S 7A 72 13 14 75 716 WT FLIGHT MANUAL eurocopter AS 350 B3 Arriel 2B1 SECTION 7 SYSTEMS DESCRIPTION INSTRUMENT PANEL AND CONSOLE..... FLIGHT INSTRUMENTS AND ANCILLARY SYSTEMS...... 7.2.1 ANCILLARY SYSTEMS ...cssssssssessseen 7.2.2, CENTRAL WARNING SYSTEM... sssssevnnesnsanee nS 7.2.3, VEHICLE AND ENGINE MANAGEMENT DISPLAY .. ENGINE SYSTEM 7.3.1 GENERAL . 7.3.2, ENGINE OF FUEL SYSTEM ...sssssssesessssansversecessensnnecee 7.4.2 HELICOPTER SUPPLY SYSTEM... 7.4.3 ENGINE FUEL SUPPLY SYSTEM..... 7.4.4 CONTROLS AND MONITORING ovscsessssseren 7.4.5 FUEL FLOW CONTROL, vavecersesenesrsenerssenees T=1 7 sevnasseneee LT ‘TRANSMISSION SYSTEM. 7.5.1 ROTORS..... 7.5.2, TRANSMISSION .. FLIGHT CONTROL GRIPS «0. 7.6.1 COLLECTIVE LEVER GRIP... 7.6.2, CYCLIC STICK GRIP.....ssssessceseavneee 7.6.3 OTHER CONTROLS... HYDRAULIC SYSTEM..... 7.71 GENERAL... 7.7.2. SYSTEM DESCRIPTIOI 7.7.3 NORMAL OPERATION: 7.1.4. ABNORMAL OPERATIONS MANUFACTURER'S DATA Tei REVISION 6FLIGHT MANUAL AS 350 B3 Arriel 2B1 Beurocopter 78 7.9 7.10 712 DC ELECTRICAL SYSTEM... 7.8.1 GENERAL.. nssscenansvessnsvessssnoren 7.8.2 DESCRIPTION AND DISTRIBUTION 78.3 CONTROL AND MONITORING.. 7.84 OPERATION .. AC ELECTRICAL SYSTEM. 7.9.1 GENERAL... pesenennscses 7.9.2, DESCRIPTION AND DISTRIBUTION 7.9.3, OPERATION .. 7.9.4 CONTROL AND MONITORING.. LIGHTING SYSTEM .... 7.10.1 INTERNAL LIGHTIN 7.10.2, EXTERNAL LIGHTING AIR CONDITIONING... 7.11.1 CABIN VENTILATION... 7.11.2 HEATING AND DEMISTING SYSTEM. PITOT-STATIC SYSTEM ou... MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL Sevrocopter AS 350 B3 Arriel 2B1 sn EAB Ganpany LIST OF FIGURES Page FIGURE 7-1: INSTRUMENT PANEL AND CONSOLE wssssssseeeeeeee a1 FIGURE 7-14 : INSTRUMENT PANEL AND CONSOLE FIGURE 7-2: FIGURE 7-3: FIGURE 7-4: FIGURE 7-5: FIGURE 7-6: FIGURE 7-7: FIGURE 7-8: FIGURE 7-9: FIGURE 7-1 FIGURE 7-11: FIGURE 7-1 : FLIGHT REPORT PAGE. (Post MOD 07-3368)... ASU CARDS LOCATION ... CENTRAL WARNING PANEL. VEMD CONTROLS. VEMD MANAGEMENT - NORMAL FLIGHT MODE... VEMD MANAGEMENT - DEGRADED DISPLAY MODE... FLI PAGE ... ENGINE PAGE VEHICLE PAGE... ENGINE POWER CHECK FIRST PAGE ENGINE POWER CHECK SECOND PAGE PERFORMANCE PAGE ENGINE VIEW.......00 LUBRICATION SYSTEM... FUEL SYSTEM... FUEL CONTROL BLOCK DIAGRAM 7-21 FADEC BLOCK DIAGRAM... 7-22 BACK-UP FUEL CONTROL BLOCK DIAGRAM oss7-24 MAIN GEAR BOX OIL SYSTEM.. 7-26 TAIL ROTOR DRIVE SHAFT... 7-27 TAIL GEAR BOX... 7-27 COLLECTIVE LEVER GRIP woesenenserannanens P22S MANUFACTURER'S DATA 7- iii | REVISION 8FLIGHT MANUAL AS 350 B3 Arriel 2B1 @eurccopter eSB oars FIGURE 7-24: CYCLIC STICK GRIP... sasnene FIGURE 7-25: ROTOR BRAKE - FUEL EMERGENCY CUT-OF| FIGURE 7-26: EBCAU TEST SWITCH - STARTING SELECTOR FIGURE 7-27: HYDRAULIC SYSTEM BLOCK-DIAGRAM FIGURE 7-28: DC DISTRIBUTION DESCRIPTION... FIGURE 7-29: COCKPIT BREAKERS PANEL (Post MOD 07 3274). FIGURE 7-30: COCKPIT FUSES PANEL (Pre MOD 07 3274)... FIGURE 7-31: SYSTEMS CONTROL UNIT AND 36a BREAKERS PANEL (Post MOD 07 3273/3274)... FIGURE 7-32: SYSTEMS CONTROL UNIT AND 30a FUSES PANEL (Pre MOD 07 3273/3274)... FIGURE 7-33: LIGHTING COMMANDS AND CONTROL: FIGURE 7-34: CABIN VENTILATION. FIGURE 7-35: VENTELATION CONTRO Lo ssssssssoneiens FIGURE 7-36: PITOT/STATIC SYSTEM .. Teiv MANUFACTURER'S DATA. REVISION 4Seaucoopter 7.1 INSTRUMENT PANEL AND CONSOLE FLIGHT MANUAL AS 350 B3 Arriel 2B1 ee aS) ae @) nee Ts) 12 18 “)@) 19 — eee arse ee lCae 26 2 - Gyro slaving control a |28 ae 3 - Clock 4 - Lighting potentiometers 23 - DME 5 - Emergency switch at| a2 __|aa| 24- NAVI-NAV2 indicator 6 - NR/Nf lighting 25 - NAV1-NAV? selector potentiometer 26 - "SACKSAFOAM'" control 7-NRNf rpm indicator 94 | unit 8-CWP +! a5 27- V/UHE AM/EM 9 -"LDG LT" indicator light 28 - V/UHF frequencies data reset 10 - Copilot ICS ie 29 - Cabin ventilation control 11-RMI q 30 - Sling load indicator 12- VEMD yj 37 31 - 16a breakers panel 13 - Airspeed indicator 32 - SCU and 30a breakers panel 14 - Horizon 33 - 31/32a/44a breakers panel 15 - Altimeter 34 - "HF/LS" switching unit 16-E.L.T 38 | 39) 35 - Pilot ICS 17- Turn and bank indicator 42 36- Copilot reading light 18 - ADF 40. 37 - HE/SSB 19 - VHF1-NAV1 (VOR/ILS /GPS) 20 - Radio altimeter indicator a 21-HSI 22 - Vertical speed indicator 38 - VHF2-NAV2 (VOR/ILS) 39 - Transponder 40 - Loudspeaker control unit 41 - Fourth man ICS 42 - Pilot reading light Figure 7 - 1 : Instrument panel and console MANUFACTURER’S DATA. ORIGINAL ISSUE SIN : 4196 TL| | ) | |@eurccopter 7A FLIGHT MANUAL AS 350 B3 Arriel 2B1 INSTRUMENT PANEL AND CONSOLE & o 1 - Compass 2+ Lighting potentiometers 3 - Gyro slaving control (*) 4- ELT contro! switch 5+ CDI or Clock 6- “EMERG. SW” switch {post MOD 07 3273) 7) NRINf zpm indicator 8 - Caution and Warning Panel 9 - °LAND LT" indicator light (*) 10- NRANF lighting potentiometer 11 - (Spare) or CDI of Clock or Tur and bank indicator or RMI (*) 12-VEMD 13 - Airspeed indicator 14 - Horizon 15 - Altimeter 16- "FUEL PUMP" indicator light (Pre MOD 07 3273) 17 (Spare) or Turn and bank indicator or standby horizon (*) (*) Ifinstalled 18 - (Spare) or Clock 19- ADF (*) or HF SSB (*) o Hailers control unit (*) 20 - VHF I-NAV1 (VOR/ILS/GPS) 21 - Tum and bank indicator or Radio altimeter indicator (+) 22 - Directional gyro or HSI (*) 23 - Vertical speed indicator 24 - DME indicator (*) 25 - NAVI-NAV? indicator 26 - NAVI-NAV2 selector 27 - Airconditioning breakers(*) 2 - Air conditioning control unit (*) 29- ICS 30 - VHF2-NAV2 (VORILS) 31 - Transponder 32 - Fuses or breakers panel 33 - SCU console and fuses or breakers panel 34 - Fuses or breakers panel 35 - Cabin ventilation controt 36 - Sling load indicator (*) Figure 7 - 1 : Instrument panel and console MANUFACTURER'S DATA REVISION 5FLIGHT MANUAL AS 350 BS Arriel 2B1 Beurccopter pert =] 2-2 Figure 7— 1A : Instrument panel and console (Post MOD 07-3368) MANUFACTURER'S DATA REVISION 68 eurocopter 1 = Compass 2 AP galvanometers* 3 ~ Lighting potentiometers 4— Gyro slaving control* 5-E.L.T. control switch 6 ~ Clock 7~ “EMERG. SW” switch 8 — NR/Nf lighting potentiometers 9~—NR/Nf rpm indicator 10 — Caution and Warming Panel 11 — AP Caution and Warning Panel* 12 — AP test selector™ 13 = (Spare) or turn and bank indicator* or standby horizon* 14—VEMD 15 - Airspeed indicator 16 ~ Horizon 17 — Altimeter 18 - “LIGHT” indicator light 19-HF SSB* 20 - ADF indicator* 21 - ADF* 22 - Transponder (*) If installed MANUFACTURER'S DATA. REVISION 6 FLIGHT MANUAL AS 350 B3 Arriel 2B1 23 — Hailers control unit* 24—VHFI - NAV | (VORVILS/GPS) 25 — Turn and bank indicator or radio altimeter indicator* 26 — Directional gyro or HSI* 27 - Vertical speed indicator 28 — DME indicator* 29 -NAV | - NAV 2 indicator 30- NAV 1 - NAV 2 selector 31-CDI 32-—RMI* 33 - Air conditioning breakers* 34 — Air conditioning contro! unit* 35 — AP control unit* 36-1CS 37~ VHF2 - NAV 2 (VOR/ILS) 38 — Direct battery/ 16 breakers pane? 39 — 30a breakers panel 40-SCU 41 ~ 44a breakers panel 42 -31/32c breakers panel 43 — Cabin ventilation control 44 ~ Sling load indicator*FLIGHT MANUAL. AS 350 B3 Arriel 2B1 S eurocopter ei oon 7.2 FLIGHT INSTRUMENTS AND ANCILLARY SYSTEMS 7.2.1 ANCILLARY SYSTEMS «* General The ancillary systems are composed of 3 Ancillary Systems Unit (ASU) cards to perform the ancillary service functions of the helicopter: - Management of all the audio warnings, some visual warnings, and the processing of specific electrical signals, - Management of the engine fuel control back-up system. * Characteristics The ASU cards are supplied with a dual 28 V DC power supply, and are protected by fuses. * Description The ASU n°1 performs the following functions : - management of the Ea warning light, - generation of the audio high and low NR warnings, ~ management of other audio warnings : . due to red alarms : “Gong” . duc to MTOP overlimit : continuous low tone. The ASU n°2 performs the following functions : ~ management othe EY - management of the fea warning tight, caution lights, ~ processing and filtering of VEMD electrical supply. 