystem ca.'1be er..ergised through the accessory
drives (de-clutch) facility, with the L.E. engine ruIL"l.ing- Somecircuits can be supplied with DC from the aircraft
battery.DIRECT CURRENT
Battery
•"c:•~.!:..••~et
if><
N°2I
iTransformerirectifier
Three-phase
11 5-200 volt
400 Hz
Secondary husbar XP4
Secondary busbar PP2
Normal
Transformer
26 volt
400 Hz
Standby
Transformer
26 volt
400 Hz
TI
Single-phase
26 volt
400 Hz
115 voltSin;;le-phasc husbar XP12
_ - - -- Emergency (or ground)
connections
Block: diagram of electrical system
APPENDIX D
330 SrnPage 7
02-38
Eurocopter
B. .Alternatin2' current ~neration
Puma DESCRIPTION
1) Tr...ree-'Ohase115/200 volts - 400 Rz
In nomal operation there are two separate and indepe...••dent syste::.s. Currentis supplied by two 20 kVAalternators driven at substen tially constant speedby the M.G.B.
- N0 1 altemator (LE) supplie:s N° 1 system ,,-'!".d.chi~ a.c.- N0 2 altemator (RH) supplies the d.c. systec through two transformer-
rectifiers.
Each altemator is Slo-itchedinto its syste!:l by a line contactor which, inthe rest position, intercon. .••ects the syste!:lS. The whol£ installation ca..•• besuppli~d through the 2 line contactors :- If an altemator breaks down- Whenthe ground-generation facility is in use- Wnen the circuit is energized throUe;-tthe ground con..••ectic1r..
Each system has the necessary protective and regulating accessories.
The ground con..••ection ca."ibe used to energise the 2 syste~s through linecontactor N° 2.
The ~und connection circuit overrides N° 1 alter.nat~ w~~ch cuts ou~autanatically when the ground connection is energised ; but N° 2 altematoroverrides the ground cDn.'lection circuit. with the result tt..s.t tte systel!:cannot be energised fror: the grou."1dcannectic!l so lone; as N° 2 alternatoris switched in.
~ : hequency depends basically on rotor speed. As this is not absol ...•.telyconstant, the pilot should not allow it to go beyond 295 r.p.m., whichcorresponds to max:i.IlI\mI permitted frequency.
2) Sin,zle-'Ohase 26 vcl ts - 400 Hz
This current is taken from the three-phase AC power generatiIlg system tosupply the navigational and auto-pilot assemblies.
Normal operati en : one 26 Volt - 400 1iz (normal) transfonner energises thesingle-phase busbar XP12.
Emer~Erlcyo'Oeration : busbar XP12 is energised by a second tr~ .••sfor.:ler(emergency), with autanatic switcl-..:i.ngthrough a transfer rehy.
APPENDIX 0
330 Srn Page S
02-38
Eurocopter Puma DESCRIPTION
.•.- .•..-
Control
and
protection1111 it
cOnUCI.<.H
VOLTAGE
REGU 1.1\TO R
DIFFERENTIAL
PROTECTION
TRANSFORMER
DIFFERENTIALPROTECTIONTRANSFORMER
~ W 1 SYSTEM I(N0!\ALTERNATOR
--,.. .--
I Effect~ve j
accord~ngto version
- -
VOLTAGE
REGULATOR
DIFFERENTIALPROTECTIONTRANSFORMER
DIFFERENTIAL
PROTECTION
TRANSFORMER
contactor
Control
and
protectionunit
Phase -sequenceand under
voltage relay
~: Relay contacts areshown in their normal
in -flight posit ions.
Ground
connection i>~cfItf·. t>contactor
•...'"•.:=.•.•5:Q:
1110 I
=I~ Transfonner
.2..rd..
..
g••
=••le
IlO.11 U•••III Q
Secondasy husb:us XP4 A
B
C
::>tanl.lby
transformer
•Single-phase busbar
tra.'1Sformer
26 volt 400 Hz
Supply to ;auges anJ
collective pitch indi..:ators
Busbars XP6
115 volt
single
phaseinverter
XP12 (26 volt -400Hz)
Functional diagram of AC power generating :ystem
contactors
Plimary. busbar
PP4 (D.C.)
~r~D.C/A.C ground~L· ~me
connection
contactor
APPENDIX D
330 Sm Page 9
02-38
Eurocopter Puma DESCR IPTION
3) Sinde-phase 115vclts - 400 Ez
The fuel gauges and collective-pi tc.~ indicato:-s arg nomally energised byone phase of the three-phase system.
Onthe g:reund, whe.~the AC generation system is not working, an inverterenergised by primary busbar PP4 (DC) enables the gauges and collectivepitch indicators to function ("BATl'" switch at "ON").
c. Direct cu--rent eeneration
The 28 Volt, DC poweris supplied by 2 transformer-rectifiers, supplied. f:remtl2 N° 2 AC system.
A battery, normally charged by tie aircraft electrical systez:, allo-wsenginestarting 'Id.thout any external power and acts as a final emergencyfacilityin the event of complete C'lU'rer..tsupply failure.
The DC system can be supplied from a ground supply unit through a g:roundconnec~ion. The ground eupply overrides the aircraft system.
N° 1 transfo~r-rectifier supplies primary busbar'PF4,through a protection ur~t
N° 2 transfomer-rectifier supplies secondary busbar PP2,througha protection un.it
The battery is connected to primary busbar PP4, which supplies the servicesthat are essential for safe operation, through 2 auxiliary busbars PP10andPP?
"In nomal operation, or whenthe system is supplied with DC or AC throughthe gramd. connection, the two busbars FP4 and FP2 are both in circuit.
A "direct-fram-battery" busbar PP3 enables certain facilities to be usedan the gramd (e.g. cockpit lighting) without having to energise the system("BATT"switch at "OFF").
An ammeteron overhead panel is used to check charging and dischargingof the battery.
APPENDIX D330 Sm
02-38
Page iO
eurocopter Puma DESCRIPTION
NOTE: Relay contacts areshown in their normal in
flight positions.XP19
N° 1
transfonner
rectifier
N°2
transforme r
recciCier
Protection
UJIlt
PJotectioll
Ullit
D.C. groundconnection
Ground
connection bnconcactoM <J-b U
Busbarinterconnection
relay
Primll1'Ybusbar PPl
PPlO
Secondll1'Y busb:a.r PP2
PP6
PP?
Functional diagram of D.e. generation system
Panel 3 CC
D.C. circuit
breakers
Access door to
ci rcu it -bre:a.ker
strip in electric:a.1
equipmeDt box 1 a
Electric:a.1 equimentboxes
1a =A.C.2a=D.C.
Panel 2 CC
A.C. circuit
breakers
Access door to
aircraft b:a.ttery
.- ..
..;~~.;.--Cround power~. connection lSa
Panel sa.Controls ;.nd
hnel 11 clA.C. circuit
bre:a.kers
Protective circuit
bre:a.kersfor transformer
rectifiersI
Test button for
P:a.ne112 G(
circuit -breakers for
b:a.ttery busb:a.rPP3
Locations
330Sm
APPENDIX D
Page 1102-38
Eurocopter Puma
4. EYDP..AULIC srST~~
DESCRIPTION
RH MAIN HYDRAULICSYSTEM
fret: the L.B. main system.systems is 175 bars
A. General
The hydraulic installation comprises 2 main S3TsteI:lS,completely independentof each other :
- The R.B. main svstem- The L.B. main svstem
.An emergency/ancillar,y equipment syEtem is suppliedNominal operating pressuxe of the various hydraulic( 2540 p.s.i. ).
LH MAIN HYD~~ULIC
__ ~.¥STE11LE rese:!"lro:i.r
Reserve
1.5 1
EXTERNALPOwER-- .
CONNECTIONS
SELF-SEALING UNIONS
FOR EXTERNALCONNECTIONS
lUi reservo1%'
EMERGENCY / A.'iCII.I.aR1
EOJIPlUT SIST!:!:
l'~ SERVO UN!TS
(UPPER C!iA!$ERS)
Till aOTOR ,SERVO
UNIT (OUTBOARt
C!iAHBER)
AUTO&l'!C PILO':
WD!liG c:ElR
RETRAC7ION OR LOVEii1NG
TAIl. ROTOR SERVe
tIN!'!' (:ni30ARDCRAnER)
BOIST
(accordUlg to version)
ir'Ettl. .ilRO:ES
RCTOR ·WIlt
Bydraulic systems - Block diagram
APPENDIX330 Sm
02-38
D
Page ]2
Eurocopter
B. RH main hydraulic system.
Puma DESCR IPTION
•u<:o~
The RH main hydraulic system supplies :
- The lower chambers of the main rotor servo units (1)- The inboard chamber of the tail rotor servo unit (2)
The system mainly comprises :
- A. hydraulic reservoir (14) £-usablecapacity : 7 I (1.5 Imp. gal.1.8 U.S. gal) fitte~ with a low level contactor (13)•.
