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As332L Bristow Tiger: Technical Notes For Aircrew
As332L Bristow Tiger: Technical Notes For Aircrew
It is for technical guidance during AS332L Conversion Courses and for Aircrew refresher
training.
Although every effort has been made to ensure the accuracy of these notes, they do not
countermand the AS332L Flight Manual or Part B of the Operations Manual.
If anyone has any suggestions or corrections to this manual then please contact the Aberdeen
Training School.
© G. K. Crookshanks
August, 2003
Section 6 Undercarriage
Section 13 Engine
Section 14 Autopilot
Section 19 Performance
Section 20 To Be Incorporated
ADF AP
AVAD HEAT
P2 STATION P1 STATION
VHF VHF STANDBY
BOX BOX
1 2 COLLECTIVE
PITCH GAUGE
IHUMS 12
13
14
15
16
ADELT
AFDS
XPDR Undercarriage
EXIS FLOATS COMPASS Emergency
SLAVING Lowering
DOOR P3 STATION Handle
WARNINGS BOX
Parking Brake
ACCESS FOR NOSE
HAND PUMP WHEEL
LOCK
COLLECTIVE
FRICTION
Hoist Up/Down
Nose Light 4-Way Trimmer
Autopilot BARAN Release
Floatation Gear
Inflation Button
Off-set Bleeds
Windshield Wipers
7 GYROS 7
MISSION ELECTRICAL
SELECTOR SWITCHING 8
PANEL 9
13
15 15
10
14 FIRE EXT. PANEL
11
IHUMS ELECTRICAL
MONITORING 12
PANEL
16
18
17 19
Cockpit
A light alloy welded structure with radome attachments and ventilation flap in the front section.
Transparent panels are fitted in the doors and nose section. The two lateral windscreens have
windscreen wipers and can be heated. Crashworthy seats are fitted for the 2 pilots and a 3rd crew
member's seat may be fitted in the aisle. Under the cockpit floor are located the gyros and certain
electrical and flying controls items.
The nose compartment, sealed by a hinged Radome, contains the main battery, autopilot computer and
various electronic printed circuit boards (PCB). Below and around the nose section is attached an
inflatable flotation bag.
Cockpit doors should not be used as hand holds to climb into or out of the cockpit.
Micro switches on the Radome locks illuminate a warning if they are not properly secured. A retractable
landing light is incorporated under the nose section.
Upper Structure
It is made of a semi-monocoque design manufactured in light alloy. The stressed skin panels have
openings for windows and doors.
The upper skin panels, constituting the transmission decking are made of titanium.
The forward compartments contain hydraulic components (including autopilot hydraulic pack), and flying
control linkages on the starboard side, and on the port side, the electrical control systems, transformers
and rectifiers.
Bottom Structure
Below the electrical compartment on the port side, is an access panel for external power connections.
Indications are given to the crew if this panel is not secured.
The top and bottom structures when riveted together form the cabin compartment with seating for 18
passengers.
Intermediate Structure
This is made of a light alloy semi-monocoque construction composed of two half shells riveted together
and closed at the bottom by a hinged access door. This compartment forms the baggage hold capable of
carrying 920 lbs spread over 3 different loading areas.
Indication is given to the crew if the cargo door is not correctly closed and locked.
The above 3 sections are riveted together to form the main airframe assembly. The 'L' version of the
AS332 is extended in the vicinity of the front cabin window by 765 mm.
Tail Boom
This is made of a light alloy semi-monocoque construction of 3 elements; horizontal structure, inclined
pylon and keel, attached to intermediate section by ring of bolts. The upper surface carries bearing
supports for tail rotor transmission and IGB. The pylon carries supports for TGB, tail rotor, and horizontal
stabiliser.
Cowlings
The two over engine cowlings are made of light alloy and the front and rear sliding cowlings are made of
a fibre glass material. The rear engine cowling (Dog House) slides rearwards and the two engine
cowlings are hinged outboards to form walkways. They have a maximum load of 800 lbs. The front intake
cowling, which has a lower central intake for air conditioning equipment and supports a "Chip Basket"
intake guard for each engine, slides forward. Cowlings are locked by handles and quick release pins. An
indication is given to the crew if cowlings are not closed correctly. This is by means of a proximity switch
on the sliding cowling.
