AS365N1

4.-.
rsaerospatiale
THM '2$9

1 - GENERAL

1 introduction to the SA 365 N 7 1.3 Optional Equipment Items

1.2 Main Dimensions and Weights 1.4 Aircraft Operating Documents

1.1 INTRODUCTION TO THE SA 365 N1

The SA 365 N1 is a twin-engine helicopter designed for passen- The main aircraft sytems and assemblies are illustrated in this
ger transport, off-shore activities, rescue operations and aerial section, but are described in further detail in subsequent chap-
work. ters.

MAIN STRUCTURAL ASSEMBLIES 1

FIN
Tail rotor drive
6 FC
l
* .*-

Engineand M. G. B.
oil cooling air intake

I
-
i e
s- -
-c- xq
door hold door
STABILIZER
TAIL STRUCTURE BODY STRUCTURE LOWER STRUCTURE

CABIN

fitted with standard seats for passenger transport seats removed for freight transport

I .A

STANDARD VERSION 1 UTILITY VERSION

1 pilot + 9 passengers
or
I 1 pilot + 13 passengers
or Tie-down rings are fitted on the floor
1 pilot + 1 copilot 1 pilot + I copilot
+ 8 passengers + 12 passengers
 THM

1.1 INTRODUCTION TO THE SA 365 N l (Cont.)

I--\

I COCKPIT : CONTROLS AND INSTRUMENTS

1 ,f

CONTROLQUADRANT
(mechanical controls)
G,,,,, Panel

INSTRUMENT PANEL
AND
CONSOLE
 THM

1.1 INTRODUCTION TO THE SA 365 N1 (Cont.)

- . . - . .- - - - .-- - . -
FLIGHT CUNTRULS
T A I L ROTOR CONTROL
Double cylinder hydraulic
servo-controls with safety
mechanism in the event
of distributor jamming

Transmission via Optional equipment: dual controls

rigid rods and automatic pilot

LANDING GEAR
RETRACTABLE TRICYCLE M A I N LANDING GEAR
LANDING GEAR
Landing gear leg co y controlled
with oleopneumatic (2 separate
absorber
Hydraulic actua-
ting cylinder

NOSE LANDING
with automatic centering
and castering lock control
Actuating cylinders

HYDRAULIC POWER GENERATING SYSTEMS

4 hydraulic power generating systems :
Pumps (1, 2,3)are driven by the M.G.B.
Electrically driven pump (4) for emergency
landing gear extension. 1

I Two hydraulic reservoirs (forward of M. G.B.)

(Rolor stopped)
I
OWER-ASSISTED
BRAKES

EMERGENCY AUXILIARY LH MAIN RH MAIN

SYSTEM SYSTEM SYSTEM SYSTEM
 THM

1 .I INTRODUCTION TO THE SA 365 N1 (Cont.)

;
- I

' FROTOR
I DRIVE
POWER TRANSMISSION SYSTEMS, ROTORS A N D ENG
NE
I-
MAIN ROTOR
4 composite material blades
(fiberglas, carbon ...I STARF LEX rotor
Airfoil with high aerodynamic head (fiberglas)
efficiency with no hinges

1 7

I \ M. G.B.-to-Engine
M.G.B. oil cooler M.G.B. coupling shaft

M.G.B. A N D ROTOR SHAFT ( L H side)

2 A R R I E L 1C1 modular design free turbine
turboshaft engines.

Fenestron )) ducted tail

ty on the ground and

THM

1.1 INTRODUCTION TO THE SA 365 N1 (Cont.)

FUEL SYSTEM
2 fuel tank groups ( 1 per engine)
2 booster pumps per engine which draw
from the feeder tank in each group
1 transfer pump between the groups

/<
\-. ' -

, , :.
',
‘v. Feeder tank
Group I

ELECTRIC POWER GENERATING SYSTEM

DC POWER GENERATING SYSTEM (28 V I

1 starter-generator per engine Generators
1 battery
1 external power connector
I
AC'POWER GENERATING SYSTEM (115 V/400 Hz)
2 static inverters supplied by
the DC generating systems

External
power receptacle
 THM

1.2 MAIN DIMENSIONS AND WEIGHTS

MAXIMUM PERMISSIBLE WEIGHT. . . . . .... . . .

. . . . .. . . '.
,4100 kg
EMPTY WEIGHT BASIC AIQFRAFT. 2050 kg

maximum p e n n i ~ ~ ~ ~ b l e on take-off and landing depends on the

weight
altitude and temperam, i t may be less than, but must n e w exceed,
this value.
instruction ~amrai

1.3 OPTIONAL EQUIPMENT ITEMS (not d w i b e d in the basic Instruction Manual)

The aircraft rnw be fitted with a number of optional equip- r Air ambubnce installatian 44 5 t r ~ C h m )
ment items for m a i n specific mnsions : Ferry tanka
Supplsmentary cargo hokl luel lank
._MA4N GENERAL EWIPMENTS
frj Foel dump system
Pressurized rofuellmg svstm
Duel flighl controls r ~ocatorrsstchlight
Automatic pilot Flam
Environmental canlrol unit Loudq~eaker
36 A/h baftery [instead of 15 Alhl Rotor b a d coning rertainers
2nd. landlng light
Fuel flowmeter
r Elapred tbne indicator
!a MAlN CABIN FURNISHIHGS

r 4seatw foldinp utility benFh Sat

[$) MAlN ffl1SSION EQUIPMGTS r I: Comf~iaMsr &pe##rller insmllation
E x w i v e imtallation (4 or 6 pa-)
Emergency floatation gear
Skis (9HANDLING AND OPEN-AIR PARKING EQUIMEIUT
Sling with dynamometer 81outside minor
Elearic hoist Blade folding installath
Sliding raar R H door c Heavy mrather m m i n g installation
Sliding r e a LH dour Lashing imtdlerion

1.4 AIRCRAFT OPERATING DOCUMENTS

The completes t of Plrcraft documenn includes :

1.4.1 AIRCRAFT DOCUMENTS

* ORERATIPIG DOCUMENTS
d DOCUMENTS

- MAINTENANCE [MET). REPAIR (MRR). OVERHAUL

- THE FLIGHTMANUAL [P.M.V.) K the most irnpormnt
rlooumem tor the pilot and It contains :limitations, standard
and emergency procedures, performance data. The Flight
Manual is a p p m e d by the Official Aeronautical Agencies.
- PILOT'S MEMENTO [P.M.M.) a summary of the Flight
Manwl, in smaller format.
- MASTER SERVICING RECOMMENDATIONS (P.R.E.) :
written for l h m e r m i b l a for aircraft maintananct. It m e
ci Fies the irrspaction'~chedulesand indervak, oil checking i;nd
draining intervals, maxiximum operating times.
MAINTENANCE DOCUMENTS : This document is writ.
tan ts- the (bdrnicians and i n d u b all date reouired to k a e ~
the aircraft airworthy.
-7 types d manuals '
DESCRIPTIONAND OPE3WTION MANUAL (M.D.F.)
- SERVICING DIAGRAM MANUAL [M.C.S.)
(MRVI, PRESERVATION (M.S.TJ MANUAS. Thma ma-
nu& describe fully the operations whkh may be carried wt
at different maintenoncelevels.
- T~IG FAULT ISOLATION MANUAL ~MFI) pormits
technicians to trace and remedy r failure.
IDENTIFICATION DOCUMENTS. Thsg documents give
the refereme numbers for prmrommt of the following :
- an aircraft part : lllwtnmd Parts C.talq (I.P.C.)
- a special tool :Toola m a l o g (I.C.0.)
SPECIAL DOCUMENTS. The publications are designed to
pmvide aperam with applicabla iroPucticns or data as
quioklv as possible, subsewern m new swntp (accident,
incident. modification).
According to the Npe or urgency of tho event the inforrna-
tion is wntby :
- Spacial TELEX (STX), Service Lettw RLT) Or Service
Bulletin 4SBT).
 instruction mnoal

1.4 AIRCRAFT OPERATING DOCUMENTS (Cont.)

1.4.2 ENGINE DOCUMENTS

Maintenance Manual (MEMI
Illustrated Parts and Tools Celalog
Sewicc Bulletirls and Letters

1.4.3 EQUIPMENTITEMS DOCUMENTS

r Equipment Maintemncc! Manual tHCMI
Oucrhaul Mar~ualsIMCV)
Service Bulletins and Letters [if appltcetilel.

NOTE : All rho aircraft documents meet the general require

meno of ATA 1W spwificalion. Hence all manuals arc
broken down ~ n t oaChapter.Sect~onS u h j t w according to
the ATA 100 layout.
The various dimensions, access, location and datum lines of the aircraf
are detailed in the following pages.
1 AIRCRAFT DATUM .,&J,NJ3S
The aircraft fuselage includes t h e following main frames and fitting
1.1 Bottom strucguke
- Frame at STN X 6 0 0 . (nose)
- Frame a t STPI X 885.
- Frame at STN X 1269 (25')
- Frame a t STN X 2000 (14')
- Frame at STN X 3205 (go)

1.2 - ---.-- - --structure

Tail
- Frame a t STN X 4 6 3 0 . (5O)
- Frame at STN X 5915.
- Frame at STN X 6630. (tail boom attachment)
1.3 T a i l boom structure
- Frame at STN X 6630.
- Frame at STN X 8 8 4 0 .

- Frame at STN X 9 5 0 0 (Tail guard location],

 THM

2 - STRUCTURE

I-
\ 2.1 General 2,4 Access Doors
2.2 Structure outstanding features 2.5 Steps
2.3 General description

2.1 GENERAL
The structure of the SA 365N1is based on modern techno-
logy and makes wide use of new materials : sandwich design
stressed structure, carbon fabric horizontal stabilizer, com-
posite (foam or NOMEX sandwich) glass cloth or Kevlar
cowlings and fairings.

2.1.1 DESCRIPTION OF STRUCTURE SUB-ASSEMBLIES

CANOPY AND DOORS I

Welded framework (light alloy tubes)

NOMEX honeycomb ceiling with glass clom or Kevlar
skin.
6 cabin access doors (3 on LH side, 3 on RH side) which
open forwards and are jettisonable.
2 rear door flaps ( 1 on LH side, 1 on RH side) which open
aftwards.
PETERLITE A75 plexiglass transparent surface
Y

3 doors ' 1 door flap

fon each side)

k
New design structure'stiffened plates rep1aced.b~NOMEX
honeycomb panels with light alloy skin (lighter and more Tn,nmiSlon
1 resistant material)
3 main sections : forward structure, body structure and aft frames
,
1
structure
2 strong frames to which are attached the main rotor shaft

suspension bars

Titanium engine bay deck.

structure

TAl L STRUCTURE

NOMEX honeycomb tail boom with light alloy skin,the

tail boom, which may be disassembled, is bolted to the aft Junction frame
structure junction frame
High strength composite material fenestron fin.

The stabilizer comprises:

, a one-piece carbon fabrk, horizontal stabilizer which

passes through the tail boom,

.two NOMEX sandwich structure side fins.