- A pump, driven by the M.G.B. and ir.cluding :
a relief valve (10)
a filter (9)a check valve (8)
- A pressure transmitter (5), connected to a dual i~dicator, located onthe instrument panel.
A low pressure switch (7), cor.trolling the "Ii-Yn. RE" light on thefailure warning panel.
- A solenoid valve (3), fed from low level contactor (13). This solenoid
valve cuts off the supply to the inboard chamber of the tail rotor servo
unit when the level in the reservoir is low, thus keeping the mainservo units supplied in case of leakage in the circuit of the tail rotorservo mli ts.
- Two self-sealing connectors (6 and 12) to carry out ground testing.
Monitoring of the RH main system is ensured by means of :
- Pressure gauge (4) (RH sector), located on the instrument panel. Innormal operation, this gauge shows a pressure comprised between 165 and195 bars (2400 and 2830 p.s.i.).
- Two lights on the failure warning panel :
"HYD.D" (RYD.HR) light which is normally out in flight, comes o~ when
the pressure drops below 80 bars (1160 p.s.i.). The pressure drop isconfirmed by the pressure gauge rea~ing •
. ''NLH.D.'' (S..LEV.RHf light comes on when the level in the reserVoir
drops below 3 litres (0.66 imp.' gal. 0.8 U.S •.gal.) , thus confirmingthat one chamber of the tail rotor servo unit is no longer supplied.
c. LE main hydraulic system
The LH main hydraulic system supplies :
- The upper chambers of the main rotor servo units- The outboard chambers of the tail rotor serve unit
- The hoist (according to version)
- The circuit of the automatic pilot
- The normal retraction and lowering circuit of the landing gear- The emergency/ancillary equipment system.
1. Servo unit system
The circuit is almos~ identical with that of the RH hydraulic systemand only differs from it on the following points
- The r~servoir includes a reserve of 1.5 1 (0.33 Imp. gal. 1.8 U.5. gal),provided for emergency lowering of the landing gear. It is not fittedwith a low level contactor.
APPENDIX D330 Sm
Page 13
02-38
Eurocopter Puma DESCRIPTION
_ The circuit supplying the tail rotor se~vo unit is not provided withan isolating valve.
_ The pressure line also supplies the power for the automatic pilot,the retraction and lowering system of the landing gear and the
emergency/ancillary equipment system.
_ Two fuselage external power connections make it possible to supply
the system on the ground.
Monitoring of the LH main h!draulic system is ensured by means of :
_ The LE secter of the pressure gauge on the instrument panel ; normal
pressu~e in flight: 165 to 195 bars (2400 to 2830 p.s.i.)
_ "BYD.G" (EYD.L.R.) light, on the failure warning panel, which comes
on when the p~essure drops below SO bars (1160 p.s.i.). The pressure
drop is confirmed by the pressure gauge reading. Lowering of thelanding gea~ is still possible by means of the emer~ency system.
2. Automatic pilot circuit (Fi~~re 3)
The hydraulic unit of the automatic pilot is supplied from the main LEsystem (p = 175 bars (2540 p.s.i.» via:
- a check valve (S)
- the landing gear accumulator (9)a solenoid valve (2)
- a pressure relief valve (1), reducing the pressure to 105 bars(1525 p.s.i.).
- a filt~~ (3)
Once reduced tc 105 bars (1525 p.s.i.), the pressure is directlyapplied to the serve jacks of the A.P. ~t.
The pressure provided for the supply of the "beeper valves" is reducedto 4.2 bars (60 p.s.i.) by means of a second relief valve (4).
Lighting of "EYD.P.A." (AP.HYD.) warning ligh-: is controlled by meansof a press~~e switch (5) or.the 105 bar (1525 p.s.i.) circuit.
The retu--n line from pressure relief valves (1 and 4) is common with
:he general return line from the ancillary equipment system and isdirected into the LE reservoir, via a hydraulic fluid regeneration:ilter, installed in the reservoir.
The return line from the A.P. hydraulic unit is independent; the fluidflows straight into the LE reservoir (7).
Control and monitorin~
Solenoid valve (2), which provides supply to the A.P. hydraulic ~~it,is controlled by means of 2 switches (6), connected in parallel and
installed on the electrical housings of the "pilot's" and "co-pilot's"collective pitch levers.
When both switches are on, the solenoid valve is not ener~ized and
open: the A.P. hydraulic unit is supplied.
With only one switch on, the solenoid valve is ener~ized and closedthe A.P. hydraulic unit is not supplied.
Light "liYD.P.A" (AP.liYD) on the failure wa~ing panel comes on when
the pressure in the 105 bar (1525 p.s.i.) circuit drops below 70 bars( 101 5 p. s.i. ).
APPENDIX D330Sm
02-38
Page 14
Eurocopter Puma DESCRIPTION
14
13
7 litres
(1.5 Imp. gal)(1.8 U.S. gal)
TAIL ROTOR
SERVO UNIT
5
D:
R.H. SYSTEM I 12
p~ system pressureLE system pressureRetu.rn
Suction
CJIz::z:::1CCJ
L.H. SYSTEM
~/ / / / " / / / / / /
MAIN ROTOR
0,
~/ / / ./ ./ j-J/ / " ./ /D .//
4
1,5 1(0.33 Imp. gaL)I~(0.4 U.S.gal.) I
lS
LANDING
GEAR RE-TRACTION HOIST
ANn A.P. CIRCUITCIRCUITS
EmergencYbancillary
equipmentsystem
Return to
ancillary
equipmentsystem~-
•uc:!!...
...•
.5i
Main hydraulic systems and servo-control circuits
APPENDIX D330 Sm
Page 15
02-38
Eurocopter Puma DESCRIPTION
(!~on-energised
open)
.0.5 1(1.25 Imp. pt.)0.65 U.S. pt.)
To main servo uni ts•••••
Tc ~L/G system
To emergency/auxiliary ~hydraulic system
[ijj.;, r==W=; i=j4P=; ~~. '----' :-..J :.-...J '--' i• 0 CJ 1""'110 i
~ •..........•;--"1'L....;.L........!: I.~ I''iD iD'e'~-, ...c
- :;.- .---.1 '. C .,I,
175/105 bar
(2540/1525 p.s.i.)--.......
A
~-105/4.2 bar (1525/6J p.s.i.)
A.P. UnIT
L.E main hyjraulic
system
11
7I I
1. 175/105 bar pressure-redu::ing valve
(2540/1525 p.s.i.)2. Solenoid valve
3. Filter
4. 105/4.2 bar pressure~reducing valve
(1525/60 p.s.i.)5. Pressure switch
6. System c~ntrol swit~~ (collective
lever)
7. L.E hydraulic reservoirE. ::~n-retu:rn valve
9. Landing gear accumulator
~Servo
unitsBeepers
grL.E main pressure line/ / / / Return line- - 105 bar press"llre lins
(1525 p.s.i.)•••• 4.2 bar pressure line
(60 p .s.i.)p.~p intake
Au~omatic pilot system
APPENDIX o330 Sm
Page 16
02-38
Eurocopter Puma DESCRIPTION
3. Landing gear actuation system
(a) Description
From the accumulator outlet, the LH hydraulic pressure is applied to the
electric selector valve (4) by the isolating valve (6).
2
The isolating valve"(6) is mechanically actu
ated by a control handle (2) located on theradio panel, and determine~_ :
- Supply of the normal system from the LH mai.~
power supply system (normal posihon, full:rin).
- 3'J.pplyof the emergency system from the handpump (emergency position, pulled up). Inthis case, the landing gear can only be
extended, and electrical supply to theelectric selector valve (4) is switched off.
- The electric selector valve (4) directs
.pressure of the normal system in the "exteIfsion"or "retraction" direction.
•u'"•~
Red pushbutton
the electric selector valve is controlled from
a two-position pallet (5) located on the control
pedestal upper panel :
• In up position: landing gear RETRACTED
• In down position : landing gear EXTENDED
It is locked i.~tCis position by a safety pin(see fi~~e opposite).
R.H. oleo strut extended
In addition, in this position, a locking pin,controlled by a solenoid pro~~bits operation
of the pallet when one of the three followingconditions is not met :
L.E. " "
Nose gear ____________________aligned on theairc~aft cen~eline
Power supply to electric selector valve in the "retraction" direction passesthrough the same interlock circuit, thus doubling safer] against accidentalretraction.
APPENDIX 0
330 Sm Page 17
02-38
Eurocopter
P.P.7
Puma
EXTENSION
OESCR IPT ION
RETRACTION
ISOLATING VALVE
Normal-Emergency~--III
Normal~--
--""I
Emergency~I I--~ ELECTRIC SELECroR VAlVE
~~~ ~=tion
1 - )2 ~ Oleo-struts extended- I3 - Nose \"Thee1 centred.
Interlock circuits
(schematic)
When the landing gear legs are locked (up or do\o7U)tbe electric selector valveis no longer energized : the inlet pressure port is isolated, the "extension"
and "retraction" sides of the jacks are connected to the reservoir return.
