FLIGHT MANUAL

SECTION 3

EMERGENCY PROCEDURES

CONTENTS

Pages
3.1 EMERGENCY PROCEDURES

1 INTRODUCTION - - - - - - - - - - - - - - - - - - - 1

2 AUTOROTATION LANDING - - - - - - - - - - - - - - - 1

3 ENGINE FAILURES - - - - - - - - - - - - - - - - - 2

4 GOVERNOR FAILURES - - - - - - - - - - - - - - - - 3

5 ENGINE FIRE - - - - - - - - - - - - - - - - - - - 3

6 SMOKE IN THE CABIN - - - - - - - - - - - - - - - - 4

7 TAIL ROTOR FAILURES - - - - - - - - - - - - - - - 4 R

3.2 SYSTEM FAILURES

1 FUEL SYSTEM FAILURES - - - - - - - - - - - - - - - 1

2 ENGINE SYSTEM FAILURES - - - - - - - - - - - - - - 1

3 Ng, TORQUE, t4 AND NR INDICATOR FAILURES - - - - - 2

4 HYDRAULIC SYSTEM FAILURES - - - - - - - - - - - - 3

5 BLEED VALVE FLAG ON ΔNg INDICATOR - - - - - - - - - 4

3.3 WARNING-CAUTION-ADVISORY PANEL AND AURAL WARNING

1 AURAL WARNING - - - - - - - - - - - - - - - - - - 1

2 WARNING-CAUTION-ADVISORY PANEL - - - - - - - - - - 2

Approved 350 B2 3.0.P6

A G 14-40 Page 1
 FLIGHT MANUAL

SECTION 3.1

EMERGENCY PROCEDURES

1 INTRODUCTION

The procedures outlined in this section deal with the common types of
emergencies ; however, the actions taken in each actual emergency must
relate to the complete situation.
Throughout this section, "LAND IMMEDIATELY", "LAND AS SOON AS POSSIBLE", R
"LAND AS SOON AS PRACTICABLE" and "CONTINUE FLIGHT" are used to reflect R
the degree of urgency and are to be interpreted as follows : R
- LAND (OR DITCH) IMMEDIATELY R
- LAND AS SOON AS POSSIBLE : land at the nearest site at which a safe R
landing can be made
- LAND AS SOON AS PRACTICABLE : extended flight is not recommended. The
landing site and duration of the flight are at the discretion of the
pilot.
- CONTINUE FLIGHT: continue flight as planned. Repair at destination R
according to the Maintenance Manual. R

2 AUTOROTATION LANDING

2.1 Autorotation Landing Procedure following Engine Failure

- Set low collective pitch.

- Monitor and control rotor rpm.
- Establish approximately 65 kt (120 km/h - 75 MPH) airspeed.
- Move the fuel flow control to the shutdown position.
- According to the cause of loss of the engine:
. Re-light the engine (refer to paragraph 3.2 of this Section).
. Otherwise : close the fuel shut-off cock
switch off : the booster pumps
generator
alternator (if installed)
electrical power master "ALL-OFF" switch
(if smell of burning).
. Manoeuver to head the helicopter into the wind in final approach.
. At a height of approximately 65 ft (20 m) above the ground, flare
to a nose-up attitude.
- At height 20-25 ft (6-8 m) and at constant attitude, gradually apply
collective pitch to reduce the sink-rate.
- Resume level attitude before touch-down, and cancel any side-slip
tendency.
- Gently reduce collective pitch after touch-down.

2.2 Landing after Engine Failure in Hover IGE

- Do not reduce collective pitch.

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

Approved 350 B2 3.1

A G 14-40 Page 1
 FLIGHT MANUAL

2.3 Landing after Engine Failure in Hover OGE

- Reduce collective pitch.

- Apply forward cyclic pitch to gain air speed according to available
height.
- Terminate in accordance with paragraph 2.1 procedure.

3 ENGINE FAILURES R

3.1 Flame-out in Flight

The symptoms of an engine failure are as follows :

. Jerk in the yaw axis (only in high-power flight).

. Drop in rotor speed (aural warning sounds below 360 rpm).
. Torque at zero.
. Ng falling off to zero :
. Generator warning light illuminates.
. Engine oil pressure drop warning light illuminates.
In the event of an engine failure in flight, carry out autorotation
transition procedure (refer to paragraph 2).

3.2 Relighting the Engine in Flight

The normal relighting ceiling is 13000 ft (4000 m) but relighting may

be attempted throughout the altitude envelope.

Proceed as outlined below :

- Booster pumps - - - - - - On
R
- Wait until Ng falls below 30 % then carry out normal starting
procedure.

In order to avoid any jerk on re-synchronization, accelerate the engine

progressively, when free turbine speed approaches rotor speed.

Approved 350 B2 3.1

A G 14-40 Page 2
 FLIGHT MANUAL

4 GOVERNOR FAILURES

4.1 Large Drop in Fuel Flow Rate

Same symptoms as for complete engine failure but after a few seconds, Ng
stabilizes at a low rpm value (less than 70 %).
. Establish autorotation IAS 65 kt (120 km/h), then advance the fuel
flow control into the emergency sector. Ng and t4 should rise.
. Control engine speed to 70 % Ng.
. If necessary, increase collective pitch to bring rotor speed to
350 rpm.
. Increase fuel flow until rotor speed is approximately 380 rpm.
. Trim collective pitch and fuel flow control to hold level flight at
this rotor speed.

4.2 Excessive Fuel Flow Rate

Ng, t4, NR and torque increase

. Do not reduce collective pitch.
. Reduce fuel flow until rotor speed corresponds to a position of
the indicator pointer in the centre of the green area.
. Continue flight with the governor out of action. Any reduction of
collective pitch will cause an increase in rotor speed which must be
counteracted by adjusting the fuel flow control position.

NOTE: In both cases mentioned above (§ 4.1 and § 4.2), the landing approach R
should be made along a low gradient path, at IAS = 65 kt (120 km/h - R
75 MPH), holding the rotor speed at the upper limit of the green R
area (394 rpm) using the fuel flow control. In final approach, reduce
forward speed without touching the fuel flow control. The rotor
speed will drop when the collective pitch is increased on touchdown.
After touchdown, reduce the fuel flow control setting before
decreasing the collective pitch.

4.3 Surging

Surging is evidenced by hunting of the rpm, torque and t4 indications

and jerks in the yaw axis.
. Reduce the collective pitch setting. R

NOTE: If surging persists while fuel pressure and engine oil pressure are R
correct, reduce fuel flow slightly to leave the governed range.
If surging still persists, LAND AS SOON AS POSSIBLE and shut down R
the engine if there is a tendency to divergence (refer to
paragraph 2.1). R

5 ENGINE FIRE

5.1 Fire during Engine Start

- Close the fuel shut-off cock and apply the rotor brake if necessary.
- Switch off the booster pumps.
- Crank the engine for 10 seconds then switch off the battery.
- Use the nearby extinguishers to fight the fire.

EASA Approved 350 B2 3.1

A G 06-21 Page 3
 FLIGHT MANUAL

5.2 Fire in Flight ("FIRE" light on)

- Enter autorotation (refer to paragraph 2).

- Close the fuel shut-off cock to shut down the engine.
- Switch off the booster pumps, generator and alternator
(if installed).
- Switch off the electrical master "ALL OFF" switch if there is a smell
of burning.

6 SMOKE IN THE CABIN

6.1 If Source of Smoke is identified

- Shut off the corresponding system.

- If necessary, use the fire extinguisher*.
- Air the cabin by opening :
. The front ventilator
. The ventilation ports
. The bad weather windows.
CONTINUE FLIGHT depending on system failed. R

6.2 If source of Smoke is not identified

- Shut off the heating * demisting system.

If the smoke does not clear :
- Switch off the electrical master "ALL OFF" switch.
- When the smell of smoke has disappeared, set all switches to "OFF",
including the generator and alternator (if installed), close the
cabin ventilators.
- Reset the battery switch to "ON" position.
- Reset the "ALL OFF" electrical master switch to normal position.
- Switch on the generator, check voltage and current.
- If everything is normal, switch on the circuits one by one until the
malfunction is identified.

NOTE : If the electrical power supply system is faulty, carry out the
appropriate procedure, as detailed in SECTION 3.3.

7 TAIL ROTOR FAILURES R

7.1 Tail Rotor Drive Failure

Loss of the tail rotor in power-on flight results in a yaw movement to

the left ; the extent of such rotation will depend on the power and
speed configuration at the time the failure occurs.

* If installed

Approved 350 B2 3.1

A G 14-40 Page 4
 FLIGHT MANUAL

7.1.1 Failure of the Tail Rotor in Hover or at Low Speed

- IGE: Bring the aircraft to the ground by reducing collective

pitch before the yaw rate is too high.
- OGE: Reduce collective pitch moderately, to reduce yaw torque,
and simultaneously start to increase speed. R

7.1.2 Failure in Forward Flight

- In forward flight reduce the power as much as possible and maintain

forward speed (weathercock effect), select a suitable landing area
for a steep approach at a power enabling a reasonably coordinated
flight.
- On final approach, shut down the engine and make an autorotative
landing at the lowest possible speed.

7.2 Tail Rotor Control Failure

WARNING: LANDING IS MADE EASIER WITH A RH WIND COMPONENT. R

WHEN AIRSPEED IS LESS THAN 20 KT(37 km/h), GO-AROUND IS R
IMPOSSIBLE DUE TO LOSS OF VERTICAL FIN EFFICIENCY. R

- Set IAS 70 kt (130 km/h) in level flight.