7-2 MANUFACTURER'S DATA REVISION 6o FLIGHT MANUAL eurocopter AS 350 B3 Arriel 2BI EAS Comsaey Mev.s0.2000.00 722 The ASU n°3 is part of the Engine Back-up Control Ancillary Unit (EBCAU) and performs the following functions : - cngine Nf indicator signal acquisition, = computing and signal processing for back-up fuel metering valve. - “Back to neutral” function of back-up fuel metering valve (safety device or needed after system maintenance test), 2 if ge s 3 & cards aa Figure 7 - 2: ASU cards location. CENTRAL WARNING SYSTEM + Description Visual indicators are provided by a caution and warming panel (CWP) which comprises the following components : - Red warning lights for alarms which require immediate action, - Amber caution lights for alarms requiring action which can be differed. Audio alarms are generated via the intercommunications system. The audio warning system is activated by pushing in the [HORN] pushbutton on the central console. In this case, ‘on the caution and warning panel. MANUFACTURER'S DATA 7-3 REVISION 6FLIGHT MANUAL AS 350 B3 Arriel 2B1 @eurcccopter ¢ Characteristics The caution warning panel is supplied by a dual 28 VDC power supply and is protected by fuses or circuit breakers. | (Pre MOD OP3346) Single hydraulic system co Cette Bue Behe 4) 50.0002.00 ea HORN} Door ERVO |) GENE || prror ct GENE || prror FM.s0.0054.00 (*) If installed Figure 7-3 : Caution and Warning Panel 1-4 MANUFACTURER'S DATA. REVISION 6FLIGHT MANUAL 3 eurocopter AS 350 B3 Arviel 2B1 7.2.3 VEHICLE AND ENGINE MANAGEMENT DISPLAY © General The system, which comprises the VEMD multi-function screens, provides a display of engine and vehicle parameters. The VEMD is located in the center of the instrument panel and comprises : ~ two computing modules : LANE 1 and LANE 2, - one "screen" module which comprises two screens and the control pushbuttons. * Characteristics ‘The VEMD is supplied with a dua! 28 VDC power supply and is protected by fuses or circuit breakers. * Operating modes Three operating modes are accessible : - "FLIGHT" mode : by default, this mode constitutes the main operating mode of the equipment. It contains the ENGINE, VEHICLE, FLI, FLIGHT REPORT, ENGINE POWER CHECK pages. - "CONFIG" mode : only accessible on ground, engine stopped. 1. Switch Battery OFF. 2, Maintain [SELECT] and [ENTER] depressed, while switching battery ON. 3. Maintain until message GENESSENEY appears on two screens. - "MAINT" mode : only accessible on ground, engine stopped. Same procedure as "CONFIG" mode except item 2, replace by following: Maintain [SCROLL] and [RESET] depressed, while switching battery ON. MANUFACTURER'S DATA 7+8 REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 Beuccopter « YVEMD controls Mv.€c120 0087.00 1 - {OFF1 / OFF 2] pushbuttons 4 - [SELECT] pushbutton : . Energize or cut the processing - Select the data field module 1/2 and the upper or 5 -[ #/ =} pushbuttons lower screen. . Increase/decrease the numerical 2- [SCROLL] pushbutton : value of the selected data. . Scrolling through the pages 6- [ENTER] pushbutton 3 - [RESET] pushbutton : . Validate the selected data. . Return (0 nominal dispiay 7 = [BRT +/-] pushbuttons : configuration. . Screen brightness control Figure 7-4: VEMD controls MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL Seurceopter AS 350 B3 Arviel 2B1 WEES Conny sv.eer20.0029.00 * Operation The VEMD is switched on when the [EXT PWR/BAT] or {BAT/EPU] switch engaged. The equipment performs an initialization test which checks correct operation of each of the two lines, During the test, the following message is displayed : TEST IN PROGRESS Hf the test is faulty, the following is displayed: WN Res or Perea ee Midis Role Maka ‘The line concerned can be cut by pressing the associated pushbution (OFF1 or OFF2). This validates the initialization tests and switches the remaining line to operating mode. If the test is correct, the VEMD automatically goes to operating mode. FLIGHT mode ‘The flight mode is displayed by default, when no other mode is selected. The [SCROLL] pushbutton is used to scroll the pages as shown on the following diagrams (Fig. 7.5 and Fig. 7.6). MANUFACTURER'S DATA 7-7 REVISION 3FLIGHT MANUAL, AS 350 B3 Arriel 2B1 3 eurocopter 7-8 suecise.o06i.08 ~ Management of pages in normal FLIGHT mode (RESTARTING | ELIGHY suurDown INITIAT. PHASE. PHASE PHASE PHASE ve enone fo [evs] F : 7 ‘ rest P |venoce lew | [ese i ‘ a exene] [ewone] |[ar | [enone Y s FS) EGE ||P) free L T A 1 B exoive! | L a! . a eek F L r wom | - exons 8 | ol 2 rom 8 seer fre fer ' 4 v ENGINE | ENGINE A t mars) |RSS L a 2 L E > Automatic change-over at ond of phase <= Page selgctag manually by pressing "SCROLL" Figure 7 - 5: VEMD management in normal FLIGHT mode MANUFACTURER'S DATA ORIGINAL ISSUEFLIGHT MANUAL @ eurocopter AS 350 B3 Arriel 2B1 - Management of pages in degraded display FLIGHT mode : TNITIAL PHASE PHASE PHASE, PHASE : ‘ FLIGHT , BX x ‘ — ‘ a ; a : EI : : t ; 3 2 2S oS 4 — y = : a 4 a} 4 x Ae ———-> Automatic change-over at end of phase -o Page selected manually by pressing "SCROLL Figure 7 - 6: VEMD management in degraded display mode MANUFACTURER'S DATA. 7-9 ORIGINAL ISSUEFLIGHT MANUAL AS 350 B3 Arriel 2B1 @ eurocopter The FIRST LIMITATION INDICATOR (ELI) page : Mv.s0.2510.00 a) Figure 7 - 7 : FLI page (Values given as an example) NOTE If one of the parameters on the FLI page becomes invalid, the ENGINE page is automatically displayed; the parameters can then be read on independent scales. - The ENGINE page : wv.0.2611.00 Figure 7 - 8 : ENGINE page 7-10 MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL @eurccopter AS 350 B3 Arriel 2B1 - The VEHICLE page : My.£00 2809.00 Figure 7 - 9 : VEHICLE page - The ENGINE POWER CHECK (EPC) page The first page displays the conditions of compliance, where applicable, when the EPC is requested, in order to obtain a correct engine power check. The check is broken down into three phases * a value stabilization phase, * a more restrictive stabilization phase, * a margin computation phase. ENGINE POWER CHECK a CHECK HEATING/DEMISTING OFF mv.60.2500.00 ray Figure 7 - 10 : First page of the EPC MANUFACTURER'S DATA 7-u REVISION 3FLIGHT MANUAL: AS 350 B3 Arriel 281 Beurccopter estR Cony The second page displays the result of the EPC according to 6 parameters (Ng, Nf T4, Hp, Tq, OAT) and the positive or negative differences in T4 and torque. ENGINE POWER CHECK RESULT Cua NF 491 REM PE oN eR) aa Duc a a Goop Se Sa ace wvs0.2608.00 Figure 7-11 : Second page of the EPC - The PERFORMANCE page This page is used to calculate aircraft weight and performance in the form of takeoff weights, in and out of ground effect, ‘The following parameters must be set up: - the equipped empty weight of the aircraft (EEW), at power up the displayed value is the previous flight set value, it needs to be update if aircraft configuration has been changed, - the weight of the crew (CREW), at power up default value is 80 kg (176 Ib), the weight of the payload (PAYLOAD) at power up PAYLOAD datum is automatically set to match the maximum internal take off weight. Fuel and external parameters Hp and OAT are taken into account automatically. 