~ : A red push button, located above the two-position pallet releases thelocking pin mecr.a.n.ically• But, if one of the above condi tiODS is not
met, actuation of the pallet, after release of the locking pin, hasno effect since the electric selector valve is not energized.
(b) Operation
IRETRACTIONt
Actuation of the two-position control handle opens the electric selecto:,
valve (4 - A -:B). Pressure is applied to the jacks (1). The landing gear
moves up.
IEXTENSION!
Normal
Actuation of the ewo-position control pallet opens the electric selector
valve (4-A~) and causes the landing gear to extend.
~: The gauge may show a momentaneous drop in hydraulic pressure duringextension of the undercarriage. This drop may be as much as 60 bars. Itwill not adversely affect operation of the system, nor will it be
sufficient to cause the warning panel caption light to come on.
330 Srn
02-38
APPENDIX D
Page 18
Eurocopter Puma oeSCR IPTlON
Norma.l supply
- - - Emergency supply" " " , Return tC reservoir
L/C extension
__ L/C retraction
1. L/C retraction/lock Jack2. Emergency L/C control MI'I.lIe.3. Emergency L/C extension slide valve4. Electric selector valve (29C 1)S. Two position contIOl(pal1.~)6. "Normal/Emergency isolating valve It
7. Non-return valve (0.2 bars - 3p.s. i.)8. La:ading gear accumulator9. 2-position selector valve
10 ••Pressure relief valve11• HanJ pump
·12.13. Shut-off valves (according to version)14. Restrictors
connection
Emergencyl
auxiliaryl.iyc!ra.ulic
supplyGround
MaID controservo' Jacks
retractionisolatedA a:ad B
isolated
R.H main gear
3
:--0-~ To auxiliali"~ accumulator
7
B
-C~D
Retraction: .;,_=B--.D
6
Extension
1:\i: I\: I\:/
A anQ B isolated
= NORMAL
Ancillaries accu.-,_3Q 9
RADIO CONTROL PEDESTAL._----~Normal : A - B IEmergency: 0 - E
Fli~, po~tiDD :A~••• u A_B 13 B•0: ·
~~ Auxiliary L/G. __ 14
=retraction
.•.isolated• E AandB
A.t ...,
3
isolated
Hydraulic system dia~am landing gear retraction
APPENDIX D
330 Srn Page 19
02-38
Eurocopter
Emergency
Puma OESCR IPTlON
With be control lever of the isolatingvalve (6) pulled up, the hydraulic pressuresupplied by the hand pumpis applied to thejacks (,) through the emergencyextension slide valves.
'!'hehand pu:tp (, ~) c.rawsthe hydra~lic fluidfro!!!the reserve ef the LEmain reservoiranc.directs tt-is fluid to the emergencysystem, provided the two-position selectorvalve (9), locatec on cockpit flocr at theleft of the ccoilot, is closed (guard down).
If this selector-valve were open the hydraulic pressure would be applied to the auxilia.~ accumulator.
9
- As a guide, 60 strokes of the hand pump, taking about 2 minutes are requiredto extend the landing gear.
(c) Controls and indicating
The landing gear indicator (pilot's side of
the instrument nanel) consists of :(see figure OPP~site)
A red light (,) Wilichcomeson when thelanding gear is at any intermediate positionbetween "uplock" and "doWlllock"position.
- Six "down-lock"green lights (3) two for eachleg) which comeon whenthe landing gearis downand locked.
Three of these lights are concealed and repeat the ir.formation if the other.three fail. Theyare brought into view by releasing a catch (2).
- ,A dimmercontrol knurled ring (5) for night flying.- A test push button (4) used to check that the lights are functioning.
Landing gear warning lights
Twoflashing lights are installed on the instrument panel. A push-buttonlocated nearby is used to check that they are functioning.
These lights flash in the follOWing configurations :
- Gear downbut not locked, end speed less than 100 : ~o kIn/h (55 : 1g knots)The flashing unit recieves data from the two airspeed indicators, thus ensuringoperation of the landing gear alarm system, even if one indicator fails.
330 Srn
02-38
APPENDIX D
Page 20
Eurocopter Puma DESCRIPTION
D. Emergency/auxiliary hydraulic system
I) Description of system
The emerge~cy/auxiliary hydraulic system supplies :
The rotor brake circuit
Tne wheel brakes circuit
The "emergency L/Gextension" circuit
} from main system ("auxiliary" sys:em)
} from emergency pump (7) ("e!Il-==-gency"system)
•uc•.:
The L~stal1ation L~cludes
An accumulator (1) which, when the L.E hydraulic pump is inoperative,
maintains the p:-essure in the "auxiliary" system .•
A hand pump (7) supplied from.an emergency reserve in the L.R.hydraulic reservoir (4)A·2-position selector valve (6)which is closed under normal operating
condi tions t:.>is·:::llate the "emergency" sys tem from the "auxiliary" sys "tem
A pressure g'a'J.ge(3) showing "auxiliary" system pressure.
The hand pump per:nits
• Emergency landing gear extension (2-position selector valve closed)
Re-pressurisation of t:-.e"auxiliary" system (2-posi tion selector
valve open).
(a) Operation
!Vith L. E h~Tdraalie punp r..L~ninz.•
Pressurisation of the auxilia.-y system is maintained by the l.H.
main system tb~o~gh non-re~~r.n valve (2). The non-recurn valve (5)
isolates the sys"tems circuits in the direction "auxiliary "'Co
emergency system".
With L.2 hvdraulic pump stopped.
Pressurisation is oaintained by the accumulator up to.60 bars
(870 p.s.i.). The non-return valve (2) isolates the circ·:.l.its
ir: the direction "auxiliary to L.E :n.ainsystem".
2~~cv larrdin~ ~ear extension
Tne amount of fluid contained in the emergency reserve capaci:y
is sufficient fa=- extending the landir:g gear, using the
hand pump.
With the 2-position selector valve closed, the fluid dra~rn in bythe b?-nd ?~P is delivered ~o the la~ding gear emergency selec"orvalve.
(b) Controls and indicating
The v~rious controls (2-position selector valve (6), t~~d p~p (7))
ar:d instruments (press~re gauge (3)) are loc~"ted "to t~e left of the
copilot I s seat.
APPENDIX D
330 Sm
02-38
Page 21
Eurocopter Puma DESCRIPTION
To m~iL servo units
41,5 litres
0.33 Imp. G~,lADXILlA.'qY SYST. ACCU
(ope!l)
Supply towheel brakes
selecto!"
Supply to!"o'to!"bri:.ke
se~ecto:r
11$ 11------- ~::- .J Ir - - - - - - - - - - - -- - - - - - :..1~,~1 I~ r----------- _J'
r ", 2 ©:.J I
" I I... t J'i---' ~--..., ,I "'--l'lr--, . 11To AE c:.rcUJ. <- •• ..r-., ,...--.., I Ll...-.... I/':: \, -,...J L...._ To 'tail. L...l I -- • - __ ."'p ~l
To u..'rldercarn.age _- .J L .J ~ ); r r--:::f~""t:~"'-~serve ur-it.. J'1.. --- •...•. ~ r""
CJ..rC'..ll t~••~ - - - -- - -- - - - - "'__ ...r'~__ .•.•. , I I I... r.:~ I ~ I00 I ~
IHI I C:~ I
E~~l~II ~"V"~I '--A..::J
-•...".11
11
11
11
11
!J
Supply 'toemsrgency Licextsnsio~ selector
"Auriliarj"" system accumu.la torNon-retllrr. valve
;. Pressure gauge
4. L.E hydraulic reservoir
5. Non-re~ valve
6. 2-pesition selec'tor valve
7. Band pump
I I I I I Hand pu:np i."'.le t/ / / / 7 Reservoir re~~n circu.its
_____ Pressu!"e li."le,L.E main system 1.?
Press~e line to emergency/ -.=---==auxiliary sys'tem
IN:;;1 Self sealing '.mien~ (~ound cor~ections)
IEPressure relief valve
~ Hon-return valve
CJ Restrictor
Emergency/auxiliary hydrau.lic system
APPENDIX D330Sm
Page 22
02-38
Eurocopter
2) Rotor brake system
Puma DESCRIPTION
•"c:
~...
~ydraulic p~essure is supplied to the rotor brake fro~ t~e auxiliary
system through a selector valve (3) mechanically controlled from the
cockpit (overhead control lever (2».
The rotor brake system comprises :
- Selector valve (3)The line connecting the selector valve to the brake unit (9)
- The re~-to-reservoir line cor~ecting the selector valve to general
auxiliary return line.
A pressure-switch (S) on the rotor brake supply line closes the electric
circui t to the "ROT .BR" light on the faih.,re warning panel when supply
line pressure reaches 2 bars (30 p.s.i).
(a) Operation
The selector valve has three po~ts, A, U ~~d R, to which are ccr~ected
respectively
The pressure line
The delive~J line- The return li.l1.e
T:'1.eselector valve lever (4) can be set 'to position®or position®
Overhead leve~ (2) fully :or~ard: lever se'!:to position ~:
The rotor br~ke is released : pressure li~e A is isolated, de1i7ery
line U is cor~ec'ted to return lL~e R. Zero pressure obtaL~s in :he
delivery line. The "RCT.BR" light is out.