Glass fiber tail rotor guard. rotor guard

side fins
9% THM

2.1.1 STRUCTURE SUB-ASSEMBLIES (Cont'd)

Metal honeycomb cabin and

baggage hold floors
Titanium engine bay firewalls
Electrically controlled retrac-
table cabin access footsteps
(2 on each side)

COWLINGS AND FAIRINGS

- or glass cloth or Kevlar

one-piece construction

2.1.2 ACCESS AND COMPARTMENT DIMENSIONS AND FLOOR CAPACITY

2.30 m 2.00 m
w Y Y .J A f t cabin Forward cabin .
dimensions dimensions
1

Front Rear USABLE SURFACE AREAS

AND VOLUMES

CABIN:
- Floor surface area ..... .4.20 m 2
- Volume . . . . . . . . . . . .5.00 m3
BAGGAGE HOLD :
- Floor surface area . . . . . .2.60 m 3
- Volume ........... .2.20 m 3
THM

2.2 STRUCTURE OUTSTANDING FEATURES

2.2.1 - THE STATIONS AND MAIN FRAMES

The aircraft references are determined by three
planes X, Y, Z.
Origin of X : vertical plane located 4 m for-
ward of the, main rotor centre, perpendicular t o
the aircraft centreline. Reference for the longitu-
dinal dimensions.
Origin of Y : aircraft symmetry plane. Referen-
ce for the lateral dimensions.

Origin of Z : horizontal plane situated 3 m

above the cabin floor. Reference for the vertical
dimensions.

THE STRONG FRAMES

g0 frame at station 3205

Frame at station 4630

THE JUNCTION FRAMES

Structure/tail boom at station 6630

Tail boom/fenestron at station 8840

2.2.2 -WHERE ARE THE LOAD PATHS ?

With the bottom structure, the body structure

forms a rigid monolithic assembly. It is the strong
part of the structure, since it is this structure which
directly absorbs the efforts in flight (lift FN and
weight P) and during landing at the main landing
gear units.
I t supports the main power transmission system
(MGB and rotor), the engines, the landing gear, the
aft structure and the fuel tanks. The spars and
bulkheads within the frames form the compart-
ments for the :

fuel tanks,
radio equipment,
main landing gear units.

-
2.2.3 SIGHTING PLATES AND ALIGNMENT POINTS

SIGHTING PLATES (for levellingcheck)

RH and LH symmetrical plates located at :

-46 mm below the cabin floor at station 2000
-530 mm above cabin floor at stations 4630,
8598.

ALIGNMENT POINTS (references for measuring

structural distortions)

1 mm dia holes at :
- station 885
.- station 3205
station 4630
- station 6630
 THM

-
2.2.4 LEVELLING LANDS AND JACKING POINTS

LATERAL AND LONGITUDINAL

LEVELLING LANDS

- Red painted lands located on the RH side

of transmission deck. Near to them, an
engraved plate on which are.marked.the
transmission deck buckling values with
respect to the aircraft horizontal datum.

JACKING POINTS

- RH and LH symmetrical jacking points

(tooling).
- Rear jacking point along the aircraft
centreline (permanently installed).

-
2.2.6 TIE-DOWN POINTS

- 4 tie-down points at cabin floor level

positioned symmetrically on either side
of the aircraft.

- 1 tie-down point at the rear lower part

of tail boom.

-2 "strong wind" tiedown points at

transmission deck positionedsymmetrical-
ly on either side of the aircraft.

-
2.2.6 HOISTING THE AIRCRAFT

Ballast the aircraft t o respect C.G location.

Guide the aircraft with staying ropes.

1. Sling
2. Staying ropes
3. Anchoring points
THM

2.3 GENERAL DESCRIPTION

2.3.1 MAIN COMPONENTS

Light alloy Metal honeycomb,,metal

0Composite materials : Fiber skin sandwich structure
glass, kevlar or Nomex
sandwich structure
aTitanium
Nomex honeycomb, metal 1 1Carbon fabric
skin sandwich structure
0Plexiglas

1: Front passengers' door 14. Engine deck

LH side doors opposite handed 15. Frame at
2. Rear passengers' door 4630.
3. Ceiling Bears the attachment fitting of MGB rear tie-bars and main
-
4. Flap door LH side opposite handed landing gear attachment fittings
5. '9 frame. 16. Hold floor. Access to the rear fuel tank.
Bears the attachment fittings of MGB front tie-bars. 17. Hold floor. RH side only
6. Transmission deck. 18. Cabin m r floor. Acces to the central fuel tanks
Bears the attachment fittings of MGB suwension 19. Hull
7. Firewalls 20. Cockpit floor
8. Fin (Nomex and carbon) 2 1. Cabin forward floor.
9. Fenestron (Nomex and carbon) Access to the front fuel tanks
10. Outboard fin 22. Forward structure - Canopy
17. Horriontal stabilizer -
23. Pilot's door Copilot's door opposite handed
12. Tail boom. It is a buoyancy reawe
13. Body structure
 THM

2.3.2 FAIRINGS, INSPECTION DOORS AND PANELS

Light alloy Metal honeycomb, metal

skin sandwich structure
Composite materials : Fiber
glass, kevlar or'Nomex 7 [ Titanium
sandwich structure
Nomex honeycomb, metal Carbon fabric
skin sandwich structure
1
-
I Plexiglas

1. Oil coclei air intake fairing 12. Lower panel - Rear fuel tank
2. M.G.B. cowling 13. lntermediat8panel
3. Engine cowling 14. Lower panel - Central fuel tanks
4. Tail rotor transmission shaft removable cowling 15. Fairing :access to flight control channel
5. Tail rotor transmission shaft fixed cowling 16. Fairing :access to flight control channel
6. Tail bomm fairing 17. Lower panel - Front fuel tank
7. Ffn fairing 18. Fairing :access to flight control channel
8. Fenestron fairing 19. Lower panel :access to nose landing gear
9. Inspection door :access to electric equipment items
LH side :tank bleed control
10. Main landing gear hatch
20. Lower panel :access to electric master box
21. Radome :access to battery and radio equipment items
22. Door access to battery
I
11. Inspection door :access to flight control channels
 THM

2.3.3 T A I L UNIT

.The tail unit.comprises :

'6:.
.A @.&er fie (1%)
- a horizontal stabilizer'(3)
- two outboard fins (2)secured t o the ends o f the hori-
z w t a l stabilizer.

The horizontal stabilizer and fins are stabilizing shaped sur-

faces, which when submitted t o the relative wind, tend to :
- counter change i n the aircraf-t attitude
- bring the aircraft?back to its original attltude Should T t
have deviated from it.

a HORIZONTAL STABILIZER CHARACTERISTICS 5

Nose-up
4 moment
Its asymmetrical NACA airfoil, set at 2 O 45' with respect to the
aircraft datum, under the action of the relative wind V, creates an
aerodynamic force F which tends to right the aircraft. In order to Relative wind
improve its performance, the horizontal stabilizer is fitted with a
spoiler (5) on its leading edge and a step (4) on the trailing edge.

Advantage o f the spoiler on the leading edge

During a mission, the reduction in the fuel weight causes

the aircraft centre of gravity G t o move aft (this "aft c .g."
i s even more pronounced when the aircraft has only a
light load).

1' I
The displacement of G creates a new nose-up moment NO~U
which is added to that caused by the horizontal stabilizer. - moment dut
the horizon
The aircraft tends to return to the horizontal (or even a
nose-up attitude) in order to align l i f t FN and weight P. ! stabilizer
The spoiler on the leading edge acts as a detector when P
Nose-up
the aircraft reaches the horizontal position. The stream- m o w n t &a to
line flow breaks, the force F i s reduced as is the nose-up of G
dig~l~cevyent
moment. This process enables the minimum permissible
weight to be reduced without affecting the aircraft
performance.
' \

I
- 0

Advantage of the step on the trailing edge

The aerodynamic force exerted on the horizontal stabi-

lizer depends on its surface area, the greater the surface
area, the more the force increases. The step enables the
horizontal stabilizer surface area t o be increased artifi-
Airflow on airfoil Airflow on airfoil
cially by forcing the streamline flow back onto the airfoil,
under the suction pressure effect it creates. without step with step

NOTE :Resula alltsinea r n a r n r a ~ ~ ~ ~ ~ ~ ~

the same incidence angle.
 THM

2.3.3 TAIL UNIT (Cont.)

@ FIN CHARACTERICS
UPPER FIN
In cruising flight, the asymmetrical NACA airfoil of the w
upper fin creates an aerodynamic force F , opposed to the
main rotor reaction torque CR, thus acting in the same
direction as the t a i l rotor thrust ; this means that the tail
rotor pitch can be reduced and power can be saved.

The horizontal stabilizer outboard fins have opposite

hand airfoils. They are set at !fwith respect to the air-
craft centreline and create an aerodynamic force F, which
--
qR
\
OUTBOARD FINS
Axis parallel-
is added to F I..
to the aircraft
The outboard fins contribute to the stability on the yaw centreline
axis.

@ PARTICULARITY OF THE FENESTRON FIN

The fenestron fin assembly is made up of composite

materials divided into two large groups :
- Carbon fabrics in monolithic form for the components
which sustain important loads :
. The leading edge pocket (1) and truncated cone by
which it is bolted onto the tail boom.
. The upper fin root and shape changing rib (3).
. The upper ribs (7) and lover rib (12) supporting the
TGB attachment tube bearing.
. The tail skid ribs (13).
, The coupling tube ribs (2) (3rd. TGB attachment point).
. The upper fin leading edge and trailing edge pockets
(5).
. The TGB rear attachment tube.

- Very stiff carbon fabric - Nomex honeycomb - Kevlar

sandwich composite structures for :
.The fenestron tunnel (10).
. The upper fin skin panels (6).
. The side skin panels (8).
. The aft cover panels (9) with inspection doors for
access to the TGB tube support ribs.

As an option, the two upper fin attachment fittings (4)

enable this fin to be folded in order to reduce i t s over
all height dimension.

The protection against lightning and electrical bonding

oC the antennas installed on the upper fairing are ensured
by a metal braid (14) which is incorporated in the leading
edge and connects the upper light alloy rib to the tail boom
junction frame.
THM

2.3.3 HORIZONTAL STABILIZER (Cont.1

@ INSTALLATION OF THE STABILIZER - OUTBOARD FINS ON THE FENESTRON FIN

The stabilizer (1) passes through the fin cone and is secured
to it by 2 bolts (8). The leading edge and trailing edge
spoilers (7) and (4) are screwed in. The outboard fins are
secured to the outboard rib studs (6). A pocket (2) provides
clearanca for the position light (5) power supply wires to
pass inside the tubes included in the stabilizer. A braid (3)
ensures electrical bonding between the fin and stabilizer.
 A&
THM E
J
...-?aerospatiale
2.4 ACCESS DOORS

Access doors to cockpit and cabin include :

- an opening and closing mechanism,
- a locking mechanism,
- a jettisoning mechanism,
- a spring-loaded rod which keeps the doors open in wind
up to 20 knots.
Doors may be maneuvered in wind up to 40 knots.
An indicating device allows to check correct closing of doors.
A mechanical device shows correct locking.
Two flap doors allow easier loading of cabin.
On RH side, a door provides access to the hold.
All doors are fitted with a key operated security lock. -
1. Hold door
2. Flap door 1
3. Rear paaengers'door
4. Front passengers'door
5. Pilot's door 1 LH side opposite handed

2.4.1 PILOT AND COPILOT DOORS

The doors comprise a welded light alloy extrusion frame-

work. Two plexiglas panels ensure total visibility. The
upper panels are fitted with foul weather windows. These
doors open forwards on two hinges secured to the cabin
structure by the jettison system.