7-12 MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL Beurocopter AS 350 B3 Arriel 2B1 For mission planning purposes, Hp and OAT can be modified. When Hp is modified, the OAT decreases in accordance with the standard atmosphere law. When the page is changed or another parameter is selected, the VEMD takes into account the actual Hp and OAT values. To set or modify the parameters, apply the following procedure : 3 2 [ ES00m (150m) | 25°C (0°F) 12kg (4b) __ £100 ft Om) 20°C (°F) Press <5 sec. Faspcove 6 Figure 7 - 12: PERFORMANCE page NOTE When the IGE and OGE values are less than the aireraft All-Up Weight, they are displayed in yellow. MANUFACTURER'S DATA. 7-13 REVISION 5FLIGHT MANUAL AS 350 B3 Arriel 2B1 @euccopter - The FLIGHT REPORT page : The purpose of this page is to provide the crew with a synthetic report of the last flight performed. The "FLIGHT REPORT PAGE" automatically replaces the "VEHICLE" page when the VEMD detects the engine "shutdown" and NR below 70 rpm status FLIGHT REPORT CMT a Ma (ON =1=g Kero 2— UT AiO On -TY 29.63 7 12.19 4 TOTAL i wv.50.2504.00 acts clay 1 - Flight number, which is incremented automatically. 2- Flight time (from Ng > 60% after start to Ng < 50% at engine shutdown) 3 - Generator cycles / Total cycles 4- Free turbine cycles / Total cycles 5 - Message area (in yellow) if a discrepancy is detected during the flight. If a message appears, refer to the "MAINTENANCE" mode in the systems description manual. To exit this page, press the [RESET] key. Figure 7 - 13 : FLIGHT REPORT page RER'S DATA. REVISION 3 7-14 MANUFAFLIGHT MANUAL @Beurccopter AS 350 B3 Arviel 2B1 So temoe 7.3, ENGINE SYSTEM 7.3.1 GENERAL The TURBOMECA ARRIEL 2Bi is a 650 kW (870 hp) class turboshaft engine. It is located in a separate fireproof compartment after the MGB and above the rear cargo compartment. It is connected to the MGB by a shaft mounted between owo flexible couplings. The engine is a modular free-wheel engine. It is composed of five independent modules : - the Axial Compressor Module (single-stage with bleed valve) - the Gas Generator Module : . acentrifugal compressor . an annular combustion chamber . a single-stage gas generator turbine - the Free Turbine Module - the Reduction Gear Module reduces the free turbine speed from 39158 down to 6000 rpm - the Output Shaft Module . transmits power to the MGB and accessory drive couplings. GAS GENERATOR a Free turbine ‘I pl Axial Ceatifugat Combustion 1rsing ; Tal pipe compressor compressor chamber ‘ . \ ‘ Accessory gearbox 2 Tomain z rotor Z Transmission shait Reduction gearbox Figure 7-14: Engine view MANUFACTURER'S DATA 7-18 REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 @euccopter 7.3.2, ENGINE OIL SYSTEM The engine oil system is divided into two systems - an external system installed in both the MGB and engine compartment. It includes one tank and one cooler. The hoses installed in the engine compartment are fireproof. - an internal system integrated into the engine. It includes one pressure and three scavenge pumps, a filter with a by-pass valve and two electrical magnetic chip detector. PRESSURE Erna ENON: TEMPERATURE 1 ri 1 ngggure pRessuae BETECTOR ' THEAWOSTAT FILTER : Sas = I enone | Figure 7 - 15; Lubrication system 7-16 MANUFACTURER'S DATA. REVISION 3FLIGHT MANUAL 3 eurocopter AS 350 B3 Arviel 2B1 nea ary 7.4 FUEL SYSTEM 7.4.1 GENERAL ‘The fuel system comprises the helicopter part and the engine part. The first one is composed of one spin-mould tank, a supply system, a gravity refueling filler, and a monitoring system. The second part comprises an LP pump, a fuel filter, an HP pump and a fuel control hydro-mechanical unit which are integral onto the engine. The hydro- mechanical unit is driven by a Full Authority Digital Engine Control system (FADEC) and a back-up system. 7.4.2 HELICOPTER SUPPLY SYSTEM The fuel tank is located in the body structure beneath the transmission deck and is equipped with a fuel level transmitter. The tank also includes a starting priming pump and a decanting sump with a water drain valve. A venting device on the RH side and a filler on the LH side are fitted to the tank, The fuel is then supplied to the engine via a fire fuel shut-off valve. For starting and purging purposes, the tank booster pump primes the fuel line during starting sequence, 7.4.3 ENGINE FUEL SUPPLY SYSTEM Drawn by the engine low pressure pump, the fuel is sucked up through the fuel filter by the high pressure pump. At the entry of the circuit, an ejector fed by the HP pump helps to prime the LP fuei pump. The filter is fitted with an electrical pre-clogging indicator, a by-pass valve with @ visual indicator and a low pressure detector. Heated by the combined fuel/oil engine filter assembly the fuel is then delivered to the hydro-mechanical unit of the FADEC. An engine fuel control back-up system allows to control the fuel flow via a back-up vaive in case of a total FADEC system. The heat exchanger allows operation at -20°C without anti-ice additive in the fuel. MANUFACTURER'S DATA 7-47 REVISION 3FLIGHT MANUAL AS 350 B3 Arviet 2B1 Beurccopter Passing through a shut-off solenoid valve which enables the engine to be shut down, and before entering the main injector and the injection wheel, the fuel is driven through a pressurizing valve. A three-way electrovalve distributes the fuel to two starting injectors during the starting phase. To prevent carbonization, they are supplied with P3 air once the starting sequence is over. During shut down sequence a purge valve drains the fuel remaining in the main injection system. 7-18 MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL 3 eurocopter AS 350 B3 Arriel 2B1 sr EADS Company 7.4.4 CONTROLS AND MONITORING. 4 40 ETERS waive Bypass AWE FUEL FureR Low PRESSURE PUMP FUEL TANK, SHUT OFF a ox ae Figure 7 - 16 : Fuel system MANUFACTURER'S DATA t= 15 REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 Beurccopster 7.4.5 FUEL FLOW CONTROL The fuel flow is managed by a FADEC system. Based on a dual chanel digital engine control unit called Electronic Engine Control Unit (EECU) in normal flight mode, the principic is to control the power turbine speed, Nf, independently of the power drawn from the engine by adjusting the gas generator speed, Ng, accordingly. The EECU provides fuel flow modulation via a stepper motor driving a metering valve in the engine's hydro-mechanical unit, A control channel device gives control to the channel with no major failure detected or to channel A “preferred channel” if both channels are sane. » FADEC functions Installed on the airframe, in the rear cargo bay, the EECU provides the following functions : automatic engine starting preventing T4 exceedences proportional power turbine speed control with rotor noise signature reduction feature, protection against engine surge and flame out during transients, bleed valve monitoring, protection against Ng and torque overlimits, failure detection and indication, engine power check (EPC), Ng and Nf cycles counting. FADEC power supplies The FADEC system electrical power supply is designed in such way that engine normal operation is independent ftom the helicopter electrical system as soon as the gas generator speed is sufficient (Ng > 60%). FADEC eleciricai supplies are : ~ the helicopter 28 VDC system, = a2 channels gas generator driven independent alternator 7-20 MANUFACTURER'S DATA REVISION 3Seaurccopter FLIGHT MANUAL AS 350 B3 Arriel 2B1 Helicopter electrical power supply remains necessary in all operating conditions : - for the starting sequence and the monitoring system - as a back-up source for the EECU fuel control section In case of a total loss of helicopter DC supply, even if DC is restored, the light will stay on, IDLE position will be out of service (FADEC forced to FLIGHT position), until a complete reset of the FADEC is made (engine off, battery off and on again on the ground). mv .s0.2002.01 MANUFACTURER'S DATA REVISION 3 Helicopter 2 channels owe} (VEMD) “sevoc alternator EBCAU | ‘Start/Stop_ ta] | Inleton | | foal aioe t t P | EECU Starting frie — accessories | @ channel) tent! } | ~ on conta | | ! | Presturting _ Injection eal Backup metering unit Figure 7 - 17: Fuel control block diagramen E55 Consens FLIGHT MANUAL AS 350 B3 Arriel 2B1 Qeuccopter [cute dae ES | Ny Fa POT s#v.50.2000.00 FF: toe tow ure 7-18: FADEC block diagram « FADEC failures The FADEC system failures are classified in three levels : * Level 1 (flashing at idle, engine starting or stopped): no effect on engine control, redundancy loss, actions to be taken : - reset FADEC if before start (battery OFF/ON), - in flight : continue to nearest appropriate maintenance center, - applicable maintenance action required prior next flight. 