Overhead lever fully aft: lever set to position ® :The rotor brake is applied.: pressure line A is connected todelivery line U. Return line R is isolated. The controlled pressure
(35 bars) 510 p.s.i.) is applied to the rotor brake unit via the
selector valve. The. "ROT.BR." light is on.
(b) Controls and indicating
The overhead control lever (2) is connected to the selector l3ver
thro~gh a Teleflex drive. This lever is located or. the R.E side of
the overhead control panel in the cockpit.
- Control lever fully f~rwardou'!:.
r.:;to~ br~ke re leased.. "?:C·-!'. 3~" l:'g::-:
Control lever :u11y aI"t rotor 'c~3.keapplied. "ROT.:::?." li.g::: O~.
APPENDIX D
330 Sm Page 23
02-38
Eurocopter Puma DESCRIPTION
L.B main hydraulic syste~
Pressure from<J
I I1 ,
I1I'I I1111I I
.-,----. rI~,1'\ I I
l'wmvlAL \ ' •.• I I
1 I ( " f~_-:" "'\'1I I closed i r--J\,.-i.'t-r ~ .••I I • 5 ,4 ......,...I I I' ~.r~ ..L', 1'1 ,_'I t: ..... t, II L.......(.'J[----I •...••. IL...- •..•..l.:.- ---~-- __ .••
7
9
,gr- - Auxiliary pressure line
iiiiiiiiiiiiiiii Rotor brake pressure line/ / / / /Return line
1. "Auxiliary" system accumulator2. Rotor brake control lever3. Rotor brake selector valve
4. Non-return valve
5. 2-position selector valve6. Hand pu:np7. L.B reservoir8. Pressure switch
(warning light)9. Rotor brake
Rotor brake system
330Sm
02-38
APPENDIX D
Page 24
Eurocopter
3) tVheel brakes system
Puma DESCRIPTION
•uc:o.:
It consists of ~NO independent system :
p~ excitation svstem which determines pressurisation of the ~rake units.
Essentially, it comprises two braking transmitters (6) actuated by the
pilo t's pedals. These tra..!1smi tters hydraulically control a braking selector
valve (8) which admits this pressure to the b:-ake <.:.nits(9)
The actual braking system which, in normal operation, is suppliedwith pressure from the L.R. main hydraulic system •
Braking system pressure is maintained by an accumulator (1).In the emergency condition, the circuit can be pressurised by means or
the h~d pumP (4) after openL~g the 2-position selector ';alve (3) (ACO]
SZRVICING" )Conen).Cn the ground, the brakL"1g circuit may be pressurised by means of an.
exterr.al hydraulic power unit.
(a) Operation
Braki~-5 car. be controlled
From the pi:ot's pedals (6) which pernit
• Simultaneous braking of both maL"1 w~eels (by depressing both
pedals simultaneously)
• Differential braking of the .~NO~L~ wheels (by depressing one
pedal only or by differential action on the ~NO pedals).
Braking pressure is dependent on how far the pedals are depressed.
From the parking brake har.dle (7) or. t::e bott:;m console in the
cockpit
• Braking pressure is app:ied to both sets of la~dir..ggear.
(b) Indicating
Braking pressu~e is shown on the accumulator press~re ~,~gelocated to t~e left of the copilot's seat.
Pa.ge 25
NOTE If the aircraft is to remain a long time on a slope,place chocks under the wheels as a precaution againstmalfunction of a hydraulic system component.
APPENDIX330 Srn
02-38
o
Eurocopter Puma DESCRIPTION
5
11
'I- 11-(';~ J L__ .~~---.--_.
4
PRESSURE FROM L.H
~ MA.IN HYDRAUUC SYSTEM
2
1. "AUXILlARY" accumulator
2. Pressure-relief valve
3. 2-position selectOr valve
4. Ha.ao pump
5. L.H hydraulic reservoir
6. BrakiIlg transmitters
7. Parking brake control
8. Braking selector valve9. Brake unit
11
11
-r""~.r~ I II r-t....L. j-~.,.I I J
I I NORMAL ,,-- 0 11
(~:~ I (closed) ~\", mI I c-=>'-""I ; r~~"""'~11 I 3 nr\J.::
L.::~tJ:=:i__J I I
C~ 8
7
l)I
___ .....J
6
Actuating circuit
".- Braking c:ircuit
r " " , " Return line
- - ''AUX.'' srst. pressure line
~: Selector 8 irom A
to C when R.H
pedal is actuatedfrom B ·to D when
l.H pedal is notactuated.
l.H PEDAL R.H PEDAL
"V"
..c=
rTneel brake circ~it
APPENDIX D330Sm
Page 2602-38
Eurocopter Puma DESCRIPTION
5. PITOT STATIC SYSTEM
A. General
The complete system comprises
•uce...
- Two total pressure circuits, with heads located at the f~o~t of the
fuselage, which have electric anti-icing devices
."•]ci:
- Two static pressure circuits, with ports located at the reart near tothe tail boom.
The circuits '=<3:~_be bled through two ap~rtures under the hull.
The static pressure line supplies the copilot's instruments and theauto-pilot barometric altimeter reference (accordir.gto version).
According to version, the helicopter can be fitted withselector valves, in which case the cabin air pressure can be be
used directly, should a failure occur in the static pressurelines.
head
switch
~ltimeter Airspeedindicator
Co-nilot's
pit;t head(according to version)
ISelector valves-I
temergency staticpressure) .
I
TIle warn;",g&Q-1 Ai;;;'edlight Flasher indica"orunit
Static ports
Co-pilot I 11Pilot
IIZII •• Dynamic
Static,pilot
Static ,co-pilot- - - - Electrical cor..necticns
Block diagram of pitot-static syste~
APPENDIX o330Sm
Page 27
02-38
Eurocopter Puma DESCRIPTION
B. Pitot-static instruments
Tne following are located or.t~e L~~rumer.t pa~el
- 2 airspeed indicators- 2 altimeters
- 2 r:te-of-climb indica~ors
The pilot and co-pilot each have a set of instruments ~ich are independentlysupplied, so tr~t if o~e circ~it fails, the information is still availableon the L~truments supplied from the other circ~it.
Accordingto version
Airspeed indicator
Altimeter
FEET
(Hl.i.ndreds)
Pressure
setting
knob
FEET
(thousands)
FE.t.:T
(Ten-thousands )
Atmospheric pressure(905 to 1045 m.bars)
St::{ped areavisible ~p to16000 Feet
Vertical speedindicator
Atmospheric pressure930 to 1040 m.bars
APPENDIX D
330 Sm Page 28
02-38
.eurocopter
APPENDIX
"LOCATOR" SEARCHLIGHT
This appendix. issued to supplement the information given in the Flight Manual. may
be modified by specific amendment independent of those issued against the basic
Flight Manual
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-38
2
02-38
3
02-38
CONTENTS
1 General 2
2 Description 2
3 Operation 3
4 Limitat ions and performance 3
ISSUE
AMENDMENT
DATE CODE
330Sm
: 1
: 02-38
APPENDIX LS
Page 1
02-38
COMPLEMENTARY FLIGHT MANUAL
1 GENERAL
The .searchlight (l), which emits an intensely bright beam, can be used for
search. for guiding, or to assist a ground patrol.
It is fed with d.c. power from bus bar PP6 and protected by a circuit breaker
marked "PHARE LOCATOR" or "LOCATOR SEARCHLIGHT", situated on panel 3a.
A green pilot light, on the instrument panel. shines when the searchlight is
operative.
2 DESCRIPTION
A Characteristics
- Power supply 28V- Power 450 W
- Beam width 40
The installation includes:
a static inverter which allows a.c. power to be used for priming and d.c. forillumination
a positioning motors power circuit (control relays and end-of-travel microswitch) .
1 LOCATOR searchlight
2 Connection strip3 Control handle
Figure 1 - Searchlight arrangement
330Sm
APPENDIX LS
Page 202-38
COMPLEMENTARY FLIGHT MANUAL
A control handle (3) in the flight compartment. stowed on a clip on the
control pedestral. which controls lighting and manoeuvring the searchlight.
It comprises :
a push-button for priming and extinguishing the lamp.
a multi-position switch (2).
NOTE: P.T.T. switch (4) is not used in this installation.
3 OPERATION
A To operate the searchlight
Press push-button (1) ; the light comes on and reaches maximum brightnessafter 15 seconds.
- Actuate the multi-position switch (2) : the reflector pivots. and directsthe beam as desired.
B To extinguish the searchlight
- To avoid malfunctioning on subsequent operation of the searchlight
positioning system by multi-position switch control. it is imperative to
position the lamp with the beam vertically downwards before pressing the
push-button to extinguish the light.
NOTE: To avoid premature deterioration fa the lamp. it is recommended:
- after lighting: to wait 30 seconds before extinguishing.