- Press the HYDR TEST (TEST HYDR) push-button (this cuts off hydraulic R
power to the yaw servo-control and depressurizes the load-compensating
servo accumulator). After 5 seconds, reset the test button to the
normal position.

- Make a shallow approach to a clear landing area with a slight side

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

Approved 350 B2 3.1

A G 14-40 Page 5
 FLIGHT MANUAL

SECTION 3.2

SYSTEM FAILURES

1 FUEL SYSTEM FAILURES

1.1 No fuel pressure

Failure is confirmed by illumination of the FUEL P. (P.COMB) warning

light :
Refer to SECTION 3.3 paragraph 2.2.

If failure is not confirmed, the faulty item is the fuel pressure gauge :
Flight may be continued.

1.2 Low fuel pressure

Failure is confirmed by illumination of the F.FILT. (FILT.C) warning

light :
Refer to SECTION 3.3 paragraph 2.2.

If failure is not confirmed, the faulty item is the fuel pressure gauge :
Flight may be continued.

2 ENGINE SYSTEM FAILURES

2.1 Low Engine Oil pressure "Gauge pointer in red arc for Ng above 85 %"

Test Warning-Caution-Advisory Panel and check ENG. P. (PHM) light R

illuminates.
- Light does not illuminate when tested: R
. If torquemeter reading is much too low: R
shut down engine and make an autorotation landing.
. If torquemeter reading is correct: R
LAND AS SOON AS POSSIBLE. R

- Light illuminates when tested: R

. If torquemeter reading is much too low R
LAND AS SOON AS POSSIBLE. R
. If torquemeter reading is correct R
LAND AS SOON AS PRACTICABLE, monitor ENG. P. (PHM) light. R

EASA Approved: 350 B2 3.2

A G 06-21 Page 1
 FLIGHT MANUAL

2.2 Engine Oil Temperature higher than Maximum specified

2.2.1 At Low Speed or in Hover

- Land if possible.
. Stop the engine.
. Check that the cooler fan operates.
- If landing impossible :
. Increase speed and reduce power.
. Fly at approximately 80 kt (148 km/h).
The temperature should fall rapidly.
If this result is not obtained, LAND AS SOON AS POSSIBLE. R

2.2.2 In Cruising Flight

Reduce power ; then proceed as prescribed above.

3 àNg, TORQUE, t4 AND NR INDICATOR FAILURES

3.1 àNg Indicator Failure

In the event of an indicator failure, do not exceed the maximum

authorized torque value, and keep the t4 temperature below the following
limits :

| OAT | t4 limit |
| | |
| Below 15°C | 730°C |
| Above 15°C | 750°C |
| | |

3.2 Torquemeter Failure

In the event of a torquemeter failure, do not allow the engine speed to

rise above following Ng limits :

Zp(ft)
20000 |
| |
| |
8000 | |
| | | |
| 96 | 97 | Ng = 98 % |
6000 | | | |
| | | | | |
| 94 | 95 | 96 | 97 | |
4000 | | | | | |
| | | | | | | |
| 92 | 93 | 94 | 95 | 96 | 96 | |
2000 | | | | | | | |
| | | | | | | |
| 90 | 91 | 92 | 93 | 94 | 95 | |
0 | | | | | | | |
| | | | | | | |
-35 -25 -15 -5 5 15 50 (°C)
és - OAT

EASA Approved: 350 B2 3.2

A G 06-21 Page 2
 FLIGHT MANUAL

3.3 t4 Indicator Failure

- Comply with the Ng limitations (refer to "LIMITATIONS" SECTION).

- Do not attempt to start the engine.

3.4 Abnormal NR/Nf Readings

3.4.1 NR/Nf readings below green arc

- Nf and NR values agree

. Excessive power demand : reduce collective pitch.
Indicator reading should rise to governed value.
. Governor failure : refer to SECTION 3.1 paragraph 4.

3.4.2 Different NR/Nf readings

- NR reading exceeds Nf
. NR reading is incorrect : refer to § 3.5, except in autorotation
(near zero torque).
- Nf reading exceeds NR
. On the ground during the starting sequence : reduce the engine fuel
flow control setting to check for possible freewheel slippage.
. In flight : NR reading is probably incorrect : refer to § 3.5.

3.5 Rotor RPM Indicator Failure

In the event of complete loss of NR indication :

- Maintain engine torque above 10 % : NR reading is then given by the
Nf pointer.
- LAND AS SOON AS PRACTICABLE.

3.6 Free Turbine RPM Indicator Failure

Check that NR reading remains within governed range when collective

pitch is slowly modified with engine torque above 0 %.
CONTINUE FLIGHT. R

4 HYDRAULIC SYSTEM FAILURES

4.1 Yaw Servo-control Slide-valve Seizure

- In hover : If no movement about the yaw axis : land normally.

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

Approved 350 B2 3.2

A G 14-40 Page 3
 FLIGHT MANUAL

4.2 Main Servo-control Slide-valve Seizure

- Actuate the switch on the collective pitch control lever, R

to cut off hydraulic pressure.
Load feedback will be felt immediately ; load feedback may be heavy
if the helicopter is flying at high speed :
. collective pitch : 20 daN (44 lbs) approx. pitch increase load
. cyclic : 7 to 12 daN (15 to 26 lbs) approx. left-hand
cyclic load
. cyclic : 2 to 4 daN (4 to 9 lbs) approx. forward cyclic
load
. yaw pedals : practically no load in cruising flight.
- Reduce speed to 60 kt (111 km/h) and proceed as in the case of
illumination of the "HYD" light.

5 BLEED VALVE FLAG ON ∆Ng INDICATOR

The flag disappears when the bleed valve closes.

The bleed valve is normally open when the engine is shut down, during
starting and at low power.

The Ng values at which the bleed valve opens and closes depend on the
temperature and altitude, and are specified in SECTION 4.1.

If the flag does not disappear above the specified Ng value, the maximum
available engine power is reduced, especially in cold weather.

If the flag does not appear below the specified Ng value, engine surging
may result. Avoid sudden power variations.

EASA Approved 350 B2 3.2

A G 06-21 Page 4
 FLIGHT MANUAL

SECTION 3.3

WARNING-CAUTION-ADVISORY PANEL AND AURAL WARNING

1 AURAL WARNING

The horn sounds to warn of :

- Rotor speed (NR) between approx. 250 and 360 rpm (continuous sound).
- Rotor speed above 410 rpm (intermittent sound).
- Hydraulic pressure drop (below 30 bar).
- It also sounds at nominal rotor speed when testing the caution panel.

It is operative only if the "HORN" push-button is pushed in.

When this push-button is out, at nominal rotor speed, the HORN light of
the warning-caution-advisory panel is ON.

Alarm procedure (HORN sounds continuously) :

- Reduce collective pitch.
- Reduce speed, and level up.
. If the HYD light is on, the malfunction is in the hydraulic system ;
refer to paragraph 2.
. If the primary action (reducing collective pitch and speed) has
muted the horn, the malfunction was a drop in rotor speed below
360 rpm.
This can logically only occur subsequently to an engine failure,
when the fuel flow control is in the "flight" detent. R
Check the engine parameters, applying collective pitch very
gradually.

Alarm procedure (Horn sounds intermittently)

If NR above 410 rpm : Slightly increase collective pitch in order not to
exceed 430 rpm.

EASA Approved: 350 B2 3.3

A G 06-21 Page 1
 FLIGHT MANUAL

2 WARNING-CAUTION-ADVISORY PANEL

The Warning-Caution-Advisory Panel located on the instrument panel includes

lights of different colors :

- Red to indicate a failure requiring immediate action.

- Amber to indicate a failure which does not require immediate action.

2.1 Red Lights

| | | |
| LIGHT | FAILURE | PILOT ACTION |
| | | |
| | | |
| |HYD| |Loss of hydraulic |Keep aircraft to a more or less level | R
| | pressure |attitude. | R
| | |Avoid abrupt maneuvers. | R
| | or | | R
| | |CAUTION : DO NOT DEPRESS "HYDR TEST" PUSHBUT- | R
| |Pressure <30 bars | TON AS THIS WILL DEPRESSURIZE THE | R
| | | YAW LOAD COMPENSATOR, RESULTING IN | R
| | | HEAVY PEDALS CONTROL LOADS. | R
| | | |
| | | DO NOT ATTEMPT TO CARRY OUT HOVER | R
| | | FLIGHT OR ANY LOW SPEED MANEUVER. | R
| | | THE INTENSITY AND DIRECTION OF THE | R
| | | CONTROL FEEDBACK FORCES WILL CHANGE | R
| | | RAPIDLY. THIS WILL RESULT IN EXCES- | R
| | | SIVE PILOT WORKLOAD, POOR AIRCRAFT | R
| | | CONTROL, AND POSSIBLE LOSS OF | R
| | | CONTROL. | R
| | | |
| | |NOTE 1 : Pressure in accumulators allows | R
| | | enough time to secure the flight and | R
| | | to establish the safety speed. | R
| | | |
| | |NOTE 2 : Do not silence the HORN by using the | R
| | | the HORN switch. The HORN will be | R
| | | silenced when the pilot selects the | R
| | | hydraulic cut-off switch to OFF. | R
| | | |
| | |- In hover IGE : | R
| | | . Land normally. | R
| | | . Collective - - - - - - LOCK. | R
| | | . Shutdown procedure - - APPLY. | R
| | | |