Cowlings along the tail boom and inclined pylon are hinged and made of Kevlar. The cowling over the tail
rotor shaft at the gearbox end is made of light alloy and is bolted on.
Horizontal Stabiliser
This is fitted on port side it is of an inverted aerofoil shape with a positive incidence. It is composed of a
spar and ribs covered with a light alloy skin. A fixed slat extends in front of the stabiliser to improve the
airflow over the aerofoil.
Doors
The crew members doors are of light alloy framework with plastic windows and provision for map case.
A sliding window is provided. The doors are jettisonable by means of guarded handles near the hinge.
Correct locking is indicated by a red "Flag" on the upper framework and by micro switches on the
catches. Care should be taken when opening doors in high winds and when closing doors to ensure
correct location of locking catches.
Plug type sliding doors are fitted to cabin on either side. These doors slide on hinged rollers, which allow
the door to fit flush with airframe when closed and require a certain knack in opening and closing. The
Starboard door can be jettisoned from the cockpit by means of a guarded handle on the bulkhead behind
the Captains seat. Both doors can be jettisoned by guarded handles just forward and above each door in
the cabin. A perspex cover is fitted over the starboard door inner handle as this door is normally only
opened in an emergency, the normal passenger entry and exit being by the port door.
Indication of correct closing of doors is given to the crew via series wired micro switches on each lock.
All windows in the cabin may be jettisoned but the primary emergency exits are the large windows at the
front of the cabin on either side, the main cabin doors and the cockpit doors.
Sponsons
Light alloy sponsons are attached either side and house a fixed floodlight and the main undercarriage
when retracted. Each sponson supports an inflatable flotation bag with the flotation gas bottle housed in
the sponson.
Transmission Deck
This is made of titanium and has attachment points for the engines, hydraulic reservoirs, fire bottles, oil
cooler and main gearbox. The main gearbox is supported on a "Barbecue" plate made of titanium and
transmits lift via 3 support struts.
The engines are separated by a titanium firewall and ventilation air can enter via flaps at the front of the
transmission decking. The decking is fitted with drains to allow spillage to drain away via pipelines to
below the aircraft.
Loading Limitations
Aft C of G Limits Below 15,430 lbs (7,000 kg) 4.90 m (192.9 ins)
At 18,960 lbs (8,600 kg) 4.85 m (190.9 ins)
Forward C of G Limits Below 15,430 lbs (7,000 kg) 4.40 m (173.2 ins)
At 18,960 lbs (8,600 kg) 4.52 m (177.9 ins)
Cargo Bay Loading Upper Shelf 250 lbs (40 lbs/ft sq.) maximum
Lower Shelf 550 lbs (80 lbs/ft sq.) maximum
Tail 120 lbs (15 lbs/ft sq.) maximum
Speed Limitations
Power On Flight
Maximum Altitude
Cruise flight at weights greater than 18,410 lbs 9,500 ft Pressure altitude
Cruise flight at weights less than 18,410 lbs 20,000 ft Pressure altitude
Temperature Limitations ISA + 35°C (limited to +50°C max. and –30°C min.)
Manoeuvring
Prohibited Aerobatics
Extended rearwards flight
Intentional running landing on soft ground
Intentional power off landing
Down-wind hovering with the ‘bleed valve’ in the ‘normal’ position
Visual and Aural alarm activated above 290 and below 245 Nr
1. Rotor brake must not be applied until the engines have been shut down.
2. Maximum Nr for brake application is 120.
3. If wind speed above 30 kts the brake must be on for starting.
4. Only one engine may be started against the brake.
5. If starting with the brake ON, the brake must be released by 23,250 Ng (105 bar brake) or as soon
as it starts slipping.