- After extinguishing: to wait from 15 seconds to one minute before re-
lighting.
330Sm
14Nf
~--•
I 20A~1~! I5T2l CL
1+28,! _
APPENDIX LS
Page 302-38
.eurocopter
APPENDIX
SCHERMUL Y FLARES
This appendix, issued to supplement the information given in the Flight Manual, may
be modified by specific amendment independent of those issued against the basic
Flight Manual
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-38
2
02-38
3
02-38
CONTENTS
1 General 2
2 Description 2
3 Operation 3
4 Operating instructions 3
5 Performance 3
ISSUE
AMENDMENT
DATE CODE
1
02-38
330Sm
APPENDIX SLF
Page 1
02-38
COMPLEMENTARY FLIGHT MANUAL
SCHERMULY LIGHTING FLARES
1 GENERAL
SCHERMULY flares are used for lighting the ground for night reconnaissance
missions or to help nocturnal ground search parties.
The insta 11 at ion inc 1udes a dua 1 flare tube enab 1ing two flares to be dropped
almost simultaneously by the pilot actuating a panel-mounted "Flares" pushbutton.
Figure 1 - Flares installation
arrangement
2 DESCRIPTION
The installation comprise
a dual flare tube. holder and guide.
an accessoiries panel. carrying the monitoring and auto-selection components.
a control panel. situated on the pedestral. carrying the master "MARCHE"
"ARRET" CON - OFF) switch and a "FUSEES ECLAIRANTES" ("FLARES") push-button
protected by a disc.
a circuit-breaker. on panel Ha. marked "FUSEES ECLAIRANTES" Electrical power
is fed from 28 volt d;c; bus bar PPl.
330Sm
APPENDIX SLF
Page 2
02-38
COMPLEMENTARY FLIGHT MANUAL
3 OPERATION
Set the master switch (1) to "M" (ON)
A Drop the first flare
- Press the "FLARES" push-button (2) to ignite and release the first flare.
Release the push-button: a relay resets the circuit ready for igniting thesecond flare.
B Drop the second flare
Press the "FLARES" push button again to ignite and release the second
flare. When the push-button is released the circuit re-sets to original
configuration.
Figure 2 - Control panel
4 OPERATING INSTRUCTIONS
To guard against burning flares falling to earth, and so avoiding the risk of
fire in wooded or dry areas. the following procedure is to be followed:
Drop the first flare from a height of about 500 m (1600 ft),
Drop the second flare from a height of at least 250 m (800 ft).
5 PERFORMANCE
The schermuly flare installation does not affect performance of the basicaircraft.
330Sm
APPENDIX SLF
Page 3
02-38
.eurocopter
APPENDIX
WEIGHT AND BALANCE
PART 1
This appendix. issued to supplement the information given in the Flight Manual. may
be modified by specific amendment independent of those issued against the basic
Flight Manual
ISSUE
AMENDMENT
DATE CODE
330Sm
1
02-38
APPENDIX WBl
Page 102-38
eurocopter Puma WEIGHT AND BALANCE
LIST OF EFFECTIVE PAGES
All the pages which constitute this document are listed below.
This list is re-issued with each amendment.
Page
CodePageCodePageCodePageCode
1
02-381102-38
2
02-381202·38
3
02-381302-38
4
02-381402-38
5
02-381502-38
6
02-381602-38
7
02-381702-38
8
02-381802-38
9
02-381902-38
10
02-382002-38
CONTENTS
1 General 3
2 References 3
3 Weights 5
4 Loading data 65 C.G. determination 11
6 Forms 17
APPENDIX WBl
330Sm Page 202-38
Eurocopter Puma
.1..:-Q!:~_.
WEIGHT AND BALANCE
•uc·.::.!O
..,•~~
This documentcontains the information required to review a loadiI".gproposal or tocomputethe weight and balance of operational aircraft.
To this effect, the documentstates
- Weightand c.g. location limits.
- Location of loads specific to each mission.
The forms designed to follow the weight and balance variations of the emptyaircraft are grouped at the end of this publication.
2 - REFERENCES
A..REFERENCEPLANE OF LONGITUDINAL DIMENSIONS (X)
This is an imaginary plane at right angles to the helicopter centre line, andlocated 4.7 metres (185 in.) ahead of the meancentre of gravity datum.
Themeancentre of gravity datumis markedby the 0 (zero) on a plate graduatedin angular degrees and located on the cabin floor (rn side door)•
• •REFERENCE PLAEE FUR LATERAL DIMENSIONS (y)
This is the aircraft's plane of symmetry·(positive dimensions to the right) •
• • HEIGHT REFERENCE PlANE (Z)
This is an imaginary plane located 3.228 metres (127 in.) above the cabin-floordatum.
NOTE: For passenger transport if all seats are not occupiedt passengersmust first occupy the front seats - especially if the aircraft isequipped with full external fuel tanks.
330 Sm
02-38
APPENDIX WBl
Page3
Eurocopter PumaWEIGHT AND BALANCE
~Cabin floor datum
Zero Mark en level pIa te~I,
HEIGHT REFERENCE
s .~~C\/ r
• C\/r<'\ --
•...•.
FORWARDLIMIT 4. 50m (177 in)
MEt.N C. G. 4.7Om (185 in)- .REARwARD LIMIT 4.95m( 194. 7in)
0.1 x> 0
oV>0
3.220 m
(126.77 in)ULAF'1' J'Ao<mG POINT
6.836 m
(269.13 in)
C.G. references
330 Sm APPENDIX WBl
02-38Page 4
Eurocopter Puma
3 - WEIGETS
WEIGHT AND BALANCE
A - EMPTY WEIGHT (EW)
This is the sum of the weights of the fixed assemblies and equipment
- of the aL..-frame
of the engines
- of the equipment required for all missions.
including lubricants for the M.G.B. - I.G.B. - T.G.B. and enginehydraulic fluids (28 litres - 24 kg) and non-consumable fuel.
B - EQUIPPED EMPTY w"EIGHT (EEW)
This is the sum of :
- Empty ;,reight (EW)
- Equipment required according to missior...
c - OPERATIONAL EMPTY WEIGHT (OEW)
This is a sum of :
- EEW for a given mission- the creW.
D - ALl-UP WEIGHT (AU'l'l)
This is a sum of
- T:b.e OEW
- The consumable fuel
- The payload.
330 Srn
02-38
APPENDIX WBl
Page 5
Eurocopter
A - C~ew
Puma
4. LOADING DATA
WEIGHT AND BALANCE
.:EIGHT !wlOMENTWE lGE'!l MO:·3NT \\1EIGRTMOME1"TWEIGHTr'IOI"ENT
~kg)(It. kg)(lb)(lb. i!:)) (kg)(m. kg)(lb)(lb.in)
100
196,020015433 5013010010236110
215,622016976 5514311011260120
235,224018520 6015612012283130
254,826020063 6516913013307140
274,428021606 7018214014331150
294,030023150 7519515015354154
301,832024693 7720016016378160
313,634026236 8020817017401
170333,236027779 85221180·18125
180358,838029323 9023419019448
190372,440030866 9523720020472
200392,042032409 10026021021506
210411,644033953 1:)527322022530
220431,246035496 11028623023536
230450,848037039 11529924024577
240470,450038583 12031225025600
520
40126 26026624
330 Srn
02-38
APPENDIX WBl
Page 6
Eurocopter
B-~
Puma WEIGHT AND BALANCE
..uc:...;:.:.•...EIt
~UAlt1:1'l'l ~IEIGliT'10MENT- L.R. GROUPMOMENT- R.H. GROUP(litres)
(kg)(Ih)(m. kg. ) (lb. in.\
(m.kg. )(lb. in.)sg.= .79 100
79174450,339083.8 .303,326324.9150
118,5261671,358265.5457 ,439700.0200
158348891 ,1m43.1612,253135.9250
197,54351110,396368.4768,266675.9300
2375221327,2115194.4924,380224.7350
276,56091544,2134028.91081,193834.1400
3166961761,7152906.91238,7107513.0450
355,57831975,5171463.71395,3121105.2500
3958702194,6190480.51552,3134732.0550
434,59572413,62094C8.61709,7148393.5600
47410452630,7228331.81865,1161831.5650
513,511322849,9247357.32023,1175595.1656
51811422874,9249527.22049.2177860.5700
55312193069,1266362.8~ll load of co~ble750 592,513063288,3285408.3fuel(LH a!'.d RHGROUPS)800
63213933504,4304164.7•.;-eight : 1230 kg or 2712 lb850 671,514803723,4323172.8~o:r.ent : 6000 m.kg or902 712,515703950,8343526.052077Olb.m.