7-22 MANUFACTURER'S DATA, REVISION 3FLIGHT MANUAL @eurocopter AS 350 B3 Arriel 2BI {SAB Cony * Level 2 (steady & failures leading to a degraded engine control or back-up gaverning system out of neutral position, loss of accuracy, engine contro! is degraded but protected, loss of power check, actions to be taken : ~ avoid operating at engine or torque limits, cautious flight, + land as soon as practicabie, ~ do not start the engine, + applicable maintenance action required prior next flight. Level 3 (MM): total FADEC failure, FADEC main metering valve frozen at last computed value, FADEC is off line, back-up system is automatically switched on, automatic start impossible, actions to be taken : - immediate shut down procedure daring starting, = land as soon as practicable, - avoid operating at engine or torque limits, cautious flight. Fuel governor back-up system : Immediately activated by a total FADEC failure detection : SRR, the back-up governor will automatically take contro! of the engine fuel flow governing. Based on an electronic computer, the Engine Back-up Control Ancillary Unit (EBCAU), the system is independent from the FADEC. The system achieves the following functions : ~ Nfcontrol between 388 and 400 rpm, ~ Anti flame-out protection, ~ Anti surge protection assuming : Neg > 80 % (85 % Hp > 20000 fi) Ng > 80 % (85 % Hp > 6096 m) - Back-up valve return to neutral position after untimely back-up system activation or after periodic maintenance test. MANUFACTURER'S DATA 7-23 REVISION 5FLIGHT MANUAL AS 350 B3 Arriet 2B1 So eurocopter Driven by the EBCAU assuming a Nf control loop, a DC actuator moves the back-up metering valve which closes or opens slots partly in series and parily in parallel within the main metering valve of engine’s hydro-mechanical unit. This increases or decreases fuel flow, depending on the fixed fuel flow delivered by the frozen FADEC main metering valve. When the FADEC is operative, the back-up system is maintained in neutral position (safety device). ‘A maintenance test of the EBCAU is to be performed periodically on ground to check the back-up system. At the end of the test, the EBCAU will automatically set back the back-up valve in neutral position when re-setting the system (EBCAU test switch back to OFF). omopn F & ere motering & valve g L Figure 7 - 19 : Engine back-up fuel control block diagram. 7-24 MANUFACTURER'S DATA. REVISION 3FLIGHT MANUAL @eurocopter AS 350 B3 Arriel 2B1 see Corsa 7.5 TRANSMISSION SYSTEM 7.5.1 ROTORS * MAIN ROTOR The main rotor is of semi-rigid design : the “STARFLEX” rotor hub has no ball bearings nor lubrication system. The rotor includes three blades of flexible glass-resin laminated construction. It rotates clockwise when viewed from above at a nominal speed of 386 rpm. Flapping is achieved by the “star” composite arms and lead-lag and pitch hinges are provided through distortion of elastomeric items. TAIL ROTOR The two-blade tail rotor is see-saw mounted on the TGB. The blades rotate anti-clockwise when viewed from the RH side of the aircraft. 7.5.2 TRANSMISSION The transmission system consists of: . engine / MGB coupling, main gear box (MGB), tail rotor drive shaft, tail gear box (TGB). Engine / MGB coupling The engine / MGB coupling wansmits the engine power to the MGB. It consists of : - a drive shaft connecting the engine to the MGB through two flexible couplings at each end, - acoupling tube around the drive shaft, - aconnecting casing to the MGB, - a gimbal ring between the connecting casing and the coupling tube. MANUFACTURER'S DATA 7425 REVISION 3FLIGHT MANUAL, AS 350 B3 Arriel 2B1 8 e MGB - It transmits the power from the engine to the main rotor with a speed reduction. - It drives and supports the hydraulic pump, the pump and the rotor brake. eurocopter en EADS Conpery MGB lubricating ~ It supports the servocontrols and suspension bar attachment fittings. Made of three interchangeable modules, it includes its own lubricating system, monitoring systems and access for maintenance. The lubricating pump sucks the oil up from the MGB sump through a strainer and delivers it through an oil cooler followed by the filter. The oil retums to the sump by gravity. — Gong Pct bar PPS: oe Low PRESSURE ‘SwiTCH ‘OL FILTER By-Pass VALVE. lL FILTER —— | 7 Be ;° oh ENGINE OM ae TEMPERATURE THERMAL ‘SwiTCH ‘SWITCH Figure 7 - 20 : Main gear box oil system — &B ea eLecrRIc ‘CHIP. DETECTOR, ‘a eecrRic HP. Erector MANUFACTURER'S DATA REVISION 6S FLIGHT MANUAL eurocopter AS 350 B3 Arie] 2B1 « TAIL ROTOR DRIVE SHAFT AND TGB The tail rotor drive shaft is composed of two shafts, a forward steel shaft, and a long light alloy shaft. The shafts are connected to each other, to engine and to tail gear box by 3 flexible couplings, The long shaft is supported by five ball bearing/support assemblies mounted on elastomeric bushes which give vibration damping. Fear light atoy ‘Tait gear box ‘chive shat Inputshate awe al becangisuppan seo ie shat. S eeuioe 2” / 2 owns 4 2 petie aotage Figure 7 - 21 : Tail rotor drive shaft * TAIL GEAR BOX FUER PLUS sane The TGB is fitted to the rear end of the tail boom. and it comprises power and control contained in one housing. The TGB is splash-lubricated and comprises a ews visual oil level indicator and a chip detection device. ro ion li caution light fon 484 Figure 7 - 22 : Tail gear box MANUFACTURER'S DATA 7-27 REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 Beurocopter mboons 7.6 FLIGHT CONTROL GRIPS 7.6.1 COLLECTIVE LEVER GRIP 3 2 1 - Collective lever friction ring. 7 - Hoist cable shearing pushbutton* 2 Twist grip. 8 - Swiveling landing light directional 3 - VEMD page scroll. control.* 4 - Hydraulic pressure cut-off switch. 9 - Twist grip position index. 5 - Swiveling landing light ON/OFF —_10- External load mechanical release.* switch.* 6 - Collective pitch locking device. (*) If installed Figure 7 - 23 : Collective lever grip 7-28 MANUFACTURER'S DATA. REVISION 6FLIGHT MANUAL @eurccopter AS 350 D3 Ariel 2B1 7.6.2 CYCLIC STICK GRIP “eR 1- AFCS trim release (*) 5 - Flares (*) / Sling load lower 2-- Radio frequency control / AECS hook release (*) trim. (*) 6 ~ Sling load release (*) 3 - (Spare) 7 - AFCS release (*) 4 - Mirror orientation control (*) 8 - Camera (*) 9- Radio/ICS push to talk switch (®) Optional Figure 7 - 24 : Cyclic stick grip MANUFACTURER'S DATA 7-29 | REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 7.6.3 OTHER CONTROLS Mv.