2 - Locking handle
3 - Opening handle

2.4.2. PASSENGER DOORS

These doors are of the same construction as the pilot and

copilot doors. The lower area of each of the four doors i s
covered with a light alloy panel.

1 - Door lock
2 - Centering lock
3 - Latch ( 1 )
4 - Inside handle
5 - Opening lever
6 - Jettison lever
7 - Compensation lever
8 - Outside locking handle
8 - Opening pushbutton
10 - Outside handle
 THM

2.4.3 PILOT AND PASSENGER DOOR MECHANISMS

COMPENSATION RODS

The compensation rods cancel the'door opening load and

damp their closing movement. These rods are distinguished
by their force developed on extension. ~a/uL of F
The pressurized gas inside the cylinder by intercommunica- engraved on cylinder
tion of the chambers through the piston jet establishes a
uniform pressure. The difference in cross section S S1 -
determines the force of this rod extended. The rods installed Compression
on the pilot's doors are more powerful than those on the
Piston
passenger doors.
Cylinder

--=r-

OPENING OF PILOT DOORS

From the outside. From the inside.

2. Handle
3. Outside push-button
1 4. Return $ring
I
OPENING OF PASSENGER DOORS
From the inside.
From the outside.

5 1 2

1. Return spring
2. Inside lever
3. Lever return spring
4. Handle
5. Outside push-hutton

LOCK1NG SYSTEM

f
Two latches (1 and 3) controlled by a lever (5) fitted to a
handle (2) prevent inadvertent opening of the door. A red-
painted indicating device visible from the Pilot's seat, is
cleared when the door i s locked.

--
1 - Upper latch
2 - Outside handle
3 - Lower latch
4 - Spring-loaded

5
6
-
-
latch
Inside handle
Locking
indicating device Door locked
lndicating device
d!
Door unlocked
Indicating device
i s cleared i s visible
THM

2.4.3 PILOT AND PASSENGER DOOR MECHANISMS (Cont.)

JETTISONING SYSTEM

A handle, locked with snapwire or protected by a breakable co-

ver, makes it possible, should it be necessary, to jettison the 5
doors. Actuating the mechanism releases either the studs or the
hinge pins. A spring (6) releases the door. During the jettisoning
action the compensation rod end fitting is disengaged from its
1
swivel bearing, completely releasing the door.
2
PI LOT DOORS JETTISON

7 - Hinge stud
2 - Door
3 - Handle locking swivel bearing
4 - Swivel bearing locking spring
5 - Operating handle
FORWARD PASSENGER DOOR JETTISON 6 - Jettison spring
I n "closed" position, the passenger doors are centered on
locks (1), on the upper forward area.
These locks are cancelled when the jettison mechanism is
operated.

1 - Centering lock
'... 2 - Door
t
3 - Hinge studs
E.,

Cup,..;. ;.

AFT PASSENGER DOOR JETTISON All the mechanisms are shown

on the same plane.

1 - Centering lock
2 - Door
3 - Hinge pins
4 - Breakable cover
5 - Jettison handle
 THM

2.4.4 - FLAP DOORS

They provide a better access to the cabin for loading of
freight.

2. Upper lock
3. Safety pin

2.4.5 - HOLD DOOR

2. Lock

2.4.6 - INDICATING

I . "D0ORS"amber light
2. Relay 23~10.
3. Microswitch RH 36 W
LH 3 7 W
4. Microswitch RH 38 W
LH 39W
5. Microswitch RH 40 W
LH 41 W
6. Microswitch 21 W

Pilot's RH front RH a f t Hold

door door door door

, I ' 4

When all doors are closed, the series-mounted

microswitches are closed :
- the relay i s supplied ;
- the "DOORS' light is OFF. Co-pilot's
door
LH front
door
LH aft
door
I f a door is not correctly closed, the relay
is de-energized.
- The "DOORS" light comes ON. i h e hold door i s not correctly closed.
THM

2.5 STEPS

Four retractable steps, actuated by the electric actuators

with built-in microswitches, facilitate access t o the cabin for
the passengers.

The built-in microswitches automatically :

stop the actuator in "open" position,
stop the actuator in "closed" posifion.

Four indicating system microswitches (one for each step)

illuminate the STEP indicator light when one of the steps
i s not closed.

2.5.1 SYSTEM COMPONENTS

1 - Control switch 70 M Yopen" and "closed momentary

positions)
2 - Aftstep
) RH side opposite hand
3 - Forward step
4 - Amber "STEP" indicator light on panel 7 a
5 - Microswitch which controls light (4)
6 - Strap (7) return spring
7 - Step retaining cable
-
8
9 -
Aftactuator
Forward actuator
} RH side opposite hand
 THM

2.5.2. FOOTSTEP OPERATION

The circuit is shown

in steps closed
configuration

The system operation is perfectly clear :

Continuous action on switch (1) in the "opening" direction
causes the electric actuators (3) t o operate via the "end of
opening travel" (EOT} contacts. The "end of closing travel"
(ECT) contacts trip as soon as the steps start to open. A t the
same time, the indicating microswitch (4) grounds the
(( STEP )) indicator light which comes on.
A t the end of the opening operation the EOT contacts open
each of the actuator power supply circuits : the actuators
stop.
The same principle applies for closing. The actuators are
supplied via the ECT contacts. The last step to close trips
the indicating system microswitch opening the indicator light
(2) circuit ; the light goes out.

FOOTSTEP CLOSED FOOTSTEP OPEN

Indicating system

ECT EOT
ECT EOT
 THM

3 - M A l N ROTOR DRIVE SYSTEM

3.1 - Main functions from engine to main rotor 3.4 - M.G.B. lubrication system
3.2 - Enginesto-maingearbox coupling 3.5 - Rotor brake
3.3 - Main gearbox (M.G. 6.) 3.6 - M. G.B. attachment

3.1. MAlN FUNCTIONS FROM ENGINE TO MAIN ROTOR

1 I ENGINES-TO-M.G.B. COUPLING I

4
3
2
5 4

3.2. "ENGINES-TO-MAIN GEARBOX" COUPLING

1 - Flexible coupling
The "engines-to-main gearbox" coupling 2 - Front housing
-transmits the engine torque to the main gearbox (coupling shaft-3) 3 Coupl!ngshafr
-supports the engines (Engine front attachments) and links them dynamically to
4 - Rear housing
the main gearbox (through coupling housing-6)
5 - Engine coupling flange
Observe : 6 - Coupling housing assembly
. flexible coupling (1) of coupling shaft 7 - Universal joint (on M. G.B.)
. universal joint (7) between front housing and M.G.B. The universal joint permits
some flexibility in engine-to-M.G.B. alignment.
8 - Shim
THM

3.3. MAIN GEARBOX (M.G.B.)

FREE-WHEEL PRINCIPLE
3.3.1.M.G.B. KINEMATICS

Power from the engines is transmitted to the rotors through the

M.G.B. after rotational speed reduction. On the other hand, the
M.G.B. drives the accessories such as hydraulic pumps, alter-
nators...etc. ..

-2 The motion is imparted by the engine : Rollers A

.
are engaged The engaged free-wheel drives the
rotors.
6000 rpm

The motion is imparted by the rotor (Autorota-

tion) or by the other engine if the engine con-
7 - Power input (RH. Engine) cerned has failed : Rollers "A" are free. The free-
2 - Epicyclic reduction gear wheel is disengaged. The engine i s not driven and
no power is absorbed.
3 - Alternator drive lop tional)
4 - Power input (LH. Engine)
5 - LH. free-wheel
6 - L H. hydraulic pump drive
7 - L H. alternator drive (optional) 12 - Rotor brake
8 - "Tail rotor" drive output shaft 13 - Fan (Engine and M. G.B. oil cooling)
9 - 2nd oil pump drive (optional) 14 - RH. alternator drive (optional)
10 - Tachometer generator drive 15 - RH. hydraulic pump drive
I I - Oil pump drive 16 - RH. Free-wheel

3.3.2. MAIN M.G.B. ASSEMBLjES AND EQUIPMENT

I - Input casings
2 - Planet pinion cage (drives the
rotor shaft)
3 - Upper cover and epicyclic reduc-
tion gear
4 - Oil filter
5 - "Engine" power inputs
6 - Oil pump
7 - "Tail rotor" power take-off
8 - Main casing
9 - Hydraulic pump power take-off
10- Fan hub
I1 - Rotor brake
72 - Rotor brake disk
13 - Tachometer generator power
rake-off
14 - Lower cover
 . . -.

THM

3.3.2. M.G.B. M A I N ASSEMBLIES A N D EQUIPMENT (Cont.)

, *
I
L-
See key on opposite page
THM

3. 3. 2. M.G.B. M A I N ASSEMBLIES AND EQUIPMENT (Cont.)

1 - Input bevel gear pair 14 - Planet gears (5-0f f )

2 - RH. hydraulic pump drive shaft 15 - Planet gear cage
3 - Input drive shaft 16- Main bevel wheel
4 - Freewheel rollers 17 - Planet gear shaft
5 - Free-wheel shaft 18 - Tail rotor drive bevel gear
6 - Input power flange -
19 Tail rotor drive pinion
7 - Flexible coupling (connects with engine drive shaft) -
20 Front flange
8 - Universal joint ring 21 - Flexible coupling
9 -
Universal joint half-she/! (connects with engine-M.G.B. 22- Rear
. ,,, .,, junction casing - hinged coupling) 23 - Drain plug
10- Alternator driving pinion (optional) 24 - Rotor brake
I1 - L H. hydraulic pump drive shaft 25 - Rotor brake disk
12 - Driving pinion of rotor brake disk and fan 26- Fan hub
13- Epicyclic reduction gear fixed ring 27- Fan
1% THM

' 3.4. M.G.B. LUBRICATION SYSTEM

A gear type pump (14) draws oil from M.G.B. bottom and delivers it through two oil coolers (16) p l a d in the air flow of a i
fan (15). The cooled down oil flows through a filter (17) and i s then delivered t o jets which lubricate both the rotor shaft
bearings and the M.G.B. bearings and gears.

PH.BTP P BT,
1 2 - 1 - -

- - - - - - -t---'-

3 ; ,;-[T,,
1
I - I -
,1

'. - -' . -_*

ENG. 1 ENG.2
/

Warning light (5)also indicates

that oil temperature limits on
engines are exceeded.