FWD1408 litres
(322 kg)
• 710 Ib2 T
RE ENGINE
~
248 litres(196 kg)432 lb 2 L
total guaran~eed consumablecapacity1558 litres2712 Ib
1 L
••LH ENGTIiE
330 Srn
408 litres .... (322 kg)
710 Ib1 T
APPENDIX WBl
Page 702-38
Eurocopter
c - Passeruzers
I17 - seat "v. I. P-" arrangemer.:t·1
Puma WEIGHT AND BALANCE
PASSENGERS
, .0.-
AID·:0
!-iOMSNT PERMOMSIIT PERz FASSSNGER *RO:',' OCCUPIED '*~ 0 E-<.. '--. -.-.- ---
FWD c=0:::
"-,55(m)
(in. )(m.kg)lb. i!:j(m.kg){}b.ir.)-=
-1257,9522406~
1 23 13,35131.82257.9522406-173,8567218
3257,9522406- 8 411.8527098
456 24,05159.4511,8527038935,5581294
"'---'"
b11,8527093
7
388.0833728---.,35,04198.48:588,08337281164,24101184
789 I 9566,0833728
::::::--
,---.10
442.7538471
101112
45,75226.311442.75384711328,25115413
~
12~,75 38471- 96,65
131415
1343163
~
56,45253.91496,65431631489,95129489~
1596,6543163- -~
G61 67,18282.6
·16552.8648042
1105,7296084~ 17552,8648042
~
t::::::::1
r:-gl~
'"' *Momentsare calculated on a basis of 77 kg3~ ~1 (or 170 lb) :per :person....-!
Weight of seats, given in the list of equipment"~ is not included in this 'table.
IDGGAGE
--..Arm : 7.930 II!
.Axtt : 312.? in.Weight (kg)
Noment (m.kg)Weight (lb)Moment~lb. inl}10
79,3020624.420
158 ,60401248.8
30237,90 601873.2
40317 ,20802497.6
50369,501003122.0
60475,801203746.4
70555,101404370.8
80634,401604995.2
90713,701805619.6
200
6244.0
330 Srn
02-38
APPENDIX WBl
Page 8
Eurocopter Puma WEIGHT AND BALANCE
D - Car~o hold loads
?·ETRIC UNITS I
..uc:...::.S:
..•..£Q:
oU'\0"1C\I
oorq-
oo\0U'\
U'\o0"1U'\
•...co\0
Lt'\NNr-
, /--------------.'V'.--------------~!OMEI;T (m. kg)
IEIGH'It+,+ t+tt ttt
(kg)- --
50147162177192 235264·290295320340361- 1002.95324355385 470529560590640681722- 200590649710771 94010591120118112811363l445- 300
.985373106511561410158816801771192120442167- 40011301298142015421880211922402362256227262890- 50014751622177513272350264728002952320234073612- 50017701947213023132820317733603543384340894335- 70020652271248526'383290370639204133448347705057- 90023602596284030843760423644.804724512454525780- 90026552920319534·694230476550405314576461336502- 100029503245355038554700529556005905640568157225.
NOTE: Max. load on cabin floor: 800 d~~.m2
330 Sm APPENDIX WBl
02-38Page 9
Eurocopter
Car~o hold loads
Puma WEIGHT AND BALANCE
)1- r--......
(
..lI:: s::
'1:•.•0 Cl)"" ::-
E C;::::::I C'il .Eo toc;lL--•..
c •....•""'\
c!!lCl) >=l. 300.40. L in .
,
'-- . .....J- 0I
P"'\
0It' 0It'0It'0It'It'It'It' \0
,
It'~ If"\If"\0C"C:00-1", ~e-
N If"\enr-N\00'~IDN 3Nn P"'\P"'\'"If"\It'I.f'\\C\0r-
2611. 30 12114.4S
.•..
116.15I Zi.75139.76151.77IllS. {)420S.4«;220.4i232.48252.16 c;:
in ~ in.inin~in.in.
~
in.
;n. 0~
I
IIIII I I
10C 11615 1Z175 13976 15187 1S50~ 20845 2204, 23248 25216 26e30 2S4~)
200 23230 2555C 27952 30354 5700e 41690 44094 46496 50432 "53660 ;o?'QO
~oo 46460 51100 55904 60708 74016 83380 88189 92~92 100864 107320 1137~~
GOO 69690 76650 83856 91062 111024 i25070 132283 139488 151296 160980 170670
BOO g2920 102200 111808 121416 148032 166760 176378 185984 201728 214640 2~7560
1000 '161501i27750 139760 151770 185040 208450 220472 232480 252160 26~300 2~44~O
1200 139380 153300 167712 182114 222048 250140 264566 278976 302592 321960 3415~O
1400 162610 178850 1~664 212478 25~56 291830 308661 325472 353024 375620 3:?~~230
i600 i~5B40 204400 223616242832 296064 333520 352755 371968 403456 429280 455120
1000 ~~70 229950 251568 273186 333072 375210 39685C 425464 4538g.~ 482940 512010
~l()()O i::!}2300255500 2795~ 303540 370080 416900 4~09~4 464960 504320 536600 5('~9UO
MJMENT (lb': in )
330 Srn
02-38
APPENDIX WBl
Page 10
Eurocopter
A - Defini tiens
- Lend tudi.TlB.lC.G.
Puma
5.C • G. DETER.~TA'!'ION
WEIGHT AND BALANCE
The lcngitudinal C.G. locaticn is defined by the distance from thecm tre of gravity to the zero datum.
FORtiARDlimit: 4.50 metres (177 in)REAR'VIARD limit:4.95 metres(194.7 in)
l!Q!! : Do not overlOOkthe effect of fuel consumption on thee.g. location.In general. consumption of fuel tends to movethe centreof gravity :'orwards.
2 - Lateral C.G.
The lateral C.G. locatial is defined by the distance from the cm treof gravi ty to the aircraft plane of symmetry.
IlH limitLHlimit
:0.090 ~etre(3.55 in):0.080 metre(3.15 in)
NOTE Silleethe lateral C.G. limits are never attained in normal use,ClIllythe lCllgitudinal C.G. limits are takE!1.into condideration.
B - Calculation ~roced~re
Form B specifies the weight and C.G location of the aircraft.
FormA gives i~dications conce~ing the wei~~~ and =o~ent of the va~ousequip~ent items installed.
Tables given this appendix s..'J.ow the location and !:lomentof. specificloads for each Itission
Using these d~ta, ~~e location of the C.G. - fro~ the reference pla~e - ofthe considered wei~~t can be determined by the following :or=ula :
Su~ of eloments
Sum of \-reights= C.G. location
In practice, the C.G.table below, ~nll be used to dete~n€ if the C.G.location remaL~s within the permissible li~~ts.
330 Srn
02-38
APPENDIX WBl
Page 11
Eurocopter
c - Centre of ~avitv table
I I-1ETRIC UNI TS I
Puma WEIGHT AND BALANCE
FOf:V;;...>G : i!::i tMOy.;E:~T (!::.kr)
F.EJ..RWAR!)lici t"lE~~::'r
4.:'0 IT.
4.95m ••.(k.;)
~Centre 0: gravity (1:))
4,50
~,554,oC4,65:{~4';~~4,7S4,804,854,904,95
'~1'//h3200
1710017?9C1i4S017670i786018050162401843018620resYb3=50
173251 ,.171771C179021809518287184801867218865190573900
17550177~517940181351833018525187201891519110193053950
:777517972103i7018367185651876218960191571935519552
4C>OC
18000i820018400186001850019000192001940019600198004050
18225184271863018832190351925719.4401964219845200474100
18450i865518860190651927019475190801988520090202954150
186751588219090192971950519712199202012720335205424200
1890019nO193201953019740199502016019370~0580207904250
191251933719550197621997520187204002061220625210374300
19350195651978019995202102042520640208552107021225!350
195751979220010202272044520662208802109721315215324400
198002002020240204602068020900211202134021560217804450
20025202472047020692209152113721360215822180522027450C
202502047520700209252115021375216002182522050"222754550
20475207022093021157213852161221840220672229522522~60a
207002093021160213902'6202185022080223102254022770l~650
2092521157213902162221855220E!722320225522278523017.:700
21:50213852162021855220902232522560227952303023265.~750
213752161221850220872232522562228002303723275235124"·OC
2160(',218402208022320225602280023040232802352023760,--.- ..•.
2;225220672231022552227952303723280235222376524007',,-:-:;i../L:90C.