€c130,0060.00 1 - Rotor brake 2+ Rotor brake safety 3 - Fuel shut-off control 4 Fuel shut-off control safety Figure 7 - 25 : Rotor brake - Fuel emergency cut-off > 2 1 - Eng. governing mode selector (guarded) : TEST 2- Engine starting selector : OFF-ON 3 - Engine starting selector safety | 7-30 Figure 7 — 26 : EBCAU test switch — Starting selector MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL 3 eurocopter AS 350 B3 Avviel 2B1 7.7 HYDRAULIC SYSTEM 7.7.1 GENERAL ‘To reduce pilot's workload, the flight controls are hydraulically boosted in order to give very light control loads on the cyelic stick, collective lever, and tail rotor pedals. There are three main rotor servos, one longitudinal and two lateral; and also a tail rotor servo for yaw control. ‘The hydraulic fluid used must comply with the approved specifications in SECTION 2 of the present flight manual. Total system fluid volume is 3 liters (0.79 US gal or 0.66 UK gal) up to the maximum level mark on the reservoir. 7.7.2, SYSTEM DESCRIPTION 7.7.2.1. Hydvautic system components a separate reservoir secured on the top of the MGB, a single constant flowrate gear-pump generates the hydraulic power. The hydraulic pump is driven by a drive belt mounted between the pump pulley attached to a pulley on the engine power drive shaft close to the MGB power input. a regulator unit fisted with ; a pressure regulating valve set to 40 bar (580 psi), a pressure switch; a3 microns filter with a clogging indicator, and, a solenoid electrovalve. ee ee p distribution system which comprises flexible pressure and return hoses, supplies the four single-body servo-controls and the tail rotor load compensator. MANUFACTURER'S DATA 7-3 REVISION 3FLIGHT MANUAL AS 350 B3 Arriel 2B1 So eurocopter - three single-cylinder servos to contro] the main rotor, which move the stationary swash plate. Each servo is fitted with a safety unit which consists of * abydraulic accumulator, * anon-return valve; and, * a solenoid electrovalve. The safety units allow for continued hydraulic assistance for a limited time in the event of a hydraulic pressure loss in the system. The limited time is sufficient to allow the pilot to achieve a flight regime under which the control feedback forces are acceptable without hydraulic assistance. - asingle-cylinder yaw servo ~ a load compensating system to reduce, in the event of a hydraulic pressure loss, the yaw pedal feedback forces for an indefinite period. The load compensator pressure can only be dumped by selecting the accumulator test switch to TEST. This system consists of : « abydraulic accumulator, * a non-return valve, « a pressure relief valve, « a pressure-drop solenoid electrovalve on the accumulator, and, + aload compensator actuator. - Hydraulic system warnings : If the pressure regulating unit pressure switch senses the hydraulic pressure dropping below 30 bar (435 psi) the following cockpit indications are provided : «a red EERRBEM light on the Warning-Caution-Advisory panel; and * a Gong sounds one time (the Gong is used to indicate any red warning lighting). 7-32 MANUFACTURER'S DATA, REVISION 3FLIGHT MANUAL @eurocopter AS 350 B3 Arriel 2B1 EADS Capon 7.7.2.2 System controls and monitoring ‘The hydraulic system is controtled using two switches : * the Hydraulic cut-off switch : guarded switch mounted on the collective with two positions, ON and OFF. Normally left in the ON position, allows the main-rotor servas to. be powered when the hydraulic system is operating normally. Selected to OFF, during pre-flight checks, emergency procedures, and also when performing hydraulics off training, the hydraulic system is then depressurized, and the accumulators on the main rotor servo safety units are depressurized simultaneously, the tail rotor load compensating system retains its assist function. the accumulator test pushbutton : [HYD TEST] or [ACCU TST] pushbutton switch mounted on the center console with two positions : TEST (down) and OFF (up). it is normally left in the OFF position. Selected to the TEST position during pre-flight checks, emergency procedures, and also when performing hydraulics off training, it will result in the solenoid valve opening on the regulator unit, which depressurizes the hydraulic system. It will also open the tail rotor servo solenoid, depressurizing the tail rotor load compensating servo but allows the main rotor servos to be powered by the accumulators in their respective safety units. 7.7.2.3 Main rotor servos MANUFACTURER'S DATA REVISION 3. The AS 350 can be fitted with servos produced by two suppliers, SAMM and Dunlop. The servos are interchangeable, but have some differences.FLIGHT MANUAL AS 350 B3 Arriel 2B1 S eurocopter SAMM Servos — SAMM servos are fitted with an input clearance locking system. The input clearance locking system was designed to reduce control system fireeplay, and therefore enhance aircraft handling qualities when operating in the unpowered (bypass) mode. During system pressurization and with collective in locked position, as hydraulic pressure rises, if the input locking devices on the lateral servos unlock at different pressures, a large cyclic stick movement to the right or to the left may occur in normal operation. The pilot can prevent the eyelic from moving by firmly holding the cyclic with his hand and knees. The foree required to prevent control movement is approximately 5 daN (11 fbf). The movement occurs because one lateral servo can become hydraulically assisted before the other due to: - the main rotor control loads not being equally applied to both lateral servos; and/or, - the hydraulic pressure threshold necessary to activate unlocking of the servos (change from non-boosted mode to hydraulically boosted mode) can be slightly different for the RH and the LH lateral servos due to manufacturing tolerances. In flight, a small cyclic movement may occur when switching from powered to unpowered (bypass) and vice versa, Dunlop Servos ~ Dunlop main rotor lateral servos do not inchide an input locking device, and are not subject to asymmetric switching from unpowered (bypass) mode to powered mode. Smail cyclic movement may occur when switching from powered to unpowered (bypass) and vice versa. MANUFACTURER'S DATA. REVISION 5FLIGHT MANUAL @eurcocopter AS 350 B3 Arriel 2BL Figure 7 - 27 : Hydraulic system block-diagram MANUFACTURER'S DATA 7-35 | REVISION 3FLIGHT MANUAL: {AS 350 B3 Arricl 264 @eurccopter 7.1.3, NORMAL OPERATIONS At start-up, hydraulic pressure is nil and the [ERIS The hydraulic pump operates as soon as the rotor is spinning. When the pressure in the circuit is between 20 and 30 bar (290 psi and 435 psi), on the WCP: | The regulating valves regulate the pressure at 40 bar +2 (580 psi 429). The hydraulic warning light is out, When the AS 350 B3 flight control system is operating normally there is no control force feedback to the pilot, except when reaching servo control reversibility when maneuvering the aircraft under high load factor. Before cach flight, two hydraulic tests shall be performed as normal procedure : * The hydraulic accumulator test [HYD TEST] or [ACCU TST] depressed enables the pilot to check that the accumulators still provide hydraulic assistance should the hydraulic power system fail (i.e, checks that there are no significant leaks in the accumulators). | EERZEEE (ashes post MOD 07 3317) and the Gong comes on to indicate a loss of hydraulic pressure. ¢ The hydraulic pressure cut-off test (hydrautic cutoff switch on collective set to OFF) enables the pilot to check the electrovalves (dump valves) of the main servos for correct operation. These electrovalves are used to cut off the hydraulic power system in accordance with the AS 350 Flight Manual emergency procedures, in the event of a hydraulic power system failure or other flight contro! malfunctions. When the hydraulic cut-off switch is placed in the cut- off position, the accumulators are depressurized simultaneously by opening of the three electrovalves. 