EASA Approved: 350 B2 3.3

A G 06-21 Page 2

2.1 Red Lights (cont'd)
| |
| LIGHT | FAILURE
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |
| |FEU| | |
| |
| |FIRE| | |
| |
Approved
A G
FLIGHT MANUAL
| |
| PILOT ACTION |
| |
| |
|- In flight : Smoothly, |
| . Collective/Cyclic- - - SET IAS within 40 |
| to 60 kt (hydraulic|
| failure safety |
| speed). |
| . Collective HYD switch- OFF. |
| Pilot has to exert forces : |
| - On collective to increase or decrease |
| power around no force feedback point. |
| - On forward and left cyclic. |
| |
| LAND AS SOON AS POSSIBLE |
| |
|NOTE : Speed may be increased as necessary |
| but controls loads will increase with |
| speed. |
| |
|- Approach and landing : |
| . Over a clear and flat area, make a flat |
| final approach, nose into wind. |
| . Perform a no-hover/slow run-on landing |
| around 10 knots. |
| . Do not hover or taxi without hydraulic |
| pressure assistance. |
| |
|- After landing : |
| . Collective - - - - - - - LOCK. |
| . Shutdown procedure- - - - APPLY. |
| |
| |
|
|Refer to Section 3.1 paragraph 5 |
|
| |
350 B2 3.3
14-40 Page 3
 FLIGHT MANUAL

2.1 Red lights (Cont'd)

| | | |
| LIGHT | FAILURE | PILOT ACTION |
| | | |
| | | |
| | Main gearbox |- Reduce power, LAND AS SOON AS POSSIBLE. |
| |PH.BTP|| oil minimum | |
| | pressure |NOTE : The MGB has passed |
| | | a bench test consisting in running the |
| |MGB.P| | | gearbox for 45 min. with zero oil |
| | | pressure at the power corresponding to |
| | | minimum power in level flight |
| | | (at 55 kt). |
| | | |
| | | |
| | Main gear box |- Test the warning caution advisory panel |
||TH.BTP| | oil maximum | to check the MGB.P light. |
| | temperature | . If the light does not illuminate, proceed |
| | | as for MGB oil pressure at zero. |
||MGB.T| | | . If the light illuminates, land and check |
| | | the MGB oil level. If the oil level is |
| | | normal, fly to the nearest base. |
| | | |
| | | |
||T.BATT| | Battery maximum |- Isolate the battery (push-button "OFF") |
| | temperature |- Check voltage | R
||BAT.T| | | . If normal: | R
| | | LAND AS SOON AS PRACTICABLE | R
| | | . If above 31.5 volts: | R
| | | - BAT set ON, | R
| | | - GENE set OFF, | R
| | | - Unnecessary equipment OFF. | R
| | | LAND AS SOON AS PRACTICABLE | R
| | | |
| | | |
| | Engine oil |- Reduce power. |
| |PH M| | pressure |- Check engine oil pressure indicator : |
| | alarm | . If pressure is low or zero read |
| | | torquemeter : |
| |ENG P| | | . If reading very low, shut down engine |
| | | . If reading correct, |
| | | LAND IMMEDIATELY. |
| | | . If both pressure and torquemeter readings |
| | | are correct, |
| | | LAND AS SOON AS POSSIBLE. |
| | | |

Approved 350 B2 3.3

A G 14-40 Page 4
 FLIGHT MANUAL

2.2 Amber lights

| | | |
| LIGHT | FAILURE | PILOT ACTION |
| | | |
| | | |
| | - D.C. power |- Test the D.C. voltage. |
| |GENE| | supply failure |- Check the position of the push-button. |
| | (refer to NOTE 1)|- Attempt to reset. |
| | - Overvoltage |- If unsuccessful : |
| |GEN| | detected | Shed the least essential consumer circuits ;|
| | | continue flight, according to circumstances,|
| | | keeping a close check on voltage (22 volts |
| | | minimum). |
| | | | R
| | | (refer to NOTE 2) | R
| | | | R
| | |- LAND AS SOON AS PRACTICABLE. |
| | | | R
| | | |
| | Battery isolated |- Check the push-button (ON). |
| |BATT| | from the D.C. |- If OFF: switch ON and | R
| | network ; | CONTINUE FLIGHT | R
| |BAT| |no longer charging|- If ON: | R
| |(refer to NOTE 2) | Monitor voltage and | R
| | | LAND AS SOON AS PRATICABLE | R
| | | |
| | | |
||KLAXON| | Horn not set |- Set the horn by actuating the push-button |
| | | situated on the control pedestal panel |
| |HORN| | | (refer to paragraph 1 of this SECTION). |
| | | |
| | | |
| |COMB| | Fuel quantity |- Avoid large attitude changes. |
| | less than 60 | |
| | litres |NOTE : Remaining usable fuel allows |
| |FUEL| | (15.8 US gal) | approximately 18 minutes level flight |
| | | at maximum continuous power. |
| | | |
| | | |
| |PITOT| | Pitot heating |- Check the push-button (ON). |
| (if | system |- Monitor airspeed indicator. |
| fitted)| not energized | |
| | | |
| | | |
||PORTES| | One or both |- Reduce airspeed (120 kt - 222 km/h - 138 MPH|
| |baggage hold side | maximum). |
||DOORS| | doors unlocked |- Check visually that doors are closed. |
| | |- If one or both doors are open, |
| | | or if checking is impossible : |
| |NOTE : If sliding | LAND IF POSSIBLE or CONTINUE FLIGHT at |
| | doors fitted| reduced speed (120 kt - 222 km/h - 138 MPH |
| | refer to | maximum). |
| | relevant |- Maintain low sink rate and flat landing |
| | SUPPLEMENT. | approach. |
| | | |

Approved 350 B2 3.3

A G 14-40 Page 5
 FLIGHT MANUAL

2.2 Amber lights (Cont'd)

| | | |
| LIGHT | FAILURE | PILOT ACTION |
| | | |
| | | |
||MOT LIM| | Metal particles | LAND AS SOON AS POSSIBLE |
| | in engine oil | |
| | system | It is prohibited to take off again as long |
||ENG CHIP|| | as the checks scheduled in TURBOMECA |
| | | Maintenance Manual have not been performed. |
| | | |
| | | |
||FILTRE C|| Fuel filter |Reduce engine power, |
| | clogging |. If light goes out, CONTINUE FLIGHT at |
| | | reduced power. |
||F FILT.| | |. If light remains on, |
| | | LAND AS SOON AS POSSIBLE. |
| | | |
| | | |
||LIM BTA| | Metal particles |- CONTINUE FLIGHT avoiding prolonged |
| | detected in TGB | hovering. |
||CHIP TGB|| | |
| | | |
| | | |
| | | |
||LIM BTP| | Metal particles |- Reduce engine power. |
| | detected in MGB |- Monitor MGB.P (PH BTP) and MGB.T (TH BTP) |
||CHIP MGB|| | lights. |
| | | | R
| | | LAND AS SOON AS POSSIBLE. | R
| | | | R
| | | |
| | | |
||P. COMB| | Fuel pressure |- Check fuel pressure : |
| |lower than 0.2 bar| . If pressure is normal, only one pump |
||FUEL P| | on either or | is faulty: CONTINUE FLIGHT. |
| | both pumps | . If pressure is zero, both pumps are |
| | | faulty: CONTINUE FLIGHT at an |
| | | altitude lower than 5000 ft (1524 m). |
| | | |

NOTE 1 : Whenever an electrical circuit failure occurs, check the

corresponding fuse and change it if necessary.

Replacement fuses are provided on R.H. side of cabin.

NOTE 2 : List of functions which must remain ON when flying on the

battery only :

- Day : Battery, fuel pumps, VHF, Radio-Nav.

- Night : Same as day plus : Instrument lighting (1 and 2),

horizon, position lights, anticollision light.

Approved 350 B2 3.3

A G 14-40 Page 6
 FLIGHT MANUAL

SECTION 4

NORMAL PROCEDURES

CONTENTS

Pages

4.1 OPERATING PROCEDURES

1 EXTERIOR CHECKS - - - - - - - - - - - - - - - - - 1 R

2 INTERIOR CHECKS - - - - - - - - - - - - - - - - - 2 R

3 TURNAROUND CHECK - - - - - - - - - - - - - - - - - 2

4 CHECKS BEFORE STARTING THE ENGINE - - - - - - - - 3

5 STARTING - - - - - - - - - - - - - - - - - - - - - 4

6 CRANKING - - - - - - - - - - - - - - - - - - - - - 6 R

7 CHECKS BEFORE TAKEOFF - - - - - - - - - - - - - - 6 R

8 TAKEOFF - - - - - - - - - - - - - - - - - - - - - 7 R

9 CLIMB - - - - - - - - - - - - - - - - - - - - - - 7 R

10 CRUISING FLIGHT, MANEUVERS - - - - - - - - - - - - 7 R

11 APPROACH AND LANDING - - - - - - - - - - - - - - - 8 R

12 AFTER LANDING - - - - - - - - - - - - - - - - - - 9 R

13 USE OF THE HEATING / DEMISTING SYSTEM - - - - - - 9 R

4.2 ENGINE POWER CHECK

1 IN-FLIGHT CHECK PROCEDURES - - - - - - - - - - - - 1

2 GROUND CHECK PROCEDURES - - - - - - - - - - - - - 1

3 ΔNg INDICATOR CHECK - - - - - - - - - - - - - - - 3

4.3 MISCELLANEOUS PROCEDURES

1 FUEL - - - - - - - - - - - - - - - - - - - - - - - 1

Approved 350 B2 4.0.P6

A G 14-40 Page 1
 FLIGHT MANUAL

SECTION 4.1

OPERATING PROCEDURES

1 EXTERIOR CHECKS R

- Make sure that all flightworthiness-required corrective maintenance

operations have been performed.