- - -- ~-

- M.G.B. oil pressure : P < 0.6 bars

- M.G.B. oil temperature : T > 136 'C
. Pressure relief valve (1 1 ) calibration : 3 bars

I
1 - Oilpressure gauge
2 - Oil temperature indicator
3 - Oil low pressure warning light
4 - Flashing "A LA RM" lignt
5 - "Oil temperature limit" warning light
6 - Temperature probe (variable resistor)
7 - Thermal switch
8 - Filler neck
9 - Self-sealing drain plug
10 - Level sight
II - Pressure relief valve
12 - Strainer on pump suction line
13 - Magnetic chip detector (on pump suction line)
14 - Gear type pump
15 - Fan (plastic material)
16 - Oil coolers
17 - Filter, 45 pm capacity
18 - Filter by-pass, calibrated at 1.5 bars
19 - Pressure transmitter (variable reluctance)
20 - Pressure switch
21 - Check value
Observe the various oil jets and lubricated areas.
 THM

3.4. M.G.B. LUBRICATION SYSTEM (Cont.)

.J &

I - Pressure transmitter
2 - Pressure switch
3 - Filter
4 - Filler neck
5 - Drain plug
6 - Magnetic chip detector
7 - Oilpressure pump
7a - Oil samplingplug for SOAP
8 - Temperatureprobe
9 - Level sight
10- Thermalswitch .
1 1- Fan support
12- Fan
73- Oil coolers
LUBRICATION SYSTEM MONITORING
14 - "Oil low pressure" warning light
15 - "Oil temperature IimiY warning
light
16- Flashing"ALARM"light
17 - Pressure gauge
18 - Temperature indicator
 THM

3.5. ROTOR BRAKE

The ratbr brake is used to reduce the run down time of the rotQrsand enables their
immobilization on parking area.
. Braking speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . <
: Nr 170 rpm
. Minimum interval between 2 braking operations . . . . . . . . . . : 5 minutes
. Mean stopping time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . : 12 seconds
BRAKE OPERATING PRINCIPLE : Control handle (7) is engaged in front notch.
The rotor brake is released and indicator light i s "off". Control handle engaged in
rear notch : came (4) rotates and actuates both shoes (3) (5) which apply friction
pads (2) against rotor disk (1). As soon as control handle i s moved ,the indicator
light comeson. Spring rod (6) determines the braking force which is, therefore,
independent of the force applied by the Pilot on the control handle.

I 3
7
FWD

ROTOR BRAKE CONTROL SAFETY

(PRINCIPLE)

-
-
FWD

. Engines running (fuel flow control lever forward) the

brake cannot be applied to the rotor.
. Rotor brake applied (control lever rearward) the fuel flow
control levers cannot be set forward. The engines cannot
be started.
The figure shows stops ( 6 ) which make the fuel flow con-
trol levers dependent on the brake @osition.In this figure,
the engines are running, the rator brake i s released. Braking
i s not possible.

7 - Spring rod
2 - Rotor brake disk
3 - Friction pads (friction tihing)
4 - Front shoe
5 - Friction pad return spring
6 - Rear shoe .
7 Brakesu~port
8 - Cam
9 -Control lever
10- Cowrol handle
I 1 - Indicator light
 Ab.
aerospatiale
THM -*
n-4

3.6. M.G.B. ATTACHMENT

MAlN GEAR BOX BOTTOM SUS-
/- PENSION
. An elastic suspension is mounted
between M.G.B. bottom and srruc-
ture. Thus, the main gearbox can
MAIN GEARBOX SUPPORT oscillate in longitudinal and trahs-

-
verse directions, about the conver-
4 suspension bars, secured at one gence point "0" of suspension bars.
end to rotor shaft casing and, at the Low deflections, dampened by
other end to the strucrure absorb elastic suspension stiffness enable
the lift forces and moments gene- the horizontal vibrations caused by
rated by the rotor. main rotor to be absorbed.

3.6. I . MAlN GEARBOX SUPPORT

/ I - Rotor shsft housing yoke 1

2 - Self-lubricating ball-joint end
fitting
13 - Suspension bar
- Self-lubricating ball-joint
4
structure fitting
I
3.6.2.M.G.B. BOTTOM SUSPENSION

7 - Negabve torque safety device (prevenfs sepa-

ration of elastomer maferial when tension
stressed . Rotor braking or autorotation)
2 - Laminated elastomer stop
3 - M. G.B. bottom
4 - Fixed ball joint end fitting
5 - Diagonal cross-member
6 - Torque stop (secured to the bottom of M,G. B.)
7 - Roving bar (glass wires)
8 - Sliding ball-joint end fitting
9 - Adjusrable stop LATERAL LOADS L ONGITUDINAL LOADS
THM

4 - MAlN ROTOR

4.1 - Main Rotor Subassemblies 4.4 - Main Rotor Blades

4.2 - Main Rotor Mast 4.4.1 - Blade Specifications
4.2.1 - Rotor Mast Subassemblies 4.4.2 - Main rotor Blade Components
4.2.2 - Rotor Mast Components 4.5 - Rotor Speed Monitoring
4.3 - Main Rotor Head (MRH) 4.5.1 - Rotor RPM indicator ,
-
4.3.7 General 4.5.2 - "Min./Max. RPM" Aural Alarm
-
4.3.2 Rotor Head Dynamics 4.5.3 - Component Locations
4.3.3 - MRH Components

The main rotor provides both lift and horizontal motion.lt

comprises the rotor mast (31, the rotor head (2) and four
rotor blades (1).
The rotor mast, mounted on the main gearbox (MGB), drives
the rotor head and transmits rotor lift to the airframe.
IhecotoLhcd ismwR-~tw&sttpports
the rotor blades. It sustains blades lift and rotor rotational
stresses (centrifugalforce, flapping and drag loads).
The rotor blades convert engine mechanical power into
aerodynamic lift.

Main rotor diameter :

11.93m
Rotation speed (governed): 350 rpm

4.2 MAlN ROTOR MAST

4 . 2 . 1 ROTOR MAST SUBASSEMBLIES

The rotor mast CONI- The SWASHPLATES

CAL HOUSING sup- ASSEMBL Y, actuated
ports the rotor shaft, by the rotor sewocon-
riding in a l i f t ball-bea- trots, control the blade
ring, and anchors the pitch angle (cyclic and
suspension rods that collective pitch control)
transmit lift forces to
the aircraft structure.

The MGB-driven RO- The PITCH CHANGE

TOR SHAFT supports RODS (6) transmit
the main rotor head. swashplatemotionto the
main rotor head attach
beams, and are adjus-
table in length for air-
craft blade trackingpur-
poses. The STA TIONA-
RY SCISSORS (C2)
prevent the lever swash-
plate from rotating. The
ROTATING SCISSORS
(CI) drive the upper
swashplate in rotation.
 THM

1 - Droop restainer ring (supports weight of rotor blades

when MRH is not rotating)
2 - Rotor shaft
3 - Rotating scissors
4 - Swashplate bearing guard baffle
5 - Swasplate ball ring
6 - Swashplate guide
7 - Vent breather
8 - Non-rotating scissom
9 - Conical housing
10 - Phonic wheel (min./max. rotor rpm alarm)
1 I - Bearing oil jet
12 - L i f t ball-bearing The splined end of the rotor shaft mates with the MGB
13 - Magnetic sensor (min./max. rotor rpm alarm) planet pinion cage.
14 - Non-rotating swashplate A magnetic chip detector (D) is provided to monitor the
15 - Strobe light striker (for rotor balancing) condition of the lift bearing (12)
16 - Rotating swashplate For maintenance simplification purposes, the lift bearing
17 - Pitch change rod (length-adjustable) (12) fits freely on the shaft and is driven in rotation by a
system of lugs.
 THM

4 . 3 MAIN ROTOR HEAD (MRH)

9-' \
4 . 3 . 1 GENERAL

The basic rotor head component is a STAR with four arms that are FLEXible
on the flapping axis. The principle behind the STARFLEX rotor head is to
connect the rotor blades to the star arms by means of rigid attach beams that
ensure FLAPPING, DRAG and PITCH CHANGE functions without the use
of antifriction bearings.
Flexible components are provided between the attach beams (3) and the star
arm ( 1 ) :
. a laminated spherics! thrust bearing (2) (sandwich construction of steel I
cups and thin elastomeric plies)
. two elastomeric blocks (4)

1 - Star arm. The star is molded, ovencured glass/epox y laminate

construction.
2 - Laminated spherical thrust bearing, with torsional, flapping
and drag flexibility, but compression stiffness. This is the heart
of the S TARFLEX rotor head, and sustains all rotor motion
and loads.
3 - Blade attach beams (roving, moltoprene filler, carbon fiber
skin)
4 - Elastomeric blocks (shear-deformable, but with dragwise stif-
fness and damping action)
5 - Self-lubricating oscillating bearing (centers the blade attach.
Only parts required for the functional explanation beams at the out board'end of the star arm)
are shown schematically

4.3.2 ROTOR HEAD DYNAMICS

The STARFLEX rotor head can be compared to hinged rotor head with flapwise and dragwise elastic return (the star arms and
elastomeric components act like springs).

a - PITCH CHANGE

The star arms are rigid torsion wise

under the action 4

of pitch
control lever... I
11 -

...the laminated spherical thrust

bearing distorts torsion wise ...
- ...and the attsch beam rotates @bout
the axis passing through the
laminated spherical thrust bearing center (0)
and the oscillating bearing center (0')
- .

NOTE : The pitch change lever end (E) being directly opposite the
there Is no geometric pitch/
spherical thrust bdaring cqmr (0).
flapping coupling (no K-link)
 THM

4.3.2. ROTOR HEAD DYNAMICS (Cont.)

@ (tFLAPPINGs FUNCTION

The star arms are flexible.Hapwise

they bend upward or down ward under the action o f flapping forces...