7-36 MANUFACTURER'S DATA REVISION 5FLIGHT MANUAL eurocopter AS 350 B3 Arriel 2B1 Nm EAES Canory . Non-related_to hydraulic malfunction, the [HYD TEST} or [ACCU TST] switch is only used in flight to deplete the tail rotor accumulator and load compensator in case of tail rotor control failure in order to bring tail rotor to low pitch. On ground the (HYD TEST] or [ACCU TST] pushbutton is used to deplete the tail rotor accumulator and load compensator after engine shutdown. The accumulators will be repressurized when the hydraulic cut-off switch is returned to the ON position. The accumulators are checked for correct nitrogen pressurization by measuring the time required for the hydraulic system pressure to return to its nominal level. It will take normally 3 seconds until pressure rises to the nominal operating level. The pilot must note the time from placing the hydraulic cut-off switch to the normal position fiend DR Expected cyclic movement is explained in previous paragraph. 7.7.4 ABNORMAL OPERATIONS WIAA WAZ Accumulator malfunction After hydraulic pressure cut off test completion, the normal period for accumulators repressurization is 2 to 3 seconds, but is reduced_to 1 second if at least one of the accumulators is defective. If a defective accumulator is detected then maintenance action must be performed prior to flight Hydraulic pressure loss The conventional hydraulic system failure is caused by hydraulic system pressure dropping below 30 bar (435 psi), with the normal functioning of the servos, accumulators, safety units, electrovalyes, and hydraulic cut-off switch. MANUFACTURER'S DATA. 7-37 REVISION 5FLIGHT MANUAL AS 350 B3 Acriel 2B1 @eurccopter Indications to pilot: . © Gong sounds, © Controls remain powered by the accumulators. The pilot should perform the AS 350 flight manual hydraulic pressure Joss (illumination of [EREBEMwaming light) emergency procedure: ~ The average time required to attain the required recommended safety speed range 40 to 60 kt (74 to 111 km/h) from VNE or the hover is less than 30 seconds. If the accumulators are properly serviced they will power the flight controls throughout the maneuvers required to reach the recommended safety speed range. If control force feedback is felt prior to attaining the safety speed range then the pilot should immediately select the hydraulic cutoff switch to OFF. Itis then required to cut off the hydraulic power system as soon as the recommended safety speed is reached. It is necessary even if the accumulators still provide some hydraulic assistance because this enables simultaneous depressurization of the three main rotor accumulators. This will avoid reaching a stage at which one of the two lateral accumulators depletes while the other is still operative, This condition would result in asymmetric control forces. The pilot will be required to continuously exert the following forces in order to maintain aircraft attitude when at the recommended safety speed 40 to 60 kt (74 to 111 km/h) and with the collective in its neutral position (approximately 40 percent Torque) : * Lateral Cyclic : force to push left, approximately 4 daN (9 Ib, © Longitudinal Cyclic : force to push forward, approximately 5 daN (I! Ibf), MANUFACTURER'S DATA. REVISION 5.FLIGHT MANUAL Qeurocopter AS 350 B3 Arriel 2B1 (SEATS Conger * Collective : will have a tendency to reach by itself the neutral position where zero force is required from the pilot while providing the appropriate power setting for the recommended safety speed in level flight, unless the pilot decides to change power from the neutral position, As the aircraft flies at recommended safety speed without significant control loads, this generally allows the pilot sufficient time to choose a landing area suitable for a running landing. If necessary, increase IAS, but the control load feedback will also increase in both cyclic axes as the speed is increased, and on the collective as the collective is moved from the neutral (zero force) position. The pilot is required to exert continuous forces in order to maintain aircraft control and must be careful not to become excessively tired and unable to maintain aircraft control. The recommended flat approach at low speed and the slight running landing can be performed with very little change to collective pitch, which results in reduced cyclic force variations. During the rumning landing, around 10 kt (19 knv/h), the pilot may have to exert a forward longitudinal force up to 17 daN (38 Ibf) for less than 30 seconds with low lateral forces. If the aircraft is hovered, the control forces change in both direction and intensity as the pilot attempts to maintain a steady position. The pilot will have to exert longitudinal and lateral forces of up to 5 daN (11 Ibf) which can change quickly in direction. This results in excessive pilot workload and controllability problems, Due to pilot fatigue, it is thus not recommended to perform extensive flight time after an hydraulic failure and the pilot should divert to the nearest suitable landing site. MANUFACTURER'S DATA. 7-39 REVISION 5FLIGHT MANUAL AS 350 B3 Arriel 2B1 @eurocopter senior) 7.74.3 Otber hydraulic system malfunctions The hydraulic flight control system consists of many different components (hydraulic pump, servos, accumulators, check valves, clectrovalves, the hydraulic cut-off switch, [HYD TEST] or [ACCU TST] pushbutton, circuit breakers, relays, electrical wires etc,), which can fail individually. Failures will be characterized by the following indications, some or all of which may be present, thus modifying the conventional failures clues : + Ba. © Gong sounds. Flight control force feedback on one or all controls (Lateral cyclic, longitudinal cyclic, collective, pedals), Flight control forces may vary differently with airspeed than they normally do (control forces may increase with decreasing airspeed, or be almost constant with varying airspeed). Lateral cyclic forces may be to the LEFT, requiring the pilot to pull the cyclic RIGHT to maintain attitude. Flight control feedback forces may be felt immediately upon component failure. There may be little or no delay between first indication of failure and force feedback. The hydraulic cut-off switch may not be effective in opening all the electro-valves, and dumping all the pressure in the accumulators simultaneously, Even though the flight controls may exhibit non conventional force feedback upon failure, the pilot will be able to maintain aireraft control and should immediately select the hydraulic cut-off switch to OFF. Once the switch has been selected off, the control forces should return to usual for hydraulics off. 7-40 MANUFACTURER'S DATA REVISION 8FLIGHT MANUAL @eurocopter AS 350 B3 Arriel 2B1 on ES Congas The exception to this is if the hydraulic cutoff switch is rendered ineffective due to loss of electrical power, broken wires, or a faulty switch, The function of the switch is verified prior to every flight when performing the pre-flight checks. If the hydraulic cutoff switch is ineffective, the control forces should become normal (for hydraulies off) after all the accumulators have depleted. There may be some cases where the controt forces remain non conventional for the duration of the flight. The pilot should minimize the time of flight and plan a shallow approach to a no- hover/slow run-on landing into wind. The maximum forces the pilot will have to exert on the controls in order to maintain aircraft