- These preflight checks can be done without opening any cowlings unless
the helicopter had been parked for more than 2 days or in case of any
visible leak or doubt.

- Check that the aircraft area is clean and unobstructed.

- Remove all picketing items if applicable.

- Carry out the following checks:

Figure 1

Station 1

- Transparent panels ............... Condition - cleanliness R

- Windshield wiper (if fitted) ..... Condition. R
- Total pressure head (pitot) ...... Cover removed - Condition. R
- Landing gear (cross-members, skids,
wear-resistant plates) ........... Security - visual check
- Mirror (if fitted) ............... Set to avoid dazzling (night flight).

Station 2

WARNING: ICE OR SNOW ACCUMULATIONS THAT REMAIN IN OR AROUND THE ENGINE AIR R
INTAKE MAY BE INGESTED AND CAN CAUSE A SUDDEN IN-FLIGHT ENGINE R
FAILURE. R

- LH hold .......................... Door opening action. No loose

objects. Closing, latching.
- Fuel tank filler plug ............ Closed, locked. R
- Fuel tank ........................ Drained (before first flight, if R
OAT ≥ 0°C), absence of leakage at R
the drain. R

Approved 350 B2 4.1

A G 14-40 Page 1
 FLIGHT MANUAL

- MGB cowl ......................... Check MGB oil level (footsteps).

- All lower fairing panels .........
- Main rotor head ..................
- Rear hold ........................
- Main rotor blades ................
Check cowling closed.
Check closed.
Visually inspect star, sleeves
(delamination), spherical thrust
bearings, adapters (separation)
If applicable: open door, net hooked
in place, close door.
Check security, visually inspect for
impact damage from ground.

Station 3
- Oil leaks ........................ No oil under scuppers
- Tail boom and TGB fairings ....... Security (Dzus fasteners locked)
- TGB .............................. Oil level
- Tail unit ........................ Security
- Tail rotor guard (If fitted) ..... Security, condition

Station 4
- Tail rotor head .................
Condition of skin, no impact
laminated, laminated bearing. R
Checked for separation, cracks, etc. R
- Tail rotor blades ................. Visual inspection, no impact R
- TGB and tail boom fairings ....... Security (Dzus fasteners locked)

Station 5
- RH hold .......................... If necessary: open door, check no
loose objects (tie them down), close
door
- Landing gear (cross-members, skids,
wear resistant plates) ........... Security - visual check
- All lower fairing panels ......... Closed
- External power receptacle door ... Closed
- Engine air intake ................ Clean - No foreign object or R
accumulation of ice or snow in or R
around the engine air intake and no R
stagnant water at the drain hole. R
- Engine cowl ...................... Locked. R
- Exhaust cover .................... Removed R
- MGB cowlings ..................... - Check engine oil level (footstep)
- No foreign objects on transmission
deck
- Check cowling closed.
- Hydraulic system ................. Check reservoir fluid level

2 INTERIOR CHECKS R

- Cabin ............................ Clean

- Fire extinguisher ................ Secured - checked R
- Fuses ............................ All set R
- Objects carried .................. Stowed and secured R
- Door jettison .................... Checked
- Electrical mirror (if fitted)..... Set to avoid dazzling (night flight)

Approved 350 B2 4.1

A G 14-40 Page 2
 FLIGHT MANUAL

3 TURN AROUND CHECK

The turn around check consists in:
- Checking fluid levels,
- Rapidly checking main and tail rotor blade skins,
- Checking that all loads are securely tied down, baggage compartment
doors and cowlings are correctly locked,
Should the turn around time be prolonged, short-term picketing of the
aircraft is recommended: blanking plugs, covers fitted, even blade socks
and poles in winds greater than 40 kt.

CAUTION: IN THIS CASE, ALL PICKETING AND HANDLING TOOLING MUST BE

REMOVED BEFORE THE NEXT FLIGHT.

4 CHECKS BEFORE STARTING THE ENGINE

Determine aircraft performance limits for the expected flying conditions
(refer to "PERFORMANCE" Section)
Ensure that weight and CG limits are observed.
Carry out the following checks:
- Doors - - - - - - - - - - - - - - - - - Closed
- Seats and rudder pedals - - - - - - - - Adjusted and secured
- Seat belts - - - - - - - - - - - - - - - Fastened

NOTE : Copilot seat belt shall be fastened in all cases. R

R
- Battery and Generator in circuit - - - - Switches "ON"
. Lights on with battery power :
HYD, GEN (GENE), MGB P (PH BTP), PITOT, ENG.P (PHM), FUEL.P (P COMB)
. Lights on with external power :
same light as above plus BAT (BATT).
- Battery voltage - - - - - - - - - - - - Checked
- Press the "HYD TEST" (TEST HYDR) push-button for approx. 2 seconds to
depressurize the yaw hydraulic accumulator.
- Pedals - - - - - - - - - - - - - - - - - Free travel, then neutral
- Collective pitch - - - - - - - - - - - - Locked
- Cyclic pitch control stick - - - - - - - Neutral
- Cyclic stick friction - - - - - - - - - Adjusted
- Collective lever friction - - - - - - - Adjusted
- Rotor brake released - - - - - - - - - - Forward
- Fuel shut-off lever lockwired - - - - - Forward
- Fuel Flow Control - - - - - - - - - - - Off
- Test Warning-Caution-Advisory Panel
lamps - - - - - - - - - - - - - - - - - W/LT TEST
- ΔNg indicator:
. Test - - - - - - - - - - - - - - - - - ΔNg equal to zero.
Ng displayed equal to
theoretical "Ng.MAX T/O PWR"
(refer to SECTION 4.2).
. Bleed valve flag - - - - - - - - - - - Visible
- Hydraulic pressure - - - - - - - - - - - On
(If isolated the HORN (KLAXON) light
will come on)
- Heating system*, demister, air
conditioner* - - - - - - - - - - - - - - Off
- Gyroscopic instruments - - - - - - - - - On
- Horn - - - - - - - - - - - - - - - - - - On
. Check that the Horn is audible.
- Horn - - - - - - - - - - - - - - - - - - Off

* Optional
R

Approved 350 B2 4.1

G 14-40 Page 3
 FLIGHT MANUAL

5 STARTING

- Switch on the booster pumps ............ On console

. Check: - Fuel quantity
- Fuel pressure on each pump separately
- 30 seconds after switching on the booster pumps, press the START push-
button.
- When Ng reaches 10 %, increase fuel flow by moving the fuel flow control
forward through approximately 1/3 of its travel.
(When OAT is less than 0° ≥ C, simultaneously increase fuel flow and press
the START pushbutton).

NOTE: The START pushbutton must, in all cases, be held in throughout the
starting sequence.

. Check that Ng increases and

. Monitor t4 by adjusting the fuel flow as required (observe the maximum
t4 limit specified for starting).
. Check that the rotor starts to turn.

- At Ng = 40 - 45 %, release the START pushbutton:

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

NOTE: . If the starting cycle has to be aborted, return the fuel flow
control to the closed position, and switch off the fuel pumps
and the generator.
. If the reason for aborting the start is an excessively high t4,
check the battery voltage.
. If voltage is normal, crank the engine in accordance with the R
procedure (refer to paragraph 6) and immediately make a second R
attempt to start, increasing the fuel flow gradually (without R
allowing Ng to drop between cranking and the second attempt R
to start). R
. If the battery voltage falls below 15 Volts during the attempt
to start, it may be impossible to start.

Approved 350 B2 4.1

A G 14-40 Page 4
 FLIGHT MANUAL

- Switch on "PITOT" heating * ..................... On centre console

- Switch on all necessary systems (VHF, lights, windshield
wiper*, etc).

NOTE: Do not use the wiper on a dry windshield or in light rain.

- Carry out the hydraulic checks:

CAUTION: IF NOT LOCKED,THE COLLECTIVE LEVER WILL COME UP WHEN THE

ACCUMULATORS ARE DEPLETED OR WHEN THE HYDRAULIC CUTOFF
SWITCH IS SET TO "OFF".

Accumulators check:
.Collective pitch .................... Check correctly locked.
."HYD TEST" (TEST HYDR) pushbutton.... Depress on centre console.
.Warning-caution-advisory panel....... Check HYD flashes.
.Collective and cyclic controls....... Hands on.
.Move the cyclic control 2 or 3 times on each axis (+/- 10% of travel)
and check for accumulator hydraulic assistance on pitch and roll ( no
control loads). Check that forces are felt on the pedals.
."HYD TEST" (TEST HYDR) pushbutton.... Set back in up position.
.Warning-caution-advisory panel....... Check HYD light goes off.

Hydraulic pressure isolation check:

.Collective pitch.................... Check correctly locked.
.Hydraulic cut-off switch............ Set to OFF on collective lever.
.Warning-caution-advisory panel...... Check HYD light is on.
.Check that forces are immediately felt on the controls and that the
cyclic stick can be displaced in pitch and roll with normal feedback
force. Yaw pedals force should stay low (yaw load compensator effect).
.Hydraulic cut-off switch............ Set to ON .
.Warning-caution-advisory panel...... Check HYD light goes off after
3 to 4 sec.
Maintenance action must be
performed prior to flight if this
time is reduced to 1 second or less
(at least one of the accumulators
is defective).