... causing the flapping of the blade and attach beam assembly
about the center 0 of the laminated spherical thrust bearing (elastic
distorsion of bearing

@) ((DRAG, FUNCTION

.-7
The star arms are rigid dragwise

under the action

- distort under shear loads

/
They ensure both :
- stiffness effect permitting to
attach beams} moves about center u C h / -
ao)bst the natural frequency
dampening which limits the
of the laminated spherical thrust bearing oscillation amplitude.
{efastic distorsion of the bearing)

@WITHSTANDING CENTRIFUGAL LOADS

The centrifugal loads are taken throught the attach beam by the./aminated spherical thrust bearing which resists the compres-
sion, and transmits the loads to the thick center section of the star where they balance each other. The star arms-are not
stressed.
 4.3.3 MRH COMPONENTS
.Y
L
1 - Rotor head fairing
2 - Self-lubricating oscillating
bearing
3 - Frequency adapters (elas-
tomeric blocks]
4 - Black attach beams
5 - Laminated spherical thrust
bearing
6 - Pitch-change lever
7 - Star
8 - Aircraft hoisting eye
9 - Balance plates

7 NO POSSIBLE E RR O R ON DISA~SEMBLY
OR REASSEMBLY 1

CONING STOPS AND DROOP RESTRAINERS. The coning stops are designed t o permit starting in high winds. She droop
restrainers prevent the star arms from sagging when the rotor i s not spinning.
i

t
When the rotor is stopped, or turning at low speed during s t rting, the
coning stop "CS" prevents the rotor blade from flapping upward

i
When the rotor i s spi ing, cen-
trifugal force "F" on he hinged
flyweight " Wcauses he coning
stop to retract, and t e blade is
free to move on the fla ping axis.
On deceleration prio to shut-
down, the'spring "S" +turns the
coning stop against the upper
2 - Attach beam contact pad attach beam.
3 - Droop restrainer contact pad with
w a r resistant plate
- Droop restrainer ring Droop restrainer operation i s wlfevident. When the rotor io stqpped, the
5 - Mounting bracket blade weight moves each lower attach beam into contact with the droop
restrainer ring (4)
 THM

4.4 MAlN ROTOR BLADES

4 A 1 BLADE SPECIFICATIONS
Unit weight : 42.3 kg Airfoil : OA2 plan-convex
Length : .....-......-.........-....................................:................. 5275 mm - constant OA212 from stn 1000 to stn 3690
Twist : ................................................................. See curve below - evolutive (OA212-0A209+0A207) from stn 3690 to
Chord :..-...-385 mm in constantprofile section, 405 mm at blade tip
outboard end

25 % chord lfne

O.N.E. R.A. Type 2

t

4
L-- Evolutlve airfoil
'5127mm 14666mm
-+-- Constant OA212 airfoil
;3690mm ,-,A~CT - 0

4.4.2 MAlN ROTOR BLADE COMPONENTS

I'
L

For aerodynamic

hub, the 6th tab

#'

1 - 3-piece stainless steel leading edge strip 10 - Dynamic Lbncing Bbs

2 - Integral brass weight (determines natural flapping 10a- Blade folding aupport marking (yellow line)
frequency) 11 - Swept-back tip fairing
3 -Blade root cap 12 - Static balance m&ht mounting stud
4 - Steel attach bushing f3 - D ymmic balance w @ h tmounting SCM
5 - Blade root wedge 14 - Tip fairing mounting bmket
6 -Blade root doubler (carbon & glass cloth) 15 - Leading edge skin (carbon & glass cloth)
7 - Rear Z-shaped web (glass cloth) 16 - Polyurethane foam core
8 - Front Z-shaped web (4-ply carbon cloth) 17 - Trailingedge skin (carbon & glass cloth)
9 - Blade spar (fiberglass roving) 18 - Trailing edge str@ (glass cloth)
9a - Blade center of gravity (yellow circle)
-
 THM

4.5 ROTOR SPEED MONITORING

The cockpit display instruments include a rotor speed (NR)tachometer indicator, and an aural warning audible whenever the
rotor speed is outside specified minimum and maximum rpm limits.
t.. .
4.5. 1 ROTOR RPM INDICATOR : Principle of Operation
i
I The rotor rpm indimting assembly is a self-contained measu-
ring system. The transmitter is an MGB-driven 3-phase alter-
nator (1) that generates a current of a frequency proportional
to the rotor speed. This current supplies a synchronous mo-
tor (2) in the indicator unit ; the motor runs at the same
speed as the alternator, and drives a magnet (3) which exerts
torque by Eddy current induction on an aluminium disk (4)
connected to the .indicator pointer. The disk driving torque,
counterbalanced by a spring (5), i s proportional to NR.

TRANSMITTER INDICATOR

4.5. 2 "MINIMAX RPM" AURAL ALARM : Principle of Operation

The switch enables to stop

the Horn.
Horn "0 FF", light "ON".
- PP8 N.Shed. PP9 N.Shed.
Min. dia

Max.
m
difi
-.
PHONIC WHEEL

/
\
I!

form
&
-
,
ELECTRONIC
DETECTOR UNIT
Wave-

Phonic wheel is driven by ro- .Converts input to squa-

tor. As each tooth passes the re-wave signal
sensor it induces an alterna-
Reference

Comparators "'C" only pass

the voltage signals correspon-
ding to the alarm condition :
\
I

Signal is audible in ICS

A = current amplifier

J
ring current with a frequency N ~ = 3 3 5 t o 3 8 0 r p m : ClandC2
proportional to NR blocked: Horn is silent

The ratio of the square wave

period to the time base deter-
mines a DC voltageproportio-
nal to the input signal fre-
quency, and therefore to NR
. NR > 380 rpm : C1 conducts:High-frequency audio tone

NR < 335 rpm : C2 conducts:Low-frequency audio tone

N R < 170 rpm : C3 conducts and
blocks amplifier A 2 : Horn is silent
 THM

4.5 ROTOR SPEED MONITORING (Cont.)

4.5.3. COMPONENT LOCATIONS
I

Max. rotor biaking speed

index :
Do not apply rotor brake at
speeds above 170 rpm

C
4

\--\
vj--
'
\$&. ;-7i.
7
1 - Horn switch FWD .. .. .: ..
2 - Triple tachometer indicator 6 .:' .. . " . -
Pointer "R" = Rotor rpm -- - _.-- , (.
-, :/ .
. .. . .

Pointers "I" & " 2 = Free turbine rpm for both engines i , ...
. .. . r'

in nonnal operation, all three pointers are superimposed

^-
L , :
, F... r.,, x. \ ,.;
3 - Tachometer transmitter
4 - Audio warning magnetic sensor
5 - Audio warning elecrronics unit (in console)
6 - Horn (on overhead panel between the pilots)
7 - Copilot's rotor rpm indicator (optional)
8 - HORN off indicating light
 A
THM
.--
EEBa-swe

5 - TAIL ROTOR D R I V E SYSTEM

r.<
1-

5.1 - From M.G.B. t o tail rotor 5.3.I - T.G.B. components

5.2 - Tail rotor drive
'

5.3 - Tail gearbox I T.G. B.

5.1. FROM M.G.B. TO TAlL ROTOR

From the M.G.B., the tail rotor i s driven by :

- the tail rotor driveshaft (1)
- the tail gearbox (2)

- ,, 5.2. TAlL ROTOR DRIVE

.. .--,

The transmission consists o f 3 shafts : one forward shaft
(2), one center shaft (5) and one rear shaft (7). Center and
-
rear shafts are supported b y five bearings (4) ball bearing
rotating i n an elastomeric viscc-elastic damper. The tube,
couplings, splined end-fittings or end flanges are bonded
and bolted after installation o f elastomer bushes ( 11) and
bearings (13). The forward shaft is coupled t o the centre
shaft b y a flexible coupling (3). The centre and rear shafts
are assembled with bolts. The bearings are lubricated
periodically. The forward and rear shaft splined ends (1.8)
f i t into the M.G.B. and T.G.B. coupling flanges.

I1 - Splined end fitting (steel) 9 - Clamp for rear bearing (4 off/

2 - Forward drive shaft (light alloy) 10 -
Bearing bracket
-
3 - flexible coupling stacking of flexible steel disks I1 - Elastomeric bush bonded on shaft
4 - Bearings. 12 - Damping ring (elastomer)
5 -
Center drive shaft (light alloy) -
13
d eari in^
6 - . Shaft cwpling flanges 14
- First bearing bracket
7 - Reqr drive shaft (light alloy) -
15
First bearing half-clamp.
8 - Splined end fitting (steel)
-
 THM

5.3. TAIL GEARBOX (T.G.B.)

The T.G.B. is a splash-lubricated reduction bevel gear whose

output gear shaft drives the tail rotor.

lnput speed : 4009 rpm

Output speed : 3665 rpm

1 - Coupling tube attachment screw

2 - lnput housing
3 - Flexible cwpling flange
4 - lnput pinion
5 - Roller bearing
6 - Pitch control rod (actuated by the
servo-con troll
7 - Servo-control attachment
8 - Oil level sight
9 - Main casing
10- Output pinion
11 - Control rod thrust bearings
12- Output pinion thrust bearing
13- Lip seal
14- Rotating sliding shaft. This shaft
controls the tail rotor blade pitch
variations
15- Rotor hub attachment nut
16 - Tapered roller bearings
17- Lipseal
18 - Flexible coupling

A B

D C

VIEW SHOWING TGB (B) AND THE

1 - T.G.B. aft attachment tube SURROUNDING COMPONENTS
2 - Filler cap with air vent
3 - Borescope inspection hole plug
4 - Shim Note aft mounting tube (A),
5 - T.G.B. forward attachment coupling tube servocontrol(C)
and seizing detector (D).
6 - Drain plug fitted with a magnet
 instruction mornrdl

6 - TAIL ROTOR

6.1. ROTOR CHARACTER ISTlCS

1
-- -----a-

t h e tail rotor deu4loer a Tr thrust which bafrncw the ram

tion (aqye (CR)of-the &in rotor provides
trr, o u d L On its p mi*.
Thii ramr is of tha tanin-tin Qwisn :
"FENESTRON &ROSBAT#AL~?"

twist : 7%' ffmm Qm4dn root to!

2'2 a t tlpl
iu_bbduaol---------
s. - ~ i i T a f fF
C ~
Blede thieknaa k m root so tip
pitchrange :-29*to+311U
. hue :from - 00 daN 14 + 400 4pN
? - L
?-I- I

6.2. ROTOR COSJTROL LINKAGE

V
. PITCH CONTROL :

The pitch change control rod I l l actuated by the rear servo.
unit drives c~ntralshaft (3)which dicb in and rotales with
rotor i h a f ~(21. Spid4r LB), integral with MP control shaft.
actwrm the W e root crankdm (61. Spring L4) tends ;O
bring the blobs towads hi* pirch thus raducing loads on
aircraft m r o l in uor of tail srwr-unit failure.
.,-\
;?,1- BLADE DR lVE AND ATTACHMENT :
The b h are driuen by hub (8). A baring 17) prwidas far
rotation of the bled= shout their aKk Ipitch wvnimions). The
mnlon bar 191, medm up of stsrl stripr. abrorbs the Cmtri.
fugal lo& and sllovvr pitch vadatlana Itorrionbar dinorsiW.
WN instruction manual

5.3. TAIL GEARBOX (T.G.B.)

The T.G.B. is a splash-lubricated Slep up bevel gear.

I t s output shall drivers the tail rotor.