attitude are approximately : © Lateral cyclic 15 daN (34 Ibf) left or right; © Longitudinal cyclic 17 daN (38 Ibf) forward. Although these forces are high, they are generally found at the extremes of the speed envelope. The pilot can reduce the required force inputs by attaining the safety speed range A0 to 60 kt (74 to 111 km/h). MANUFACTURER'S DATA. 7.4 | REVISION 8FLIGHT MANUAL 3 eurocopter sn eaGS Caran 7.8 DC ELECTRICAL SYSTEM 7.8.1 GENERAL iv 50 2817 02 The generation and distribution system supplies the electrical network with 28 VDC regulated voltage. The network is supplied by : - astarter generator located on the engine accessory gear box, ~ a 15 A/h battery located in the RH rear cargo bay, - an optional second battery storage may be installed, - a28 V extemal power unit (EPU) plug on the right side (400A max), CONSUMER CONSUMER CONSUMER CIRCUITS i CIRCUITS CIRCUITS as — __-_ fi [BREAKERS or TAREAKERS or T BREAKERS or 1 FUSES panel 1 | 1 FUSES panel 1 FUSES panel i 1 9955- 1 oo ppg i Locoemt owas —_—-4—-—-—-—— BATTERY > EXTERNAL __G 50a j GENERATOR > alg Ww esewen LW Stn WS CONTACTOR _—m 10 VOLTAGE REGULATOR pp7| ELECTRICAL MASTER BOX toy ya || © oect BATTERY || consumers Qt « Figure 7 - 28 : DC distribution description MANUFACTURER'S DATA REVISION 4FLIGHT MANUAL So eurocopter AS 350 B3 Acriel 2B1 7.8.2 DESCRIPTION AND DISTRIBUTION NOTE ‘The modification 07 3273 introduces a new SCU panel and modification 07 3274 introduces DC distribution modifications, a direct battery bus- bar and breakers panels in replacement of fuses panels. The three power sources are connected to the electrical master box (EMB) which ensures the following functions : regulation of the starter generator, connection of power sources to the electrical network by line contactors, electrical network distribution and protection against failure of power sources, interface between generation, distribution systems and indicating, control and monitoring system. The DC distribution system includes : - an electrical master box (EMB) (rear cargo bay), - a direct battery bus-bar (PP25) for aircraft after MOD 07 3274, - a primary (PP12 in EMB) and secondary bus-bars (PPS, 6, 9, ....), - acockpit compartment fuses or breakers panel, ~ a Systems Control Unit (on the cockpit console), - an ancillary connector in the cabin (rear of cockpit console), « COCKPIT FUSES OR BREAKERS PANEL For aircrafts pre MOD 07 3273/3274 : The cockpit 3la and 320 fuses panel is installed on the right side of the cockpit console and the 30. fuses panel on the right side of the Systems Control Unit. For aircrafts post MOD 07 3273/3274 : The cockpit breakers panels are installed on the left (16a) and right side (31/320. 44cx) of the cockpit console. The 30a breakers panel is on the left side of the Systems Control Unit. MANUFACTURER'S DATA 7-43 REVISION 4FLIGHT MANUAL, AS 350 B3 Arriel 2B1 @eurccopter F44.50.0005.01 31320, Tero 10 F¥.s0.0008.01 Fso.coor 01 440 (*) If installed Figure 7 - 29 : Cockpit breakers panels (post MOD 07 3274) 1-44 MANUFACTURER'S DATA REVISION 6FLIGHT MANUAL AS 350 B3 Ariel 2B1 20 PZ0e 0S AW OQ OIOIIOOO00 wee COC CCC COCO oe YQDIOVDOORQ ee OO: 00°€Z02'05° AW Seaurcoopter 31/320 Cockpit fuses panel (pre MOD 07 3274) Figure 7 - 30 MANUFACTURER'S DATA REVISION 4FLIGHT MANUAL AS 350 B3 Arriel 2B1 @eurccopter e SYSTEMS CONTROL UNIT joi LJ 4S Ooo OO 300 Pret Fuso.0008 09 (@) Indicator light illuminated during warming light test only, without further function. (*) If installed Figure 7 - 31: Systems Control Unit and 30a breakers panel (post MOD 07 3273/3274) 7-46 MANUFACTURER'S DATA REVISION 8FLIGHT MANUAL 3 eurocopter AS 350 B3 Arriel 2B1 ¢ SYSTEMS CONTROL UNIT Q2. aa Qo wad oot QQ Qa Qa QQ q MIRROR me es SUNG fi HoIsT bane [eet Oo Q | * Optional Figure 7 - 32 : Systems Control Unit and 30a fuses panel (Pre MOD 07 3273/3274) MANUFACTURER'S DATA 7-47 (7 ~ 48 blank) REVISION 4FLIGHT MANUAL AS 350 B3 Arriel 2B1 @eurccopter 7-48 MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL. @eurccopter AS 350 B3 Arrie] 2B1 Int corey 7.8.3 CONTROL AND MONITORING * CONTROLS The following pushbuttons drive the DC power system, they are located on the SCU or on the instrument panel > [EMER sw] (lockwired) | = [pOTBATT] | __ [EXT PWR BATT] _[BATIEPU] | ___ [CRANK] JTCRANK) [GEN] GENE] _IGENE RESET} [GENE RST} * MONITORING ‘The following warning lights are included in the CWP : - One red warning light: | - Two amber lights : ROSS and EA ‘The vehicle page on the VEMD dispiays the following parameters : - DC bus voltage (U BUS), ~ generator current (I/GEN), - starting current during engine start (/START). 7.8.4 OPERATION « EXTERNAL POWER CIRCUIT The EPU is coupled to the primary distribution bus by means of its line contactor when the following conditions are met : - 28 VDC power is available at EPU plug, - [MASTER SWI on SCU or [EMER SW] on the instrument panel is in normal (UP) position, - [EXT PWR BATT, ] or (BAT/EPU], is engaged. On the CWP : and EG. Battery and generator are isolated from DC system until the EPU is disconnected. MANUFACTURER'S DATA. 7-49 REVISION 4PLIGHT MANUAL, AS 350 B3 Arriel 2B1 3 eurocopter « BATTERY POWER CIRCUIT For aircrafts pre MOD 07 3273/3274 The battery is coupled to the primary distribution bus by means of its line contactor when the following conditions ave met : - 28 VDC power is not available at EPU plug, - {MASTER SW] on the SCU is in normal (UP) position, - {EXT PWR BATT|] is engaged. A specific direct battery linkage feeds some vital consumers in case of electric circuit failures or [MASTER SW] or [EMER SW] disconnection: - Transponder, - NR/Nf instrument, ~ Instruments lighting and emergency floatation gear (circuit n°2), - Crew adjustable reading light, - Start-stop engine switch to FADEC (via a relay box linkage). The battery may be isolated from DC system if either : - Automatically by using EPU 28 VDC power, - manually by setting in OFF position the [MASTER SW] or {EXT PWR BATT,] pushbuttons. For aircrafts post MOD 07 3273/3274 The battery is coupled to the primary distribution bus by means of its line contactor when the following conditions are met : - 28 VDC power is not available at EPU plug, - [EMER SW) on the instrament pane! is in normal (UP) position, - [BAT/EPU] is engaged. A direct battery bus-bar feeds directly some equipments via the {[DCT/BATT] pushbutton : - Transponder, - VHFI/NAV1, ~ Instruments lighting (circuit n°2), - One ICS power line (circuit n°2). ‘Thus on ground, powering the aircraft only via [DCT/BATT] allows the crew to monitor radio communications and to plan its navigation while saving battery power. 