NOTE: In strong wind, perform the hydraulic tests at the nominal power
rating, apply a small cyclic input in the wind direction and
accelerate the engine up to 300 rotor rpm, as fast as is
compatible with t4 limitations, then follow the normal
procedure

- Gradually increase the fuel flow, maintaining a constant rate of rotor

acceleration:

* Optional

Approved 350 B2 4.1

A G 14-40 Page 5
 FLIGHT MANUAL

NOTE: Do not allow NR to remain between 300 and 320 rpm as Ng increases.

- Check on the warning-caution-advisory panel :

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

6 CRANKING R

The cranking procedure can be perform after an aborted start or for check R
or maintenance purposes. R

Proceed as follow: R
- Check: R
. FFCL .................................. OFF R
. Emergency fuel shut-off lever ......... FORWARD R
. Ng .................................... CHECK ≤ 10% R
. Booster pumps ......................... ON R
. CRANK ................................. PRESS IN for 15 sec. max. R
. CRANK ................................. RELEASE R

7 CHECKS BEFORE TAKE-OFF R

- Doors - - - - - - - - - - - - - - - - - - - - - - - Closed

NOTE: In the "doors removed" configuration, the cushions of the unoccupied

seats must be removed before flight.
In all cases, it is recommended to check that all objects and
documents in the cabin are correctly secured.

- Navigation * - - - - - - - - - - - - - - - - - - - |
- Radio navigation * - - - - - - - - - - - - - - - - | Tests, correct
- Radio communication * - - - - - - - - - - - - - - - | operation

- Collective and cyclic friction clamps - - Adjust as required

NOTE: Sufficient friction must be applied to the collective and

cyclic so that the controls do not move without specific pilot
action.

- Objects and documents - - - - - - - - - - - - - - - Correctly stowed and

secured
- Pressure and temperatures - - - - - - - - - - - - - Correct
When outside air temperature is lower than 0°C, take-off may only be
performed when engine oil temperature is 40°C or more.
- All warning and caution lights - - - - - - - - - - Off
- Heating*, demisting and air conditioning* systems - Off

* Optional
R

Approved 350 B2 4.1

A G 14-40 Page 6
 FLIGHT MANUAL

8 TAKEOFF R

- Take off by gradually increasing the collective pitch and maintain hover,
head into wind, at a height of about 5 ft (1.5 m).
- Check that the engine and transmission monitoring instruments are within
their normal operating ranges.
- For transition from hover, increase speed without increasing the power
demand (power required for hover IGE) and without climbing until IAS is
40 kt (74 km/h).

NOTE : The bleed valve flag disappears when the valve closes.
The bleed valve is normally open when the engine is shut down,
during starting and at low power. Opening or closing of the bleed
valve corresponds to an approximate Ng valve, specified in the table
below, as a function of altitude and temperature.

9 CLIMB R

- Keep the same power and climb in altitude, while avoiding to enter the
height/velocity diagram.

- Above 100 ft (30 m) the max. continuous power and the optimum climbing
speed of 55 kt (102 km/h) may be assumed.

10 CRUISING FLIGHT, MANEUVERS R

10.1 Cruising Flight R

- For fast cruise apply Max Continuous Power for the prevailing
conditions permitted by the first of the following two limitations
reached : ΔNg or Torque.
- For recommended cruise, refer to Section 10.

Approved 350 B2 4.1

A G 14-40 Page 7
 FLIGHT MANUAL

10.2 Maneuvers - Load factors - Servo transparency R

- Maximum load factor is determined by the servo-controls transparency

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

11 APPROACH AND LANDING R

11.1 Approach R

- Final approach should be made into the wind at a low rate of descent
and recommended airspeed of 65 kt (120 km/h).
- Shut off heating*, demisting and air conditioning* systems.

11.2 Landing R

CAUTION: P2 BLEED IS PROHIBITED BEYOND MAXIMUM CONTINUOUS POWER

RATING (Ng,t4).

From hover, reduce collective pitch very gradually until initial

touch-down is made, then cancel collective pitch completely.

CAUTION: WHEN LANDING ON A SLOPE, RETURN THE CYCLIC CONTROL STICK TO

NEUTRAL BEFORE SETTING FULL LOW COLLECTIVE PITCH.

* Optional

Approved 350 B2 4.1

A G 14-40 Page 8
 FLIGHT MANUAL

12 AFTER LANDING R

Engine and Rotor shutdown

- Switch off all unnecessary systems.

- Set Ng between 67 to 70 % by retarding fuel flow control, wait for
30 seconds.
- Switch off the generator, fuel pumps, then all other circuits.
- Shutdown the engine by setting the fuel flow control to the shutdown
position.
- Fully apply rotor brake when rotor speed is :
140 rpm or lower - Normal NR
170 rpm or lower - Maximum NR (High wind condition)
- After complete rotor stopping :
Press the HYD. TEST push-button and leave it in for 1-2 seconds, then
press it out, in order to :
. depressurize the hydraulic accumulator,
. recenter the yaw pedals, if required.
- Switch OFF the battery.
- Pitot, static port, air intake and exhaust covers, blade socks as R
required. R

13 USE OF THE HEATING/DEMISTING SYSTEM R

At temperatures higher than + 10°C, check that the t4 temp. limits are not
exceeded.

Approved 350 B2 4.1

A G 14-40 Page 9
 FLIGHT MANUAL

SECTION 4.2

ENGINE POWER CHECK

1 IN-FLIGHT CHECK PROCEDURE

The engine power check is made in flight.

1.1 Record of parameters

- Fly a stabilized, level course, preferably at an altitude where there

is little or no turbulence; shut off heating and demisting.

- Set the engine speed to the maximum compatible with the mechanical
limitation (torque equal to or less than 94 %) and Ng limit (MCP). R
The bleed valve flag should not be visible in these conditions.

- Record the following parameters: torque, Ng, NR, altitude, OAT. R

1.2 Use of the chart (Figure 1)

Read the chart in the direction indicated by the arrows, entering as

follows:

- Torque - NR - Altitude
and

- OAT - Ng R

Follow the example to locate point "P".

Engine power is O.K. if point "P" is located in the region marked

"CORRECT".

NOTE If in doubt as to condition of the engine, repeat the check to

eliminate any error of reading.

- If necessary, check the Tq, Ng and NR indicating systems.

2 GROUND CHECK PROCEDURE

The engine power check cannot be carried out at high power level on the
ground with a high-power single-engine helicopter of this type.

Before forward flight in a 5 ft hover, increase the collective pitch

enough to ensure a momentary Ng increase of at least 1 %.

After having reached a safe altitude, a normal inflight power assurance

check may be performed.

DGAC Approved: 350 82 4.2

02-46 Page 1
 FLIGHT MANUAL

50

40

30

o 20
o

I-
« 10
o
o

-10

-20

',,- ~ ',,- 1\ -,
r-,r-, ',,- "-
I ~
<, ,~
,~
1'\.
r-,
"r\_
r
10 ~ ~I r-,
r-, '~ 3
r-, -, "\..
",,_ , <, ",'\
~
"-
"
r-, "~ J4I 'r-.. "\.. o

",'\
~ ~ o

o ~
~- ~ -~ ~ ~ -~ - O~ ''\ '\,
o
,-

"r-, -, -,"', -,"- -,''"-,",

x
o
o
,-
<,
-, " ~, -,
-, ""- \ 2 E

\
","\ l''~, \\
x
.::: 5 <, <, <, <,
~~ '\ ~ \ a.

~
~ ,~ \ \ I

a.
I
~
"-1"-
î':
-, l',
~, '-,- '\ ~
~ " \

'" " \
<,
1\ '\ \

," ,
t-, r-, ~
~ I\. ~~ ~

""- r-,
r-, ~
"-
~ l'.r-.. ~ ~
"ro.. 1\
~ \~ 1\
"" , , '1\ \ r\. '~ \... 1\ , 1\
"--, \

,
~ I\. ~
o o
400
~ \ \ ~\ \ \ \ \
(rpm)
~'1l1li. , \
\
\ \
_l
,
\ ~
\
I \
»;
,
\ ~
\
\ \
\
\
1 1
, \ \ \
,
'J
~ ~
o 390 \ 1\ \ \ \ \

,~-
= \ \ ~ \ \ \ \
_J
C\J
\tO
~9-
.q
cp_
o ~
(J1
NR (0_ -.1- (jl

\10"' ~~-
Ct) I--

~~
f----

=
o \°1 ~~- ~ I
U'll (Jl

~
>
~ 1\ \ \ \ \ 1\
~
380 ~ \ 1\ \ \ \ \
TORQUE
CONDITIONS

ENGINE POWER
CHECK

DGAC Approved:
Figure 1
350 B2 4.2
02-46 Page 2
 FLIGHT MANUAL

- Press the test push-button.

The following readings are displayed successively in the window

1) ,nnt'
,CeCeO
, then :

2) (code indicating correct operation of the OAT

probe: refer to NOTE 1), then:

3) Value of the liNg MAX. T/O PWR" prevailing on the site .

. The analogical pointer reads zero during a few seconds.
- Check that the liNg. MAX. T/O PWR" read on the instrument is equal to the
theorical liNg. MAX T/O PWR" within 0.2 %.

t t
NOTE 1 LI.. defective operation (short circuit).
t t~,
L' , defective operation (open circuit).

NOTE 2 When the Ng displayed is equal to 98 % within 0.2 % (Max.

continuous power), the pointer should read -3.5.