-
R o t a r i d speed of input pintun :4010 rPm
Rotatianat speed of output shaft :41'06 rpm
@ ,
I . FEtxible coupling
2 - input hwsing
3 - Oil slinger secured on to pininn
4 - Bevel .par - g)iral bevel teeth
5 - Pitch change control rod aeluated

-7
by the rear servcrunit
6 - Servo.r~nilartaci~ment
7 - Main casing
8 - teil rotor shaft
9 - Pitch change rod thrust &wing
'0 - R e m spring - In case of senmunit
faijum, this wring tends to stt the
blades mwards high pitch thus de.
creasing the pilot's cvnnol laads
I . Output hwsing
2 - Oil slinger
3 - Dynamic real (serrated bush)
4 - Rotatingldiding s9~alr. This shah
contmk the mil rotor blade pitch
chmges
5 - Spider attachment
6 - Tail rotor attachment
7 - Tsper roller bearings
8 - Lip seal
9 - Input flange
0 - Tail drive coupling f/w#ge
I - Oil filler plug with air vent
2 - Drain pH@ equipped with a chip
demmr msgnetic element
3 - Oil level sight
--

View showing T.G.B. (6) with servo-unlt

(C)and T.G.B. mounting support ( A l and
tail rotor servo isolation electric valve ID).
 THM

6 - TAIL ROTOR
-.
!
-.-
6.1 - General 62 - Tail RotorHub 1T.R.H.J
6.2- Rotor Linkage 6.4 - Tail Rotor Blades

6.1. GENERAL

The tail rotor develops a Ty thrust which balances the reac

tion torque (CR) of the main rotor ; it provides control of
the aircraft on i t s yaw axis.
It is an "AEROSPATIALE FENESTRON" "fan-in-fin"
rotor.

Specification Data :
- Number of'blades . . . . . . . . . . . . . .: I1
- Rotation direction
(Viewed from rotor side). . . . . . . . . . . .: Clockwise
- Diameter. . . . . . . . . . . . . . . . . . . ., .: 1.I w rn
- Rotation speed . . . . . . . . . . . . . . ..: 3665 rpm
- Thrust....... . . .: 560 daN

6.2. ROTOR LINKAGE

itch increase

@- PITCH CONTROL :

The pitch change control rod (1) actuated by the rear servo-
I
unit drives control shaft (3) which slides in and rotates with
ROTOR

@- BLADE DRIVE AND ATTACHMENT :

The blades are driven by hub (7). A bearing (6) provides for
rotation of the blades about their axis (pitch variations).

--- rotor shaft (2). Spider (5), integral with the control shaft,
actuates the blade root crankpins (4).
The Kevlar torsion bar (8), absorb: the centrifugal loads
and allows pitch variations (torsion bar distortion).
 THM

6.3. TAIL ROTOR HUB (T.R.H.)

1
2
3
-
-
-
External bearing ring
Pitch control crank pin
Hub
I 7
8 -
9 -
-
Fairing
-
Centre plate Secured to pitch control shaft

Blade. root attachment bolt on hub

4 - Hub drive flange 10 - Internal bearing
5 - Blade root immobilizing washers 11 - Balance bolt and washers
6 - Pitch change spider 12 - Hub-to-T.G.6. shaft lock nut
 THM

6.4. TAIL ROTOR BLADES

', -\

Specification Data :

Airfoil........ .. 63A312
Chord ........... . . . . .: 79mm
Number of blades ... . . . . .: 11
Twist ........ . . . . .: -7O
Pitch range. . . . . . . . . . . . . . . . .: -23" to + 39O
Weight of a blade.. . . . . . . . . . . ..: 0.35 kg
Each composite material blade includes a ~ & l a rspar (3)
wrapped round an aluminium spool (4). This spar is embed-
ded in blade (7) and constitutes a twistable area which
enables pitch variation.

-
2 Leading edge protective strip (titanium)
-
3 Spar (Kevlatj
4 - Spool (aluminium)
5 - Pitch control crank pin
-
6 Blade root (glass fiber and polyamide)
THM
aemPatiale
~%s'

7 - FLIGHT C O N T R O L S

7.1 Flight Control Operating Principles 7.3 Tail Rotor Control

7.2 Main Rotor Controls 7.3.1 General Descrip rion & Operation
7.2.1 General Description 7.4 Flight Control Adjustment Principles
7.2.2 Main Rotor Control Operation 7.4. 7 Main Rotor Control Channel Principle
7.2.3 Main Rotor Con trol Components 7.4.2 Tail Rotor Control Channel Principle
7.2.4 N LIMIT n Indicator Light

7.1 FLIGHT CONTROL OPERATING PRINCIPLES

The flight controls modify the pitch angles of the main

and tail rotors allowing the pilot to control aircraft
flight by modifying its altitude, speed and heading.

The collective pitch lever ( 1 ) controls the main rotor

l i f t (FN) by simultaneously modifying the pitch of all
the blades. Remember that FN includes two components :
a vertical lift vector (S), and an airspeed vector ( V ) the
direction and magnitude of which are controlled by the
cyclic pitch stick (2) which controls the rotor disk tilt
angle by means of cyclic variations in blade pitch. The
yaw pedals (3) control the t a i l rotor thrust (Ty) and
thus the aircraft heading.

@MAIN ROTOR CONTROL OPERATING PRINCI- I Aircraft pitch axis

PLE iL-'
/ y
Moving the cyclic stick fore-and-aft actuates the
pitch channel linkage (controlling helicopter motion Swashplate
about the pitch axis) and controls swashplate motion Aircraft roll axis
at point 8. For example, the swashplate moves downward
at point B when the cyclic st~ckis moved forward. Points
A and C remain stationary. The resulting cyclic pitch
variation t i l t s the rotor disk forward.

Moving the cyclic laterally actuates two roll channel

linkages (controlling helicopter motion about the roll f \
axis) and controls swashplate motion at points A and C. washplare
For example. moving the cyclic stick to the right causes roll control tilt axis
point A to move downward and point C to move upward
by the same amount. Point B .remains stationary. The
resulting cyclic pitch variation tilts the rotor disk to the
right. ,-
Fore-&-aft stick movements : swashplate
is driven at point B and tilts about
Moving the collective lever causes all three points the X axis.
(A, B and C) to move simultaneously by the sameamount.
For example, pulling up on the collective lever causes Lateral stick movements : swashplate is
the three points to move upward, thereby increasing the driven at points A & C in opposite direc-
collective pitch. tions, and tilts about the Y axis.
@ T A I L R O T O R CO NT R O L O P ERA TI N G PRIN C IP L E

Tail rotor control is s~mpler than for the main rotor.

When the right-hand pedal is pushed forward, the tail Co//ective /ever movernen ts : swashplate
rotor pitch increases, thus increasing the rotor thrust is driven simulnaneously at points A, B
Ty. Pushing the left-hand pedal forwcrd produces the Low and C, and moves parallel to itself
opposite result. without affecting cyclic pitch variation.
 THI

7.2 MAIN ROTOR CONTROLS

7.2.1 GENERAL DESCRIPTION

The control linkages connecting the cyclic stick (101, the

collective lever (8)and the swashplate (3)consist of rigid link
rods functionally interconnected by bellcranks and relays.
Each control channel drives the swashplate through a hydrau-
lic servocontrol (1) ( 2 ) (4) that provides the required actua-
ting force. The basic aircraft flight control system is a single-
control design without automatic pilot. Dual controls and an
auto-pilot system are availal~leas optional equipment.

' I
2
R H roll servocon trol
Pitch servocontrol
3 Swashplate
4 L H roll servocantfol
5 L H mixing unit
6 Copilot's quick-disconnect collective pitch lever
(dual control option)
7 RH mixing unit
8 Pilot's collective pitch lever
9 Collective lever torque shaft
70 Pilot's cyclic pitch stick
1 I Cyclic stick torque shaft
12 RH roll channel bellcranks
13 Copilot's quick-disconnect cyclic pitch stick (dual

-
I
con trol option)
14 LH roll channel bellcranks
Roll channel control linkage
r Pitch channel control linkage.
Collective pitch control linkage - From mixing
unit outputs collective pitch control uses the pitch and
roll channel linkages : moving the collective lever causes
the three swashplate actuators to move by equal
amount...

the RH mixing unit

The mixing units (5) (7) constitute the interface between the cyclic and
has only one
roll channel bellcrank
I
collective pitch controls ; they allow each control channel to operate indepen.
dently without interaction with the other channels. This means, for example,
that increasing or decreasing the collective pitch does not modify the swash-
plate tilting angle (i.e. the cyclic pitch setting remains unchanged), and that
moving the cyclic stick does not modify the collective pitch value (i.e. the
swashplate tilts, but the center remains at the same height).
THM

7.2.2 MAIN ROTOR CONTROL OPERATION

The simplified flight control diagram on this page illus-

trates the effects of operating the cyclic stick and the
collective lever.

EXAMPLES

When the cyclic stick is moved to the right, the two roll
channels move equal amounts in opposite directions,
causing the swashplate t o tilt toward the right on the
(( Y )) axis (which passes through the pitch servocontrol

mounting point).

When the cyclic stick i s moved forward, the pitch channel

causes the swashplate 20 tilt forward on the (( X )) axis
(which passes through the two roll servocontrol mounting
points).

When the collective lever i s pulled upward to increase

the collective pitch value, the pitch and roll channel
sutpwsfre~~i~-tnsitsailmvrthtrsarrcam~
in the same direction. The swashplate moves upward
parallel to i t s initial position.

r'
I
L H MIXING UNIT OPERATION (operating principle is the same for the RH mixing unit).
I Cyclic stick to the riaht I Cvclic stick forward I Collective lever upward

'Thg' Poll chAnnel bellcrank pivots'

on the collective pitch belierank,
-
The pitch channel bellcrank pivots
w uQ
I

The coNective pitch torque shaft

which remains stationary. on the collective pitch bellcrank, and bellcranks rotate, causing the
On the RH mixing unit, the bellcrank which remains stationary. pitch and roll channel bellcranks
moves in the opposite direction. all to move by the same amount.
5 THM

7.2.3. MAIN ROTOR CONTROL COMPONENTS

@ CYCLIC PITCH CONTROL

6 I. Lateral control rigging point

82. Longitudinal control rigging poin t
I. Cyclic stick grip
2. Cyclic stick
3. Boor
4. Pilot's cyclic stick pivot yoke
5. Bell- bearing
6. Roll channel link rod
7. RONchannel link rod
8. Cyclic stick roll channel torque link
9. RH roN channel lever assembly
10. Cyclic stick torque shaft
1 1, Copilot's cyclic stick pivot yoke
72. Microswitch (13) actuator cam
13. Cyclic stick pitch channel position indicator micro-
switch (30 % / 70 % of travel arc)
14. Pitch channel lever
15. Roll channel link rod
16. Pitch channel link rod
17. L H roll channel lever assembly
18. Roll channel link rod
 THM

7.2.3 MAIN ROTOR CONTROL COMPONENTS (Cont.)

The tension of spring (8) countet.balances the weight of the

collective lever so that the lever remains in any position
when the friction lock (15) is loosened.

1. Torque shaft ball-bearings

2. Collective lever n Low Pitch u retainer stud
. 3. Collective lever grip
4. Collective pitch lever
5. Sc3le quadrant (collective pitch indicator)
6. Collective pitch index
7. Collective lever base housing
8. Collective lever balancing spring
9. Collective lever balancing system
10. L H collective channel rod
1I. RH collective channel rod
12. Collective {ever restraining strap : fits onto stud (2)
13. Friction lock adjuster
14. Sliding blanking plates
15. Collective lever friction lock
16. Spring washers
Tightening the twist grip adjuster (13) causes the moving 17. Moving shoe and friction pad
shoe (17) pivot, clamping the friction plate (20) between 18. Residual friction spring
the fixed shoe (19) and the moving shoe. Spring washers (16) 19. Fixed shoe and friction pad
0 are provided for friction adjustment purposes. When the
adjuster i s fully loosened, spring (18) applies a specified
20. Friction plate secured to.airframe

residual friction value.