7-50 MANUFACTURER'S DATA REVISION 4FLIGHT MANUAL. Bevrocopter AS 350 B3 Arriel 281 ‘The battery may be isolated from DC system if either : - Automatically by using EPU 28 VDC power, » manually by seiting in cut-off (down) position the [EMER SW] ot [BAT/EPU] and the [DCT/BATT] pushbuttons. In case of an electrical emergency, after actuating the [EMER SW] in cut-off (down) position, all DC power is switched off except some vital consumers directly fed by the battery : - NR/N@ instrument, - Crew adjustable spot light, - One emergency floatation gear firing power ane, - Start-stop engine switch to FADEC (via a relay box linkage). GENERATOR CIRCUIT The 150 A (200 A optional) generator is coupled to the primary distribution bus by means of its line contactor if : - Engine is ranning, - 28 VDC power is not available at EPU plug, ~ [MASTER SW] or [EMER SW] is in normal (UP) position, - [GEN] or [GENE] is engaged, - Generator voltage exceeds battery voltage by at least 0.5 V. The generator may be isolated from DC system: = manually : * by disengaging [GEN] or [GENE] pushbutton, * for aircraft pre MOD 07 3273/3274 by pressing in [MASTER SWj or [EXT PWR BATT] pushbuttons, = for aircraft post MOD 07 3273/3274 by setting in cut-off (down) position [EMER SW), or by switching off [BAT/EPU} pushbuttons. MANUFACTURER'S DATA 7-51 REVISION 4FLIGHT MANUAL AS 350 B3 Arviel 2B1 S eurocopter - automaticaily : * by using EPU 28 VDC power, » ifa reverse current is detected from battery to generator, «if the generator voltage exceeds 31.5 V, = when [CRANK], is activated When the generator is isolated from DC circuit, KNTAP light illuminates on the CWP. 7.9 AC ELECTRICAL SYSTEM TOA GENERAL AC power system is an optional installation required when the aircraft is equipped with an autopilot, gyroscopic instruments or specific equipments. AC power is provided by a static inverter supplied by DC power. Performance characteristics Two different AC power systems are available upon power capacity required : 250 VA and 10 VA. 250 VA AC power system : Power output : 11S VAC 150 VA 26 VAC 150 VA (with a max total consumption of 250 VA) Frequency 400 Hz 19 VA AC power system : Power output : 26VAC 10VA Frequency: 400 Hz. DESCRIPTION AND DISTRIBUTION Supplied by PP9 DC bus bar through a fuse or breaker located on the 31/32 alpha fuses or breakers panel (16 amp. fuse or breaker for 250 VA system, 2.5 amp. fase or breaker for 10 VA system). AC power distribution is protected by fuses or breakers located on the 31/32 alpha fuses or breakers panel. MANUFACTURER'S DATA REVISION 3FLIGHT MANUAL Bevrocopter AS 350 B3 Avviol 281 Sess 7.9.3 OPERATION The inverter is switched on by pressing in the [INVERT] or [INV] pushbutton on the SCU. 7.9.4 CONTROL AND MONITORING caution light on the CWP indicates the inverter is not operating or a failure of the AC power generation system. 7.10 LIGHTING SYSTEM 7.10.1 INTERNAL LIGHTING * GENERAL Taternal lighting is provided by : The instruments integra] lighting system for normal and back-up lighting. Integral lighting for the SCU, VEMD controls, radio and radio- navigation controls. LCD or LED displays on VEMD, NR/Nf indicator, radio and radio-navigation systems. CWP and other warning and advisory lights. Internal light for the stand-by compass. Cabin lighting : - One adjustable spot light at the front for the crew. - Two swiveling dome lights at the rear for passengers lighting. An adjustable glareshield (if fitted) can be set to avoid reflections from instrument panel and console equipment in the windshield. COMMANDS AND CONTROLS, The instrument lighting system is supplied by two independent circuits controlled by two pushbuttons, [INST LTs 1] or {INST L1] and {INST LTs 2] or [INST L2], the DAY/NIGHT1/NIGHT2 or DAYINIGHT selector, two dual potentiometers for the instrument panel, stand-by compass, console, engine and equipments brightness controls, MANUFACTURER'S DATA. 7-83 REVISION 8FLIGHT MANUAL, AS 350 B3 Ariel 2B1 @eurccopter ‘The NR/NE gauge has its own brightness potentiometer. (Pre MOD 07-3368) = [INST LTs 4} or (INST L4j (INST LTs 2] or {INST L2] - DAY - NIGHT 4 - NIGHT 2 (Post MOD 07-3368) - (INST L1) - (INST L2] - DAY - NIGHT : Circuit 1 control for instrument panel lighting and systems control unit (SCU), 2 Cireuit 2 conirol for instrument panel lighting, : VEMD displays, caution, warning and advisory lights are at nominal brightness, : VEMD displays caution, warning and advisory lights are dimmed, : Same as NIGHT 1 but stand-by compass lighting is switched off. : Circuit 1 control for systems control unit (SCU}, : Circuit 2 control for instrument panel lighting, : VEMD displays, caution, warming and advisory lights are at nominal brightness, : VEMD displays caution, warning and advisory lights are dimmed, The instruments panel and systems brightness can be adjusted by using the two dual lighting potentiometers INST.LITE and SYST.LITE. The forward adjustable spot light has its own switch and potentiometer, The 2 passenger lights have their own on/off pushbutton nearby. MANUFACTURER'S DATA REVISION 6FLIGHT MANUAL 3 eurocopter AS 350 B3 Arriel 2B1 The crew spot light is supplied directly by the battery in case of emergency. The spot light is used as an emergency light in case of total lighting failure. The brightness of LCD displays on NR/NF indicator can be adjusted using the nearby potentiometer when the lighting selector is on NIGHT 4 or 2 position (Pre MOD 07-3368) or NIGHT position (Post MOD 07-3368). NIGHT1 Nesting ~~ S¥stLite DAY {Systems and console & Instruments panel or Console, Std-by compass. systems Instruments panel Figure 7 - 33 : Lighting commands and controls 7.10.2 EXTERNAL LIGHTING The basic external lighting comprises 3 position lights, one anti- collision light, one fixed taxiing light and one fixed or swiveling* landing light. The position lights and anti-collision light are switched on/off by the (POS LT.} and {A/COL LT] pushbuttons on the SCU. ‘The taxiing and the fixed landing lights are sot on/off by the following pushbuttons on the $CU: [TAXI LT.] and (LDG LT). (*) installed MANUFACTURER'S DATA 7-58 REVISION 8FLIGHT MANUAL, AS 350 B3 Arriel 2B1 Beurccopter 7.11 AIR CONDITIONING 7.11.1 CABIN VENTILATION Two separate circuits provide ventilation to the cabin. * Front ventilation : The air taken from the front cabin area flows through two ducts and is distributed to the crew. A pull-knob on the instrument panel controls opening and adjustment of the ventilation circuit. Overhead ventilation : . The air taken from the upper cabin area through a ram air scoop is then circulated to the air outlets via the structure posts. Air is diffused by opening and orientation of each air outlet. 4 ao wy 1 6 j 8 E 1 — Front aerator 4—Ram air scoop 2-~ Control pull-knob 5 Ventilation duct 3 — Overhead air outlets 6 ~ Front air outlets Figure 7 - 34 : Cabin ventilation | 7-56 MANUFACTURER'S DATA. REVISION 3FLIGHT MANUAL Beurocopter AS 350 B3 Arriel 2B1 7.11.2 HEATING AND DEMISTING SYSTEM Heating and demisting are achieved by mixing hot P2 air tapped from the engine with outside air drawn from under cabin floor. The air mixture is ducted through two separates circuits to the heating outlets provided under the front seats and to the demisting manifoids at the bottom of front windscreen. Two manually operated valves mounted on the P2 lines and located on the cabin floor are used to open and control warm air distribution. vsoatenos I - Demisting air diffusers 4-P2air ducts 2 - Demisting control valve 5 - Heating diffusers 3 - Heating contro! valve Figure 7 ~ 35 : Ventilation control MANUFACTURER'S DATA 7-87 REVISION 3FLIGHT MANUAL. AS 350 B3 Arriel 2B1 @eurocopter 7.12 PITOT-STATIC SYSTEM ¢ GENERAL The Pitot tube picks up the total pressure (Pt) which is transmitted to the airspeed indicator. The tube incorporates a resistor for heating. An amber fica caution light on the caution and warning panel indicates that the heating system is not operating, [PITOT] not on, or has failed. The two static pressure ports under the cabin pick up the static pressure (Ps) which is transmitted to the pilot's conventional instruments (airspeed indicator, rate-of-climb indicator, altimeter) and to the VEMD for performance computation. A bleed valve is used to drain any condensation water which may accumulate within the system. The air data system comprises the Pitot tube , two static pressure ports, a bleed valve, an altimeter, a rate-of-climb indicator, an airspeed indicator, and an OAT probe connected to the VEMD and FADEC. ay.50.2500.00 wistane om Figure 7 - 36 : Pitot / static system 7-58 MANUFACTURER'S DATA REVISION 6