DGAC Approved: 350 B2 4.2

02-46 Page 3
 FLIGHT MANUAL

SECTION 4.3

MISCELLANEOUS PROCEDURES

1 FUEL

1.1 Fuel tank capacity

| | | | || | | |
| Fuel Quantity |Litres|US gal.|UK gal.|| kg | lb | Remarks |
| | | | || | | |
| | | | || | | |
|Total | 540 | 143 | 119 ||427 |940 |Specific |
| | | | || | |gravity : |
| | | | || | | 0.79 |
|Usable after illumination| | | || | | |
|of low-level light | 60 | 15.8 |13.1 ||47.4 |104 | |
| | | | || | | |
| | | | || | | |
|Unusable | 1.25 | 0.33 | 0.28 || 1 |2.20 | |
| | | | || | | |

| |s.g.= 0.79 |
| CONVERSION TABLE |
| GAUGE READING - CAPACITY/WEIGHT |
| |
|Graduation | Litres | US gal. | UK gal. || kg | lb |
| | | | || | |
| | | | || | |
| 10 | 540 | 143 | 119 || 427 | 940 |
| 9 | 486 | 129 | 107 || 384 | 846 |
| 8 | 432 | 114 | 95 || 342 | 752 |
| 7 | 378 | 100 | 83 || 299 | 658 |
| 6 | 324 | 86 | 71 || 256 | 564 |
| 5 | 270 | 74 | 59 || 213 | 470 |
| 4 | 216 | 57 | 48 || 171 | 376 |
| 3 | 162 | 43 | 36 || 128 | 282 |
| 2 | 108 | 29 | 24 || 85 | 188 |
| 1 | 54 | 14 | 12 || 43 | 94 |
| 0 | 0-3 | 0-0.8 | 0-0.6 || 0-2.3 | 0-5 |
| | | | || | |

EASA Approved: 350 B2 4.3

A G 06-21 Page 1
 FLIGHT MANUAL

SECTION 5
REGULATORY PERFORMANCE DATA
CONTENTS

Pages

1 INTRODUCTION - - - - - - - - - 1

2 SUBSTANTIATED WIND ENVELOPE 1

3 AIRSPEED CALIBRATION - - - - - - - - 1

4 AIRSPEED HEIGHT ENVELOPE - 2 R

5 HOVER PERFORMANCE - - - - - - - - - - - - - 2 R
6 RATES OF CLIMB - - - - - - - - - - - - - - - - 2 R
7 NOISE LEVELS - - - - - - - - - - - - 12 R

DGAC Approved: 350 B2 5.0.P6

IA IGI 02-46 Page 1
 FLIGHT MANUAL

SECTION 5

REGULATORY PERFORMANCE DATA

1 INTRODUCTION

The following performance curves apply to the basic version of the

aircraft. Refer to the supplements when optional equipment is fitted.

2 SUBSTANTIATED WIND ENVELOPE

2.1 Wind envelope for spinning and stopping the rotors

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

Hovering with wind from any direction has been substantiated over the
entire flight envelope up to winds of 17 kt, although this is not to
be taken as a limit. For example hover at sea level at maximum weight,
for all CG locations, has been substantiated at 30 kt.

3 AIRSPEED CALIBRATION

-
O 50 100 150 200 250 (km/h)
iii iii iii iii iii i i
..c
-...
150
/V'/ ~
E

(kt) 250
~~
V
V
Cf)

< 200

100 /
/
/ 150
1/
!¿f'
~ ~ ~
lIoo..
-
/}~
¡ooo--

100
50 /
1//V I
1/V
VjV
,
1*
50

/
VV .I
o
/
O •
I
150 o
50 100 (kt)
CAS

DGAC Approved: 350 B2 5.1

02-46 Page 1
 FLIGHT MANUAL

4 AIRSPEED-HEIGHT ENVELOPE (Figure 1)

The avoidance zone (Z) is defined by four points A, B, C, D.

Determining fixed Points A and B

- Point A
Point A is located at a height of 8 ft (2.5 m) at zero airspeed.

- Point B
Point B is located at a height of 25 ft (8 m) for an airspeed of 40 kt
(74 km/h).
Determining variable Points C and O

- Point C
Point C is defined by :
· a constant height of 100 ft (30,5 m)
· a variable airspeed depending on the altitude and on the aircraft
weight as determined by line (C).

- Point O
Point O is defined by :
· a constant zero airspeed
· a variable height depending on the altitude and on the aircraft
weight as determined by line (D).

5 HOVER PEFORMANCE R

- Haver performance IGE (Figures 2 and 3). R

- Hover performance OGE (Figures 4 and 5). R

6 RATE OF CLIMB R

The rates of climb are specified in Figures 7 and 8. R

DGAC Approved: 350 B2 5.1

02-46 Page 2
 FLIGHT MANUAL

8
~ ~ ,~ ~\~I \
7
~\ \ 1\,
\,\, \-Q \ \

6 ~ \
\\
\~
\ ';:
~
, \
~

r~~, -
o 5 ~ ~ ~~ 1\, \
o
o
~
\\ \
~-~ ~~
x 4 ~~~~ o._
o
.,_ ~l - ~~ - ~

,,
~ o
~~(J'\ o
b 3
o \ \ \

I \ l '~
\ \ \,
\ \, \ I
\ \
1\,
2
\ \ I \ \
1 \\ \ \ ~
\~ ~ \ \
o \\ \
I
\ I
~I
Il I I I I I I I I I I I I I I I - 50 -40 -30 -20 -10 O 10 20 30 40 50
50 45 40 35 ( ft ) OAT (OC)

",
,t_
...........

"
6 r-,
r 600~~~~~~--~~~~~~~

""r-,~J .,...
l' ,lflii'

l i'-- r-,
I l'
~
"- 400
I
I
""i'-, ~
~
300
I
200
I
~ 100
I
,~r
10 20 30 40 50 (kt)
I
t>
v
.Jf!_;'
""
I ./
~~ <, ~~
/
_. r-,.....
./
;'
~
~/
~ - -- - I- ..
- -- ..- - - ~ ~ - ","0_
V"
~/ ~
~
/
""

CONDITIONS

HEIGHT / VELOCITY
ENVELOPE

~------------------------------------------------------------~ R
Figure 1
DGAC Approved: 350 B2 5.1
02-46 Page 3
 FLIGHT MANUAL

20
i\ rt~ Î\ ~I\
1'- ,~"
'\~ r\ f-- 6
'~ \ '~ ,,~ -

[\~ 1'\
r\.
1\ "~ ~ "'1\
I-

l-

r-,
",
\ 1\ ~ 1\ 1\ O
f-

,
18 -
1'1\.. ~ ~ r- "\ ~/' -

1\ ~ 1'\
~ "i\ '"" '~ , ~ ,1'00 f' I-

l''~
I-

~ ~~ r\~ r\. i\ N
I-

r-,
"
f'~ '\
~ 1\ ~r\.
f--
5
16 ~ ~ ~ I--

,,~ "~
i\ 1\ \.. ~~ f'\ , l' ~
i\ f"1\_ f-

"~ ['\ '\ "- f-

\ r- 1\ ~,~
, "
" " " ",
f-
f' r" O
~ f--

I~c.?~~
f-
1\ 1\ ~ 1\ ~
go i\ ~ o

~,~I 'íZ ~
14 .""ii
f-
o
~ l''
~ I\~ ~ ~ ~ f-
o

,,~,~
-
"'1\ ~~ ~
x I\~ ~O '- f-- 4x
I,
l'"\~ I\~ ,,~ ""~",}'~ f-
E
~ -, ~
f-

1\, l'
\ I\~ ~ ~ -
o, 12 ~~ o,
f'~
'i\ ""-. ~ 1\~ I-

I
" ~~ ", l'~ ~~
,~
f--

I-
I

"~r\~ i\~ ~O
" l't'\
-
-
I\~ 1'~~, I-

'\..~re
10 -, 3
l'~ f--

f-

~~ r\~
~,
f-

~~ l'~ I--

'~J~O ,~
f-

f--
8 f-
I\.. I"'~ I-

"'" ~" ~~ " I-

f-
~t'\

6
'KO
~I\
"', , f--
f-

l-

I--
2

"'1\ I-

4
"'" ~
I-

I--

-
-

I--

I-

0'0 I--

2 " l-

I--

I--

I--

l-

I--

-
O - I--
o
f-

I-

I--

1500 2000 2250 ( kg) 2500

I I I I 1 Il I
3000 3500 4000 4500 5000 ( lb) 5500
WEIGHT
14J611
CONDITIONS
- HEIGHT 5 ft - 1.5 m
- NO P2 AIR BLEED
- MAXIMUM TAKEOFF POWER
IGE HOVERING
FLIGHT PERFORMANCE

~----------------------~~~~----------------------~ R
Figure 2
DGAC Approved: 350 B2 5.1
02-46 Page 4
 FLIGHT MANUAL

20
l'l ~ '\~ l'\~ r\ ~ I-- 6
\ ~ 1\ \ '\ 1""
I--

,,~
I--

"r\ "~ Î\ ~I\ ¡'r\. I\~ I--

r\ í\~ l'''~ ['\r\. Î\, I--

~
18
~~ ~r\,," i\ i\. r\~ I\- O I--

~ ~~
1\, 't\ ~ 1\ r\ ~ ro
I--

'\ ,
,~ -
i\ ~ ~
\ '" 0
I--

~
't\.
,~ 1\
~ ~
~ "Î\ '~ ~
,
5
16
1\,~~ '" " " ,~
I--

r\ -

"Î\ r-
I--
1\ Î\ I--

"I\. Î\ f'~ , ~
"
.~

-, ~~ ,o -
r\ Î\ , i\ "-~ o
g 14 ~ r\~ '--

o
,, r-
1\ ~ 1\ ~
o "Î\ ~ ~o I--
o
Î\ \ ~ II~ "~ ~
-
-
x ~~ ""IIi¡
4 x
'1\ ~ ~ ~ ~"-. f\~ f-