6. Running time with the brake applied is 5 minutes
7. The brake must not be applied twice within 5 minutes. If so applied, then a cooling down period of 15
minutes (including 10 minutes rotors turning) must elapse before third application.
Transmission Limitations
Torque
Maximum 100% 5 min
Twin Engine
Maximum Continuous 81% -
Maximum 69% 2½ min
Single Engine Maximum Continuous 66% -
Transient Over Torque 74% 20 sec
Lubrication
Minimum Pressure 1 bar
Main Gearbox Normal Pressure Range (Main) 4 - 7 bar
Normal Pressure Range (Standby) 2 – 4½ bar
Maximum Temperature 145°C
IGB and TGB Maximum Temperature 120°C
Time Ng T4
Take-off 5 min 33,200 785°C
Twin Engine Limits
Max Continuous Unlimited 32,500 735°C
Max Contingency 2½ min 34,000 810°C
Single Engine Limits Inter Contingency Unlimited 33,200 775°C
Max Transient 20 sec 34,900
Maximum Unlimited 750°C
Starting Limits Max Transient 5 sec 800°C
Absolute Max 2 sec 810°C
Note – Periods at or above 33,200 Ng require Tech Log entry. Engine life is limited to a total of 15
minutes above 33,200 Ng.
Time Nf/Nr
Nf Limits (Equivalent Nr) Overspeed Trip (27,420 Nf) N/A 318
Transient 20 sec 310
Continuous Unlimited 292
Pressure Temp.
Engine Minimum Pressure 1.7 bar
Oil Maximum Pressure 6 bar
Limitations Min Oil Temperature (for power application) 0°C
Maximum Oil Temperature 110°C
Min Oil Temperature for Starting -40°C
2. Air Bleeds (heating etc.) – not to be used during take-off and landing
Minimum 80 bar
Main System Pressure Normal 165-196 bar
Maximum 210 bar
Minimum 80 bar
Auxiliary System Normal 100-145 bar
Maximum 190 bar
3. Fuel Transfer must not take place during take-off and landing.
Miscellaneous Limitations
2. Flotation Gear System Armed or Inflated – 135 kts Power On or 110 kts Power Off
6. Air Intake Heating Mats – Must be OFF if OAT is greater than +10°C
Icing Limitations
The following fuel capacities are specified for 0° 55’ nose up attitude.
Hydraulic Capacities
Note – The total capacity of oil in the MGB including the oil cooler is 21.4 lts.
1. MAUW can be increased to 9,350 kgs (20,610 lbs) providing 1000 kgs can be jettisoned.
2. If the sling is attached to the aircraft and not the gearbox, the weight limitation is 2,000 kgs.
3. The emergency release for under-slung loads is a trigger on the captain’s collective lever.
Hoist Limitations
All heights are given for an average gross weight of 8,000 kgs (17,637 lbs)
Metric
Main Rotor Diameter 15.60 m
Tail Rotor Diameter 3.05 m
Length Blades on aircraft centre line 18.70 m
Blades 45° orientated 16.54 m
Height To top of tail rotor disc 4.95 m
To top of main rotor head dome faring 4.59 m
Width Main rotor blades in the 45° position 11.00 m
Main Rotor Blade Chord 0.60 m
Tail Rotor Blade Chord 0.20 m
Ground Clearance Under Fuselage 0.43 m
Under Tail Rotor Disc 1.90 m
Under Tail Rotor Skid 1.12 m
Landing Gear Track 3.00 m
Wheel Base 5.28 m
Cargo Bay Access Height 1.35 m
Width - with Plug Door 1.30 m
Sill Height Above Ground 0.92 m
BRISTOW
2
G-
1
11
3
9
4 6
5 7
13
8
12 11
1. Weather Radar
2. ILS Glideslope (Inside Radome)
3. VHF 1
4. VHF Homer (2) - if fitted
5. Marker
6. Transponder
7. ADF Loop and Sense
8. GPS
9. Radalt (2 antennae)
10. DME
11. VOR/Localiser
12. VHF 2
13. VHF FM
3
10 6
4