7.5
 THM

7.2.3 M A I N ROTOR CONTROL COMPONENTS (Cont.)

@MIXING U N I T S

RH MIXING UNlT LH MIXING U N l T

CONTROL CHANNEL STOPS

ON LH MIXING U N l T

I. Ball bearing 7 1. LH roll channel bellcrank

2. RH roll channel bellcrank 12. Roll channel stop pla re
3. RH torque shaft 13. Roll channel stop pin
4. Collective input lever 14. L H roll channel link rod
5. Collective link rod 15. Pitch channel link rod
6. RH roll channel link rod 16. Pitch channel stop pin
7. L H torque shaft 17. Collective link rod
8. Collective channel stop pin 18. Collective input lever
9. Collective & pitch stop plate 19. Holes for immobilization tools
10. Pitch channel bellcrank
THM

7.2.4 (( LIMIT n INDICATOR LIGHT

In high-speed flight, tight maneuvers (i.e. short radius maneu-
vers) generate heavy structural stress loads capable of resul-
ting in damage if the permissible load factors are exceeded.
The main rotor loading increases with the load factor, and is
partially sustained by the control channels - especially the
RH roll channel, which is the most heavily stressed. The pilot
is warned when the aircraft reaches i t s maneuverability limit
by a load sensor mounted on the RW roll channel servocon-
tro!.
Whzn the servocontrol reaches the permissible load threshold
a (( LIMIT )) warning light illuminates on the instrument
panel to inform the pilot that he must either reduce the
pitch setting or (( open out n the maneuver.
On the ground the LIMIT light has another function during
taxiing. I t comes on to inform the pilot that the cyclic stick
i s too far forward or aft, configurations in which excessive
and potentially damaging bending loads are introduced In the
arms of the Starflex main rotor head. This is because on the
ground, unlike in flight, tilting the rotor disk does not
modify the aircraft attitude, so that the loads sustained by
the star are substantially higher.
A microswitch in the pitch channel linkage causes the LIMIT
light to come on when the cyclic stick i s moved too far aft
(i.e. between 0 and 30 % of i t s travel range) or too far
forward (beyond 70 % of i t s travel range). In order t o switch
off the light the pilot must return the stick to i t s permissible
range.

Towards mlcroswitch

r-.
2

The RH servocontrol end-fitting comprises an actuator (S)

supplied from the RH hvdraulic oower svstem.
oad
- when the l (( )' On Ihe servOcontrOi is belowthe
permissible limit, pressure ct P n prevails and maintains Note : to test the circuit i t is only necessary to preu on Me
piston against its upper stop. The micro-switch (2) is
light which installed as a push button cuts out relay 111
closed ; relay contact (1) i s open ; THE WARNING LIGHT
IS OFF.
- I f the load (( F s exceeds the permissible limit, the actuator
is pushed downward. The microswitch opens, closing the
relay contact and THE WARNING LIGHT COMES .ON.
A return spring (3)maintains the piston extended.in the
absence of hydraulic pressure.
A metering orifice (4) damps out the pressure drops that
occur during high-speed servo movements to prevent
untimely illumination of the warning light.
 THM

7.2.4 LIMIT INDICATOR LIGHT (Cont.)

@ CYCLI C STICK LIMIT POSITION INDICATION DURING TAXIING

L to load sensor

,0*<1"
FWD I l l ; ,

On the ground, microswitch (3) i s closed by compression

of the LH landing gear unit.

Microswitch (2), actuated by cam (1) remains open as

long as the cyclic stick remains inside the 30 % -.
70 %
range on the fore-&-aft axis : THE WARNING LIGHT
IS OFF.

Moving the stick outside this permissible 'range closes

microswitch (2)and THE WARNING LIGHT COMES ON.

In flight, the LH landing gear unit isextended, microswitch

(3) opens, disabling the system.
7.3 T A I L ROTOR CONTROL

7.3.1 GENERAL DESCRIPTION & OPERATION

The yaw pedals [51(6) are connected to me tail servo-

control (7) by a rigid control linkage consisting of link
rods (4) and bellcranks (1 ).

- InctWm-ngpitch

r
----. - . -- -
I. Bcl!cmnks
2. B&ws Cieaktigiat bvikheed cwnectionl
3. Plain bearings
4. Link rod
5. Copilot's
6. PiIor. yawpedal unirunit ( 0 p t W I
yaw podar
7. Tail smoconnol
8. Tail rpw pi&-c-
9. Copilot3pedal unit beIluonk

i f 0. Psdlal unit t o m link

I I. Pifor'spedaI unit Mknnk
THM

7.3 T A I L ROTOR CONTROL

7.3.1 GENERAL DESCRIPTION & OPERATION

The yaw pedals (5)(6) are connected to the tail servo-

control ( 7 ) by a rigid control linkage consisting of link
rods (4) and bellcranks ( 1 ).

I I

,
I
I
',
'.___&'*

Compensating spring to balance II)Increasing pitch

the pedal unit
Decreasing pitch

I . Bellcranks
2. Bellows (leaktight bulkhead connection)
3. Plain bearings
4. Link rod
5. Pilot's yawpedal unit
6. Copilot's yaw pedal unit (optional)
7. Tail servocontrol
8. Tail rotor pitch-change
9. Copilot's pedal unit bellcrank
10. Pedal unit torque link
9 1 I. Pilot's pedal unit bellcrank
 THM

7.4 F L I G H T C O N T R O L R I G G I N G M E T H O D
7.4,l MAIN ROTOR CONTROL CHANNEL PRINCIPLE, RlGGLNG AND CHECKING POINTS (WITH HYDRAULIC PRESSURE)
1 COLLECTIVE PITCH CHANNEL RIGGING @ CONTROL CHANNEL RIGGING REFERENCE
O REFERENCE BETWEEN MIXING UNIT AND SWASHPLATES
(Pins removed from stick)
- Adjustment of the coupling rod between the collective
pitch lever and the mixing unit shaft makes i t possible to - Mixing unit immobilized on collective - fore-and-aft pitch
obtain simultaneously : contact of the stop pin with the channels with tool and on roll channel with a new tool.
preset low pitch adjustment screw and locking of the lever - RH servocontrol load sensor locked with tool.
by the restrainer blade (immobilized in mid position on - Vernier scale fitted between the rotor hub and the swash-
the console). plate.
Adiust the three servocontrol ~ n ~rods
u t so that a 3O15 wed-
ge'can be fitted betwee? the star and the yellow blade upper
@ CONTROL CHANNEL RIGGING REFERENCE attach beam.
BETWEEN STICKS AND MIXING UNlT The perpendicularity of the swashplate is checkedusing the
Vernier scale, on one complete rotation of the rotor.
- Cyclic stick pinned on pitch and roll axes.
- Mixing unit immobilized on collective channel pitch and roll
axes with tooling, the SEMI-FIXED rods are adjusted and
sealed with a BLACK heat-shrinkable sheath. Their'adjust-
ment is not altered again.
In this configuration the pitch reading index is opposite the
31'15 graduation on the collective pitch unit indicator.
THM

7.4.2. TAIL ROTOR CONTROL CHANNEL PRINCIPLE AND RIGGING POINTS

@ PITCH CHANGE SPIDER RIGGING REFERENCE @ ADJUSTMENT OF PEDAL STOP CLEARANCE

- Bellcranks (1) and (3) pinned : adjustment of adapter
rod ( 2 ) .
- Tail servocontrol lever pinned.
- Tail servocontrol piston immobilized with 47 X adjust-
rnent shim.
- The tail rotor pitch variation i s limited by stops inside
the tail servocontrol. Stops installed at bellcrank ( 6 ) set
slightly back from the servocontrol stops prevent distor-
tion of the linkage.

Rigging Point @ SEMI-FIXED ADAPTER ROD ADJUSTMENT

- Adjustment of input rod ( 4 ) , These rods are adjusted then sealed by a BLACK heat shrin-
kable sheath. Then, their adjustment i s not altered again.

2 MAIN STRUCTURE LINKAGE RIGGING

O REFERENCE

- Pedals kept aligned by tool.

- Tail servocontrol piston immobilized by 50 %shim.

Rigging Point

- Adjustment of adapter rod (5).

 HYDRAULIC SYSTEM TROUBLES~fOOTlNGFOR
SA-365 Series N and SA-565 HELICOPTERS

.ANDING GENi EMERGENCY EXTENSION

LE TO DO TIIE GROUNG INDRAULICTEST
SSlIlLE TO PRESSURIZE TLE ACUMULATOR WITPI T1 IE ELEC'I'H IC PUMP
ALARM. iIYD AUX.LLGIITS ON AFTER ANORMAL LANIXN(3 GEAR EXTENSION

ED HRAlilNti SYSTEM

rHIS SHEET MUST BE USE11 FUR TRAINING PURPOSES E l m Y FOR MORE INl-'OMATIONI E l - ~ . R 1
1.0~ ~
M.41N'I'ENANCEMANUALS
Itlm infonnatiun llos bwu uansln~cdby 1,uis Fltnw, Sintiago Diaz ruld EM~IICI)W;UI
with basic or1 ia b u m e n 1 alpplied by
EUKOCOPTER I~tstnrrw(l3anicl Snu~adle]"hkrci"
 sg+
THM aerospatiale
-:-

8 - H Y D R A U L l C POWER SYSTEMS

8.1 - The Generating Systems and Their Consumers 8.4.1 - Auxiliary Hydraulic System Components
8.2 - General Arrangement of the hydraulic Power Systems 8.4.2 - Auxiliary Hydraulic System Operation
8.3 - Main Hydraulic Power Systems 8.5 - Emergency Hydraulic System
8.3.1 - Main Hydraulic System Components 8.5.1 - Emergency Hydraulic System Components
8.3.2 - Main Hydraulic System Operation 8.5.2 - Emergency Hydraulic System Operation
8.4 - Auxiliary Hydraulic System

8 . 1 . THE G E N E R A T I N G SYSTEMS A N D T H E I R CONSUMERS

AUXILIARY EMERGENCY LH M A I N RH M A I N
SYSTEM SYSTEM SYSTEM

M A l N SERVO U N l T
LANDING GEAR
GROUND

C Lower cyl~nder Upper cylinder

- +
Retract~on Extensron d c ASSISTANCE
-+ -
SYSTEM

J M A I N SERVO U N I T

+Lower cyl~nder Upper cylinder 4-

M A l N SERVO U N l T

Actuat~ng -)c Lower cyl~nder Upper cyl~nder

cylinders

T A I L SERVO U N l T
+ LH cyl~nder RH cylrnder t.

kL/G actuating cylinders Dual body main servo Dual body tail servo unit
units
I \ \

You will meet all these hydraulic power

cansumrs in the chapters an 'Landlng
gear' and 'Servo controls'.
THM

8.2. GENERAL ARRANGEMENT O F THE H Y D R A U L I C POWER SYSTEMS

Block diagram introdwsing the individual systems.