E
"
I--
"~ ';: 1\ ~
"
~
12 "- I-

a. 'Î\ Î\
~ ~~ I-- Q.
~ ~
' '-. ~
I I--
I
l' ~o -...¡¡¡¡;

l'~ ~~ ,~
r\ I--

f-
"Î\
I--

10
'~70 ~",~ I\~ I-

3
" i-

"~
f-

'Î\ I--

"~'"
I--

I--

Î\~ i-

8 i--

-
-
I--

I-
2
-
6 -
f-

i--

-
-
f-

4 I--

I--

l-

I--

i--

I--

2 I--

I--

f-

I--

I--

-
o I-

i--
o
I--

i--

1500 2000 2250 (kg) 2500

I I I I 1 Il I
3000 3500 4000 4500 5000 ( lb) 5500
WEIGHT
14 611 J
CONDITIONS
- HEIGHT 5 ft - 1.5 m
- HEATING AND DEMISTING SYSTEMS ON
- MAXIMUM TAKEOFF POWER
IGE HOVERING
FLIGHT PERFORMANCE

R
Figure 3
DGAC Approved: 350 B2 5.1
02-46 Page 5
 FLIGHT MANUAL

20
1\ 1\ ~, ~ " \ f-- 6
l'r\ \r\,. r\ i\
ï\
~r\.
'~ f', i-

I-

í\ í\ 'r\_ ~
,~ \~ " \
r--

"r\ r\~
i-
\r\,.
18 f--

f\ l\
,
'\ 'r\ f'[\. r- -

'1\ l'" '~r\ I\. l'[\. Î\ '[\

i-

r--
[\

'~
,~ [\ f\ ~ r\ "~ l' O
1\ i\ r- ~ ~'S'r
," -
-5
16
r- , l' r\. "~ "' ~ f' ro r--

",~"',:J
[\r\. l'' r--
-
~ i\ 1\ r\r\,. ~ l'' I\. ('
r--
1'\ 1\ f\ Î\
~ , '" r\~ ~~ ~'" ~ ~, ,~
f--
I\.
\ 1\ \ , Î\
i-

g o

,
14 I-
o
o '1\ r- ~ r- ~~ ~~ ~~ I-
o
~
r-\.. "~ r- r--
x '\~
'" ~ ~." f-- 4 x
"
"
r\ f' t\. ~ ~ ~ ~ I,~ l-

12
Î\ r\ r\ ~ ~ "-
~ ,~ " '&oi'
~
-
I--
E
Cl.
l'\~ 1"1\. Ï' ~ "~ ~~~~
l''
l'
I--
Cl.
I
I\~ r\~ [\ Ï' r-, I o f'i' ~~
I--

I--
I

"r-{o
f\ \
, '~ " ~ r-- ~~ i-

10 " ~ I~ '"f'~ ~ ~
-,
,
I--

'~
'~
,,~r-
1"1\. "~ ~ r-, ~ I--
3
~ i-

~~ " "'~ 1;> ~ I

~ "-
<,
-, -

'~ r-, -
"-

\ ~ ~ I"
~ l''' .....
I-

r\ 'f' I. "r'\ l'~ f' -, -

8 r--...

"
<,
'~ f' C-

.. "i'~O ~~ -,
<,

l'
I-

r\," "~ f'~ r-, f'. I-

'~ '~tyo ~
<,

'l'
I--
~ -, r-,
2

'" " '~

I--
r-,
6
'~ ..... r-,
r-, -,
l-

"~ ~~
<,
<,
r-,
i-

I-

'~ r-,
,,,-
..... l-
l'
~~ r-
I--

,
I"-
.,_S'o I--

4
r\ ~~ " 1"'-
"-
i-

r-,
I-

i-

f' r-, 1
,~ r-, I--

, -, -

- I\r\, i-

~~ "-
,~
i-

2 l--

~ -
~o
<, -, I-

" i-

~'- l' I-

~ l-

o " r-, I--

o
I-
..........
......
I--

-, .__

1500 2000 2250 (kg) 2500

I I I I i Il I
3000 3500 4000 4500 5000 ( lb) 5500
WEIGHT
14J611
CONDITIONS
- NO WIND
- NO P2 AIR BLEED
- MAXIMUM TAKEOFF POWER
OGE HOVERING
FLIGHT PERFORMANCE

~----------------------~--~~----------------------R
Figure 4
DGAC Approved: 350 B2 5.1
02-46 Page 6
 FLIGHT MANUAL

20
" 1\ "r\ '\ ~ 'r\ - 6
1\ "~ l'\~
,-,
r\~ I--

~ ~ f--

,'\~"
1\ I\~ [\\.
\. ~ -

18
"r\ r\ i\ Î\~ '1\
I--

"
f--
r\ r\
\. I\~ r'\ l''i\. f--

'~ i\ i\
1\
í\ "l\
1'\
'\
~ ~~ O
f--

f--

i\. l''i\. ~ l\~ f\ ~>- I--

'~ i\ \"-
r\ ro
5
f--
~ i\~
16 f--

r\~ '~ i\ r\ f\ ~0 ._

"1\ 1\ r\. "i\. 'r\ "-

~ "r\_
I-

1\ , r- r- ~
f--

l'' I\.. l'' l'' I--

\.. ~ ~
f' f' r\
go
I--

~ r\ r\~ ~ ~ ~ o
14 f--

1\ ~
l' r- r\
r\.
f'
i\.. ~~o I-
~
o
o
1'\ ~ i\ ~ Î\ ~I , ]
or-
x ~ ~ r\ 4 x
r-
f--

~~ I\.. "Î\
, ~ I\..
ó>o[' ~
, f--

- E

r- " r-
r\ "-
12 ~ ~~~ ~ I-

')'~,~ "" "'"

Q. "- ~ I--
Q.
~ Î\ ~ 1\- -
I I

,
."--
'\ r\ -, ~
l'' "-
r- I~ ~~ "-
~ i' l-

'~ " ,~
I--
r\ ~\_ '\
r\_ I--
10
f'i\.. l'~ '~ 1'-" ~ 3
"-

"', '~ ",

f--
<,
~
~)'o r\~ -, ~
~

~, ~,~'" ~
1,,- I-

-, I--
-,
'I\.. liII.. I--
<,
r-, r-, <, f--
8 "-
r-,

l', ~"" r-
-, I--
f'r\.. r-,
"- I-
<,
l'
-
l'''
'\,

i'~ -,
~ t'--- I--

"-
~ f--
2
"-~ 1"'- "- I--

6 r-, -
"- r-, <,
I--

f'. -,
r-, I--

1"- -
<,
-,
" -
I--

4 i'
I-

~ I--

f--

I--

I--

I--

2 ~
i--

I--

I--

I--

l-

o i--

~
o
._
,__

1500 2000 2250 (kg) 2500

I I I I i Il I
3000 3500 4000 4500 5000 (I b) 5500
WEIGHT
14J611
CONDITIONS
- NO WIND
- HEATING AND DEMISTING SYSTEMS ON
- MAXIMUM TAKEOFF POWER OGE HOVERING
FLIGHT PERFORMANCE

~----------------------~--~~----------------------R
Figure 5
DGAC Approved: 350 B2 5.1
02-46 Page 7
 FLIGHT MANUAL

31 35
I I 35
V
~/
/~ /v I ,~
~<:)
.~ /
V
36
38

r-r- ÇJ\::/
,/
~
/
V ~
,/'
/

V _;IV / V ~ I )/
/
/_
v~ 40

V I~ v-
f--

V '/ ~ V LV .....
/
'/ 42
f--
~~ç:j V , I (à\:J /
V ~V/V '/ '/ /)/
~ V ~)~ ~v J
/
l''' J/ /~ 44

1/ -'-v V V V /V ¿V LV
V / V
~ J
If
I V/ /v 46
¡/
./_

1/~V V ~ /V'/V vV / V~ JI
/ 'l'
If
~Ö)j
,CO
\:}C)
/'r- 48
V V~r- V"".I
/

IV /V vV /V if' V'
J-....
~j
I
J
I I / ~
/~ 50

$l Y I
r-- Ç)~
~<oç:j I /V /V vV ~V V
V
V /
Ii"'"
52
~ ~
si V
'r-
J j_

V'VVI V ¡V vV /'1 ./V v- V V <:S

<::le:::>

'l ,/ / / 54

j'/ / I Il
~ j ~
JI' )/ ¡V vV )1 /V V V~ J '¡
V J I 56
J ~
)//1 /1 )1 /V V " V V V/' / V V I<:)~ I I ' (lb x 100)

,~
" JI
Ú
V
V V JI! V V V V /1
'l' / V ~/ J If I V <)le) ~~
/
'I

V v¿
lL <)~
/ / I/
~ V
/ /
1/ / ~ v- I / l / j_ I~_iV " I )