22050222952254022785230302327523520237652401024255·~95D
222;52.25222277023017232652351223760240072425524502
;000
2250022750i~ooo232~:rO235nO231,02400024250245"602475C'505C
227252297723230234822~352398724240, 244922474524997-5100
2295023205234602371524970242252448024735249902524:5150
23175234322369023947~20524462247202497725235254925200
234002366023920241802444024700249602522025480257405250
2362523887241502441224675249372520025462257252599E:5300
238502411524380246452491025175254402570525970262355350
240752434224610248772514525412256802594726215264825400
243002457024840251102538025650259202619026460267305450
245252479725070253422561525887261602643226705269775500
247502502525300255752585026125264002667526950272255550
24975252522553025807260852636226 64C269172719527472,600
25200254802576026040263202660026880271602744027720;650
254252570725990262722655526837271202140227625279675700
256502593526220265052679027075273602764527930282155750
2587526152264502673727025273122760027887281752~625800
261002639026680269702726027550278402813028420287105850
263252661726910272022749527787280802837228665283575900
265502684527140274352773028025283202861528910292055950
26775270722737027667no.;r;2826228560288572915529452
330 Sm
02-38
APPENDIX WBl
Page 12
Eurocopter Puma WEIGHT AND BALANCE
•uc•.:.!:..••SIt
Centre of l2."I'avit., table (continued)
t METRIC UNITS j
FORWARD· limi tMOMENT (m.Kz)?..EARWARD limit
WEIGHT
4.50 mCentre of gran ty (m) 4.95m~(Kg)•
4,50
Lt,55I 4,604,65 ~{!~4,75
4,804,854,904,95- .5000
270002730027600279002820028500288002910029400i:!970C6050
2722527527278302813228435287322904029342'29645299476100
274502775528060283652867028975292902958529890:;01956150
276752798228290285972890529212295202982730135:;04426200
279002821028520288302914029450297603007030380306906250
281252843728750290622937529687300003031230625309376300
28350286652898C292952961029925:;02403055530870311856350
285752889229210295272984530162304803079731115314326400
2880029120294402976030080304003072031040313603~6806450
290252934729670299923031530637309603128231605319276500'
2925029575299003022530550308753120031525318503217;6550
294752980230130304573078531112314.:;.0'3176732095324226600
29700300303036030690310203t35IJ316803201032340326706650
299253025730590309223125531587319203225232585329176700
301503048530820311553149031825321603249532830331656750
303753071231050313873172532062324003273733075334125800
30500309403128031620319503230032640329803332033660
685030825311673151031852321853253732880332223356533907
6900
310503139531740·32085324203277533120334653381034155
6950
312753162231970323173265533012333603370734055344027000
31500318;0322003255032890332503"35003395034300..--
34650
7050
31725320773243032782331353348733840341923454534897.7100
319503230532660330153337033725340803443534790351457150
321753253232890332473360533902343203467735035353927200
324003276033120334803384034200345603492035280356407250
326253298733350337123407534437348003516235525358877300
32850332153358033945343103467;35040354053577036135
7350330753344233810341773454534.91235280356473601536382
74003330033670340403h410347803515035520358903626036630
EXa!!ltlle1 : For a 'freight of t.050 Kgand a moment of 27920 !n.kgC.G. location is between 4.60 and 4.65 ~.
Example 2: For a weight of 5900 kgand a moment of 29300 m.kgC.G. location is not .tithin the pe~issible limits
(beyond the aft limit)
330 Srn
02-38
APPENDIX WBl
Page 13
Eurocopter
Cent~e of gravity table (continued)
I ENGLISH UNITS I
Puma WEIGHT AND BALANCE
-MOMENTS in Ib-in/1 00
.E--
FORWARDlimi t REARWARDl~i t== .....-... c .=, I Centre of gravity ~H..-l ~- in
177 .16
179181183185.04187189191192.91194.88..8400
14881150361520415372155431570815816160441620416369
8500
15059152151538515555157281589516065162351639716564
8600
1523615394155661573815!H31608216254164261659016759
8700
1541315573157471592116098Ui25916443166171678316954
8800
155901575215928161041628416456166321680816976171~9
8900
15701159311610916287164691664316821169991716917344
I9000
159441611016290164701665416830170101719017362
17539 I9100
16122162891647116653168391701717199173811755517734
9200
16299164681665216836170241720417388175721774817928 I9300
16476166471663317019112091139111577177631794118123
MOO
16653168261701417202113M1157817766179541813418318
9500
1683017005171951138511519 .1776511955181451832618513
9600
170CJ1171841737611568177641795218144183361851918708
9700
171851736317SS117751!79491813918333185271871218903
9800
17362175421773817914181341832618522187181890519098
9900
17539177211791918117183191851318111189091909819293
10000
17716179001810018300185041870018900191001929119488
10100
17893180191828118483186891888719089192911948419682
10200
18070182581846218666188741907419278IMB21967719R77
10300
18247184371864318849190521926919467196731987020072
10400
18425186161882419032192441944819656198642006320267 .
10500
18602187951900519215194291963519845200552025620462
10600
18779189141918619398196141982220034202462044820657 .
10100
18956191531936719581191992000920223204372064120852 :
10800
1~133193321954819764199842019620412206282003421047 :
10900
19310195111972919947201692038320601208192102721241
11000
19488196901991020130203542057020790210102122021436 ;
11100
196651986920091203132053920757209'19212012141321631 :
_0200
198422004820272204962012L.2094-421168213922160621826 ;
11300
20019202272045320679209102113121357215832179922021
11400
201962040620634208622109521318215~217742199222216
11500
20373205852081521045212822150521735219652218S22411
11600
20551201642099621228214652169221924221562237822606
11700
20128209432117721411216502187922113223472257022800
11800
20905211222135821SM218352206622302225382276322995
11900
2108221301215392171722mO222532249122729229562~190
12000
2125921480217202196022205224402268022920231:f923385
12100
2143621659219012214322390 -2262722869231112334223580
12200
21614218382208222326225752281423058233022353523775
12300
217902201122263225092276023001232472)493 .23728,23970
12400
21968221962244422692229452318823436236842392124165
12500
22145223752262522875231302337523625238752411424360
330 Sm
02-38
APPENDIX WBl
Page 14
Eurocopter
Centre of gravity table (continued)
I ENGLISH UNITS I
Puma WE IGHT AND BALANCE
-...
FORWARD limi t
MOMENTS in Ib-in/100
RE.ARW_~:w limi t~'iEIGh~ l
Centre of gravity !(Ib)
ill117 .16
179181183185,04187189191192.9i194. SA
12600
22322225S42280623058233152356223814240662430724554-
12700
22499227332298523241235002374924003242572450024749
12800
22676229122316823424236852393624192244482409224944
12900
22854230912334923607238702412324381246392488525139
13000
23031232102353023790240552431024570248302507825334
13100
23208234492371123973242402449'724759250212527125529
13200
23385236282389224156244252468424948252122546425124
13300
23562238072401324339246102487125137254032565725919
13400
23739239862425424522247952505825326255942585026113
13500
23917241652443524705249802524525515257852604326308
13600
24094243442461624888251652543225704259762623626503
13700
2427124523247'R25071253502561925893261672642926698
13800 .
24448247022497825254255362580626082263582662226893
13900
24625248812515925437257212599326271265492681427088
14000
24802250602534025620259062618026460267402700127283
14100
24980252392552125803260912636726649269312720027478
14200
25158254182510225986262762655426838271222739327672
14300
25334255972588326169264612674127027273132758627867
14400
255112577626064263SZ266462693827216275042777928062
14500
256882595526245265352683127115274052769527972 .28257
14600
25865261342642626718270162730227594278862816528452
14700
2604226313266072690127201274892778328lJ7728358·28647
14800
26220264922678827084273862767627972282682855128842
14900
26395266712696927267275702786328161284592874329037
15000
265742685027150274502775628lJ5O28350286502893629232
15100
26751270292733127633279412823728539288412912929426
15200
26928272082751227816281262842428728290322932229621
15300
27105273872769327999283112861128917292232951529816
15400
2728227566278742818228496287982910629414_2970830011
15500
274592774528055283652868128985292952.96052990130206
15600
276362:79242823628548288662917229484297963009330401
15700
27814281032841728731290512935929673299873028630596
15800
27991282822859828914292362954629862301783047.930791
15900
28168284612877929097294212973330051303693067230985
16000
28345286402896029280296062992030240305603086531180
16100
28522288192914129463297913010730429307513105831375
16200
2869928998293222964629976b029430618309423125131570
16300
28877291772950329829301623048130807311333144431765
330 Sm
02-38
APPENDIX WBl
Page 15
Eurocopter PumaWEIGHT AND BALANCE
D - ~rens'Oort of tlersorme! - eX2.In"Ples 0:' wei.e:ht breakdolm
~ : The figures in the table beloware given for reference only.
;':o:::e::t
II1;- i::: 1::. ::.:::.
190 311;:::"':' ::' i , r :)0..=": I••.. --, .•• - j - - ••••• !
j i ,20' c: I .:lQC -- I -80-- !
-·'-1 . .,.;: ' ~::II I
! , I
" ;:;-L- ;::; I ' .~-OCt>:· i'.) ..• -. I _I=~ I I, : II •
I 301 .SO I 26214 !