V
I

~
~ I )
I I
I
I I
/ l'' V vV
V
/ / V / Vj Ie)c " J

I I ,/ I I I(¡If ,"fel
~I

V l' / l' l' /11' IV Vi /1

I(

JV JV JV JV }V JI' ,)V V IV I / I v I~ v ~ ~ J

IV V V V V V V V 1/ / / I J
I
V ,/ J V ,
J J
I

/J Il V,, IJ J / J I I / I I
/

I I I I / l' I~ if JI'
Il /
r
I '/I I I
I /
V I~ I I
~ J

1-7/_ ~ I
I I I / IV ~ ,
J J

,JIv V
V JI JI JV
7-
~c::)
J J I

I I I V VI I ~
<tj I I
lll' V V V V V
J' V IJ I I I J I / J J J /v J I
f / I 1/ ,
J

/ l 1/I VI Vif :1V "-~' I

.~
I

IJ IV / V V ~Q ~
Il ,I I
J J
V V il (
I I / /1 , J
I Il I
I
V / ~
I(
(,., /
J

-~ I- . ~ .~4
-~~- -1- 4·~ ~ -J - ~ I I t I
I I I
VJ I
f I
i/
J
l'
I I rt ,I II
J
V
fI'j.,
cS
I I I~ J I

o
~.q-
vI I( /
~ J
t--
ct) ll/ I Il /I} II
J

I I Il
~~
=
o
~ If II I _)_[

~ -40-30-20-10 O 10 20 30 40 50 601500 2000 2500 3000 3500

OAT (OC) CORRECTED WEIGHT

CONDITIONS
- WEIGHT LIMITATION WITH INTERNAL LOAD:
2250 kg (4961 lb) CORRECTED WEIGHT FOR
DETERMINING RATE-Of-CLIMB
(on facing page)

--------------------------------------------------------~R
Fig ure 6
DGAC Approved: 350 82 5.1
02-46 Page 8
 FLIGHT MANUAL

~~ / ...~~~ I I J I I Il / I I J

~(:P / ~~ I / / / I / ' / I III

I / '\ I I Il I I I ~ III
- 81 / l I I / ~ I / J J 1/'1
-co/ / Il Il l ' I I I I / ' JI
/ / / ~ I I / r-/ ~ ~ / I Il
I

I II Il'~ I I Il ~ ~ I I I I I Il
V / / / , I I/ I I I I I I 1111
~

/ / Y \ I I I a I I I I / ,I/ I

c-Q / I Il' I I I ~ I I I I I III

s/ / / \ I I Il f# f I I I ~ I Il
e-~/ II V \ l ,g I I I I J I Il
/ J I ,~ I ~ / I Il fi, ü ,rI
I V / 1\ I I / Il I I I I l~ W

~ / V 'II / l , I I l , 11~~1~O?
~I ~ ~ I I I ~ I I 1 'I I I I
c-i!c-- Q./
QV
I I I I J I I I lf...v1400-
'I
\
J / I I I l 'III
V I.... -- ._- -- r-tI~ ¡- -¡ jo. Tt -~ -if Il III
I- ....~

I / \ l , I Il I l 'I ~ Il
V Q / I I I I I I ~I I l,
,

-- / ~, , / ~ I Il J I 11// I

/ I I / I ~ I I If /1
I I I I ,t I I V ~ II~
" I I Il I I 1 I .1//
V l ' 1 I I 1 ~ "1
I I I l ,~ I I)~
~ I I I I I I 1 ~,
~ I I 1 I II 1 ~ ~r.
~ -40 -20 O 20 40 o 500 1000 1500 (ft/rn in) 2500
>
~ OAT (OC) RATE OF CLIMB

CONDITIONS
- CAS = 55 kt (102 km/h)
- MCP
- NO P2 AIR BLEED RATE OF CLIMB

~--------------------------------------~R
Figure 7
DGAC Approved: 350 82 5.1
02-46 Page 9
 FLIGHT MANUAL

31 35
I I 35
~~
I
.V
C)C)
V
'/ 36

~
~
~ /
/ ,)~
,,~ /
/
~
38

r- -r- \:j\:j4
/ V _, V
/
,/
V '"
~
V ,/ // 40
/
V ,/V Y ./V ",V '/ jV I~
V" 42
~<.)
, ro\::)
V"
r--
7l}; /
V V V V V / V /~
/ ~ 44
JI JV /
Vv "
V V / V VV //
/ V I(
V V'
l'
1/ ,/
=" J
JV 46
v: V
1/ V' V ~ V / V/ //
l'
~O;) I JI \:)\:)
1/' /-
48

V.V~
v "CO
V ~ V~./ I /
V V 'I
~ ~<:)
/ / V/ //
~
J......
:t:1 J il 50

V V¡V -
~r-
I V / V / V V/ _// v $pf V V
~I
52
/
-
,,<ot;;::j
J J
~
I~VV / / V ~/ /
V V V !LV
/ V ~
Ç)c:::J
J~
V /
,/ - 54

JV JV JV / V 1/ I / / / / ~ ~~/I V VI
I(
/
J~ V 56
Il
i

J J

/
v
IV /V /V )1 // / / '/ V / J-.....
I ï IC)~ / ' (lb X 100)

,
Ú J I
/V V )1 V / / VI V ~ V I
J / ~A
/
"'{
I I(

J <).1<:> /
/ I ç:{ V V V
I V l 1/ I~ I
/
J¿ ~C) V V / / / / il V
V
J
I .CV Il I

/ ~~ J J .I V I V V V' ¡¡Y
/r
/
r r
V I I / J 1/ I<:><=> Ii'
~J
I
I ,/ I(¡
I If f
/ / V V Il'' VV I/I .IV I ICY C)y
I JI JI I / ,I JI ~ Y / r V V V / L V I/,V J
,~

,;V
j

"I / V I V V" V V / V ~ I I
V ,/ I V
I
I J J

V)I VJ 'l,V / V J V jV jV li V Il / I J YI I I
, V V V V' Il'' JI
I

y I / I~ V
~ J
~
V-e-I/_ J I I
I I I I IV ' ,
J

'/ <oC)C)J fJ V J V JV JI /
I/~/ Ir I Il Il Y 1/V
I I

I V V I //
'f I I
I I
1/' V V) V I I I V, J J I IV I
J I

V J I / I / I JI( / V~'- I~ Il, I Il

I I
, J
J

Il "'V / V V ~Q I I /1 , I
I

/ I I Ij I I I I Il
If ' Il

X ..,- .~ -~-- .~::

J /

I J
V If
-/.~ ~ H - ~ I I /
I j I il I I J I I/ ~
/ J
Il' J
/ ç:;
I V J 't I I
Il '~.,
j I ~ I
I I/
o ( I ' il ~ J
~
~.......
/ I/ J / VI IIIt I
, il
C")

~
o
~
~ -40-30-20-10O
~~
I I
10 20 30 40 50 601500
IV
2000
I. ,
2500 3000 3500
OAT (OC) CORRECTED WEIGHT

CONDITIONS
- WEIGHT LIMITATION WITH INTERNAL LOAD:
2250 kg (4961 lb) CORRECTED WEIGHT FOR
DETERM IN ING RATE-OF-CLIM B
(on facing page)

---------------------------------------------------------R
Figure 6
DGAC Approved: 350 82 5.1
02-46 Page 10
 FLIGHT MANUAL

I---t---+---+--+---I--t---+----+---+-----I

co
('I)
b 1J b
-of- loll
o -Cl
C\J
f- ('I)¡e- ('I)
-

-
o
o
('I)
JtrlIJtJd~~'/~.d/lj- dl;
~
o
co
C\J -
o
co
C\JJ~-
-o
'<:t
(\J -
op o ol~
C\J o ~
(\JI.... J
I

?,oooo -""' ~- I I . J I I Il I JI/"

000 / ----~~ J :1 I I I Il I I I Il J
\0 J l'"' ~ / I I I ti I.' , ~ /1//
/ I Il I 'I
t----+---+-+-+--+---I---+--+---+--~:-+-----I

/ V~, ' QI JI/

I-----+---/--t#---------r---+--t---/--#t----t---+---+~~ I I I J ~ I I I I I N
,_~~~/ JI )f I J I fiJI I I I I Il
E'
J
((jJ / / ~ I I j J ' , III
/ )f / J Il I ~ J I I J J 111/
/ I l' IgI I ~ I /1
I I

J / I J I I I I I I I I.'
V )f / I I Il ' I I ' I I II
I / / 1 I I I Il J I Il
I /I
f--~~~

~V J I I I I I rI,
/ V Jf I I I I I ~ I 1/
I / il I I I j I I J I I i#~~61°9
I I I I rI I I I

=~~' /
JI I I I I I I
/ JI ~ I l ' J ~ I J 1,_.-----1400-

I ~ J I III
1'- "/" 11~ -t -t -/ Ij I~~I
J I '
/ ¡1~ - - -- .~.
I i'I I I I I l,' N j ~
/ ~Q. / I I Il j I I ~I III
t-----+--- ~ JV , ~ I I I~~I I I I
/' I I J Il .' I ~ , Ifl
I I I I r ~ I I ~ Ij' t

,v Il I I Il ~ I I J Il
/"~ I . I ' I I ' 1'1
~ I , ~ / Il'
o
~ I I ~ I I 11~1
I I I I I l'~'
to J

I I
q-
C")

=
~ -40 -30 -20 -10 o 10 O 500 1000 1500 (ft/m in) 2500
>
~ OAT (OC) RATE OF CLIMB

CONDITIONS
- CAS = 55 kt (102 km/h)
- MCP
- HEATING AND DEMISTING SYSTEMS ON. RATE OF CLIMB

~-----------------------------------------R
Figure 8
DGAC Approved: 350 B2 5.1
02-46 Page Il
 FLIGHT MANUAL

7 NOISE LEVELS R

The noise levels determined under the conditions prescribed in Chapter 8

and Appendix 4 of Annex 16 of OACI, volume 1, are as follows:

Reference measurement Noise levels OACI max. noise levels

configurations EPNdB EPNdB

Take off 89.8 93.5

Approach 91.4 94.5

Overflight 87.6 92.5

DGAC Approved: 350 B2 5.1

02-46 Page 12