1,66<9,09117050451
.-"-'0 ' -, '''051. I""t:',,/t;tC~! ..,.vr;; I I
,
84 i 2 14.,834381c
;144 111340 I /1/ 124355.71 i 2113556 i
, Ii,230
52cmC
6374
30--- 71 126- '--'I "" jl.r;.t:r:
3980 I 0"7C1~~I o:"'~
'~ }~~ ~
1001 I 2210
Operational weight
+ 13 passe~-ers seated atlocatior~ 1 to 13
::;::;pty weight equippe~
Zero fuel weight
.•. Cor.s-.mable fuel (tea.?~ f"~l~)
ow
I
iI m!i
I
,
~ : In this weight breakdow., the following values have been ubitrarilychosen :
1001 kg or 2210 lb154 kg or 340 lb
0.79
- weight of persoImel (13 x 77 kg) (or 13 x 170 lb)- Weight of crew (2 x 77 kg) or(2 x 170 lb)- Specific gravity of fuel ••••••••••••••••••••••••••
b this case, referring to the centre of gravity table below- with a T.O.W. of •••••••••••••••••••••••••••••••••••••••••6374 kg or 14052 It
- and a corresponding momentof ••••••••••••••••••••••••••• 30355.71 m.kgor 2634326 lb.in
the C.G. location is with.i..Ilthe permissible limits i.e •. :approx.
4.75 m. or 187 in.
Sumof moments30355.71BJ' calculation !
==
Su!t of weights6374
or
2634326=14052 4.76 m.
187.4 in.
330 Sm APPENDIX WOl
02-38Page 16
Eurocopter Puma
6-~
WEIGHT AND BALANCE
•...c:•~.5:
...•.5~
The forms contain aircraft emp~Jw-eight and balance data and providethe means for following the development of the fisu-~s obtained on successiveweighings' or embodimentof modifications.There are tr:ee kinds of forms :
- A Form AThis form is the list of the main removable equipment i tel!1Swhich are !lot
necessary for certain missions and have a co!'.siderable effect on weightand c.g location.
Somesmall components maybe grouped. on a same li..."le.The easily removableequipment items are identified separately.
This list maybe altered on the customer's initiative and is given inAppendix ltlB2.
A :i!'ormB, comprising- A weighing sheet which gives the gross weight- A weight analysis sheet which indicates the net weight and c.g location
values found. on weighing.
- A FormCThis form consti~tes a record of cha-~s in weight and balance- deter:nined at each weighing- calculated, between weighings, from equipme!lt list a.ata.
Only longi tudir..al momentsare considered.
330 Srn
02-38
APPENDIX WBl
Page 17
Eurocopter Puma WEIGHT AND BALANCE
WEIGHING SHEETFORM B
Page
Aircraft Type: Serial number:
Scoles (type manufacturer):
WEIQ1T
WEIGHING POINTS I INDICATEDNE'1'T WEIGH'!' I ARM
AorB
L.R. aft point .
"R.B.. art point. .
Total of aft points ....
Forward point. .
:'1'arAL •.•••.•••.•.•...•••..
Z z'= DATOH PLANE
Z
2 jadttng points
j
1 jacking point
1
4. 70Om(!85in)
AA.
Z·
11=
Canpleted by :Date :
330 Srn APPENDIX WB1
02-38Page 18
Eurocopter Puma WEIGHT AND BALANCE
•"c:•.:~...•E~
FORMBWEIGHING ANALYSIS SHEET 2/2
Page
Nm WEIGHT
ARMC.G.
DSSCRIPTIcnMOMENTlocatim
Total Alc weighed at :
date :__ J ><Oil
............................................................... ><FIlel
...................................................... ><EquipnEC.t weighed, not iIlcluded iIl the
><empty weight equipped (column 1). Equ:ipnmt not wei8hed, included in the><empty weight e~pp_ed (column 2).· Aircra1"t empty weif;d:1t
_ c.:arry over to. ed Fonn C
IC.G LOCATION:I
1 - (mtOVE -)
2 (ADD +)-
"'q~=~t ~~_~e~,. no~.A14\i~omrT
~uiJD.mt not weighedAR1~ kOMmTl.nC e l.n e
WEIGHTin cluded in the
WEIGHTinventory at; the date iIlvmtory at the dateof weighing.
of weighing.
TarAL ..........
TorAL...........
Remarks:
Completed by :
Ie.te..
330 Sm
02-38
APPENDIX WBl
Page 19
Co.)
Co.)0Cl)0
3I\)
•tuCXl
»-a-0,..":z:Cl->c'tJ
jIJ'rd
==I\)
1:00
--.
BASIC WEIGHT AND BALANCE RECORDC(AIRCRAFT EMPTY WEIGHTEQUIPPED)fORM
AUlcruU~l' 'rYl'g
I SERIAl. fIGPage NU/
~1EIGHT CHAIIGE
rttJl'ItlItIG TOTAL
I'JUI N°
OF.SCIHPTION O~'ARTICLE
ADDED (t)REr40V £D l-)BASIC AlHCRAF"r
DJ.TE
ORm~lEt1l'mr'Errrr40"U~"r
MODlPICATION
~IEIGH'J'AIUI ~1EIGlrrARH :'IEI GJrrD1DEX
IN
QU'I'
-----.--.-- --
--_.---.---.~-- ..
-._--- - .---.
-' ---~-_.-- _.--- --- ._--- --- _._-f--_.
'-'
----- ----- --~.•_ ..-- --- ---- -
-1---~-f-- --------.-. - f-.--- --- -'---
.-.-- -- --t-----' ---.--- .- ---- --- '---
--- ..
--- - --------_.----- .- .----f--
...--.--.---.----- --.-- -- -----------------
----.---' -----..--------
.----------.-- -- ...- ..--------- ~ ---_.------- -- ..------------.-----------------!---------.- -.-
mc'""lono"C•••(I)'""l
-ac:::II»
:EmCiJ:-i»2oCD»S;2om
Si vous trouvez des erreurs, utilisezcette feuille pour nous le fairesavoir.
MANUEL:MANUAL:
APPAREIL:AIRCRAFT:
ERR
If errors are found in this manual,please use this form to reportthem to us.
LANGUE:LANGUAGE:
VERSION:VERSION:
REFERENCE: DESCRIPTION:SUGGESTION:
Chap/Sect/Suj - Date - PageChap/Sect/Subj - Date - Page
(jj= Pliez, Postez, Voir au Verso (jj= To fold and mail the form see overleaf
99.99Page 1
(jj=Cacheter avec un ruban adhesif
Pour: -------------------------------------------Nom - Compagnie -
Adresse
r::ir Seal here with adhesive tape
From: ----------------------------------------------Name - Compagny -
Adress
......................................... .-· .· .· .Timbre
Stamp
EUROCOPTER
Direction Technique SupportDocumentation techniqueAeroport International Marseille-Provence13725 MARIGNANE Cedex - France
99.99Page 2
MANUEUMANUAL :
LANGUElLANGUAGE:
APPAREIUAIRCRAFT:
VERSION/VERSION:
ATTENTION:
LA VALlDITE DE CE MANU EL EST FONCTION DE SA QUALlTE D'ORIGINE ET DE LADISCIPLINE APPORTEE A SA TENUE A JOUR.- L'IMPRIMEUR EST DESIGNE AU VERSO- LA RESPONSABILlTE DE MISE A JOUR DOlT ETRE ENREGISTREE CI-APRES.
IMPORTANT NOTE:
THE PRACTICAL VALUE OF THIS MANUAL DEPENDS UPON ITS ORIGINAL QUALITY AND ITSBEING CORRECTL Y UPDA TED- THE PRINTER'S NAME SPECIFIED OVERLEAF- THE NAME OF THE PERSON RESPONSIBLE FOR KEEPING THE MANUAL UP- TO-DA TE MUSTBE RECORDED HEREAFTER.
INCORPORATIONREVISION
INSERTED
N°
DateDatePar (NOM)VisaNo
By (NAME)Signature
;hdJr/L,s08-08DOCUMENTlS<r:=- INCORPORATION
REVISIONINSERTED
N°
DateDatePar (NOM)VisaNo
By (NAME)Signature
L1STE DES REVISIONS / RECORD OF REVISIONS
99.99Page 3
MANUEUMANUAL:
LANGUElLANGUAGE:
L'impression de ce document, a larevision signalee page precedente, aete realisee avec tous les soins de :
APPAREIUAIRCRAFT:
VERSION/ VERSION.
This document at the revision specifiedon the previous page, has been printedwith great care by :
Imprimeur:Printer:
DOCUMENTIS50 Avenue Henri Loubet13127 - VITROLLESTel: 04.42.74.26.47 - Fax: 04.42.74.26.44Email: [email protected]
Date: AOUT 2008
Si vous trouvez des erreurs, utilisezLa feuille « ERR» pour nous le fairesavoir.
Pour toute reclamation s'adresser a:All comments should be adressed to :
Les textes et figures contenus dans cedocument ne peuvent etre reproduitssans accord ecrit de la SocieteEUROCOPTER.
Toute reproduction doit porter mentionde I'accord et de "auto rite a ('origine decette autorisation.
If errors are foud in this Manual
please use the « ERR» form to report themtaus.
EUROCOPTER
Direction Technique SupportDocumentation techniqueAeroport International Marseille-Provence13725 MARIGNANE Cedex - France
Tel. : (33) (0) 442859675Fax: (33) (0) 4 42 85 94 80
No part of the text or illustrationscontained in this document may bereproduced without the writtenapproval of the companyEUROCOPTER.
Such approval and approvingauthority shall be mentioned on allreproductions.
***********
***********
99.99Page 4