I - L H hydraulic reservoir

2 - RH hydraulic reservoir

3 - RH hydraulic pump
(gear type)

4 - LH hydraulicpump
(gear typel coupled to the
auxiliary pump

5 - Auxiliary hydraulic pump

(gear typel
1I MAlN SERVOUNIT 1'
6 - Emergency hydraulic reserve Lower cylinder U ~ p wcylinder

7 - Emergency electric pump 7[ MAIN SERVO UNlT I 1

PWR-ASSISTED

Note - the different suction

levels of the three systems on
the L. H. h ydratrlic reservoir
emergency
extension I . retraction
. exrension

EMERGENCY AUXILIARY LH MAIN RH MAIN

SYSTEM SYSTEM SYSTEM SYSTEM
 THM

8.3.MAlN HYDRAULIC POWER SYSTEMS

8.3.1. MAlN HYDRAULIC POWER SYSTEM COMPONENTS

2 1 ---,

MAlN SERVO UNIT

Lower bodles

Funher details on the " S E R V O

lights are given in Chapter 9.

Note : Only one "ALARM" light and one "ALARM"

flashing logic unit are linked to each of the 'red' warning
lights on the instrument panel.

1. Hydraulic reservoir.
2. Constant flow gear pump, driven by L H input gearing

I. Hydraulic reservoir

6. Pressure indicator.

6. Pressure indicator.
7. Pressure switch (controlling indicator light (8)).
8. "Pressure loss" indicator light.
9. Flashing warning light, linked to indicator light (81

related to operation o f servocontrol

 *.E%
THM EE
-2!s aerospatiale

8.3.1 MAIN HYDRAULIC POWER SYSTEM COMPONENTS (Cont.)

1. .
t..
.- LH MAIN SYSTEMH
Rs MAIN SYSTEM

INTERIOR OF CARGO COMPARTMENT 1

-11
(RH main
system)

See key on facing page I

8.5
 THM

8.3.1 M A I N HYDRAULIC POWER SYSTEM COMPONENTS (Cont.)

CONTROLS AND INDICATING (./,

I--
I HYD.1 I I SERVO I IHYD.LEV~

"Pressure 10s'' indicator light (LH hydraulic system).

Indicator light related to operation of servocontrol
distributor valves.
"Fluid level drop in RH reservoir" indicator light
"Pressurn loss" indicator light (RH hydraulic system).
Flashing warning light.
RH system pressure indicator.
L H system pressure indicator.
"Tail servo hydraulic power cut-off" switch.
instruction maMld

8.3.2. MAINHYDRAULIC SYSTEM OPERATION

11
-. J RH MAIN SYSTEM

-A-

- --
UhHSE4UO UNIT

---
UpWl 1W.n

NORMAL OPERATION PRESSURE LOSS

(2: LH MAlN SYSTEM

NORMAL OPERATION PRESSURE L06S TAIL SERVO MALFUNCTION

-- --
] lBlockingof dizttibutor)

hu mud ~ r a t oem of the slylSIYltdns

t h e p e d d ~When this OC~~UTS,
- - - - -- --- - --
WN
8.4. AUXILIARY HYDRAULIC SYSTEM

8.4.1. AUXILIARY HUDRAULlC SWW COMPONENTS

C m m t F& ~r pump d r h by the MGB LH

t pinion-
Hydrairk ground mnnucthn lpresswe line/
Filter.
P m r e regv/at(rr.
SdPnoid by-psrrs vdve CcfaoPd when ewgized). Except
&ring opmation of landing gen (retraction - exten- 4.51. .--
sion/. this ailow the pranp flow m return din~rlyro
3.5 I. --- - - -,
the rnSBN0)r.
Prcrmm amaLntch frontmlling indcatw /i@t 111.
r y d r y ~ O W Y curorr
a ~ ~ ~ i ~ i dh-uiic sdtcn bntact
elared dunng operation).
'Auxilisry hydhuIic a
&'# burron.

LH maln system

Sae c h ~ m 10
r

10. Tkne &by unit. D&~s lightrirg - up of indicafor light

I1 1) by 15 s whm p m r t au&& Eontact (7) t k u a
I I . "Auxiliary I@t.
p m s u r W " indikat~~ The qnzmtm of the hydnwlie andelecrr~calsyst~msconml-
ling zhe (onding p a r is described ~n"Landing g e d chapter.
12. FWiw failvm wrning l i , .

14. fl,rae-posi?Ion cmtml w ~ t c h(At :Normal;S :Emw-

gency U G axtwdon; T : Tart-& h-lic
assrstama). In flm.the switch is set m I Normel e.
Refer ro anagency hydrwlk system for potiftion S
end T.

Revision B
 THM

8.22. MAlN HYDRAULIC SYSTEM OPERATION

\ @ RH MAlN

...

MAlN SERVO UNIT

MAlN SERVO UNlT

Flsshlq unll
Uppr bodear

T.
"I-

PRESSURE LOSS - "L& LEVEL" INDICATION

m
@ LH MAlN SYSTEM

I =

(After pressurizing "low level" simulation) - PR ESSUA E LOSS *

 ~p - ~~ ..

THM

8.4. AUXILIARY HYDRAULIC SYSTEM

8 . 4 . 1 . AUXILIARY HU~RAULIC
SYSTEM COMPONENTS

Hydraulic reservoir.
Constant flow gear pump driven by the MGB LH
input pinion.
Hydraulic ground connection (pressure line)
Filter.
Pressure regulator.
SolenoYd by-pass valve (closed when energized). Except
during operation of landing gear (retraction - exten:
sion), this allows the pump flow to return directly to
the reservoir.

&T
Pressure switch controlling indicator light 11).
"Auxiliary hydraulic power cut-o ff" switch (contact
closed during operation).
''Auxiliary hydraulic test"push button.
HYD. SYST. L - --

LH main system

See chapter 70
'0. Time delay unit. Delays lighting - up o f indicator light
(1 1) by 15 s. when pressure switch contact (7)closes,
1 7. "Auxiliary system pressurized" indicator light The operation o f the hydraulic and electrical systemscontroi
ling the landing gear is described in "Landing gear" chapte~
12. Flashing failure warning light.
13. Electric control o f landing gear operation (we will
come back to this when studying the landing gear).
14. Three-position control switch (N : Normal; S: Emer-
gency L/G extension; T : Test-ground hydraulic
assistance). In flight, the switch is set to r Normal u.
Refer to emergency hydraulic system for position S
and T.
75. Hydraulic ground connection (suction line).
THM @aemspatia~e

8.4.1 AUXILIARY HYDRAULIC SYSTEM COMPONENTS (Cont.)

CONTROLS AND INDICATING

I i

See key on facing page

8.9
 .- .-

THM

8.4.2 AUXILIARY HYDRAULIC SYSTEM OPERATION

@- NO CALL FOR POWER

This is the normal operating condition except during operation

of the landing gear.
The solenoid by - pass valve(6)isde-energized and open ; the
entire output flow from the pump, operating with no load,
fiows through i t and back to the reservoir.
THE "AUX. HYD." LIGHT IS OFF

Rerrac rion

+j
-
7 RETRACTION A N D
L ------------*-- LIG control
see chap. 10
..-J I
EXTENSION OF L/C

See chapter 70
@- LANDING GEAR OPERATION

The solenoid valve(6)is energized via the control relays 13.1

for 'retraction' or 13.2 for 'extension', and closes. The L/G
actuating cylinders are supplied with hydraulic power.
THE INDICATOR LIGHT REMAINS OFF (the time delay
unit(l0)prevents the light coming on during operation of L/G)

Upon completion of landing gear operation, relay (13)

reverts to the rest position and the solenoid valve (6)opens.

15s .
I

Fiashingunit 1
Extension
PP9 N Shed
0

13.2'+ LIG control

L--1.see chap. 10

See chapter 10
THM

8.4.2 AUXILIARY HYDRAULIC SYSTEM OPERATION (Cont.)

@- LIGHTING OF WARNING LIGHT AND CUT-OFF OF

AUXILIARY HYDRAULICSYSTEM :
I f the warning light comes on, this shows that the solenoid
valve (6) has been accidentally energized (and closed) without
any operation of the landing gear (the light comes on 10 s
after the solenoid valve closes). As there i s no flow through the
system, the pressure rises and THINGS START TO GET HOT.
The electrical supply to the solenoid valve must be cut off,
using switch (8).
18 l,mn j

LH
main system

NOFLOW

@- TEST OF THE SYSTEM

This i s a ground test for checking the correct operation of the
solenoid valve (6)and the "HYD. AUX" indicator light.
. When the "test" push-button is pressed the solenoid valve
closes, pressure builds up and the light comes on after 1 5 s.

THE PUSH-BUTTON MUST BE RELEASED AS SOON AS

THE LIGHT COMES ON.

main syste-

A
A,
NO FLOW
L---------------
see chao. 10
8.5 EMERGENCY HYDRAULIC SYSTEM
8.5.1 EMERGENCY HYDRAULIC SYSTEM COMPONENTS

The emergency hydraulic system supplies the landing gear

emergency extension system. On the ground, with the rotor
stopped, this system is used to operate the flight controls
(ground hydraulic assistance function) and to pressurize the
power-assisted braking system.

1. Hydraulic reservoir.
2. External power receptacle (suction line).
3. Energency reserve tank - remains full in the event o f
leakage in the L H and auxiliary systems.
4. Restrictor. When the electric pump is switched off, the
pressure drops in the landing gear emergency extension
system and the retraction actuator shuttle valves return
to their normal position.

6. Thermostat providing protection against high el~ctric

motor temperatures. I t should be noted that this protec-
tion is operative in ground assistance operation only.
7 Pressure switch (controlling indicator lights (9) and ( 1 11)

HYDRAULfC

EMERGENCY THE CONFIGURATION

IC CVTChlClnhl ILLUSTRATED IS
FOR EMERGENCY
LANDING GEAR EXTENSION
(SYSTEM I N OPERATION)

13. Power-assisted braking system pressurizati~nsolenoid

8. Electric pump ground test or power-assisted braking valve (energizedopen).
system pressurizing pushbutton. 14. Ground hydraulic assistar~cesolenoid valve (energized
9. Indicator light controtled by pressure switch (7). open).
10. Three-position control &witch (N :Normal;E : Emer- R L 1 Electric pump contactor.
gent)! -
landing gear ex tension ;T : Test ground hy- 23 a6 "kanding gear controy cut-off relay.
dreulic assisrancel,
23 a7 Relay controllir~g the ifluminetion o f indicator
I 1. "Electric pump" indicator light.
light [ I I ) and the operation of thermostat (6)in
12. Pressure regulator. "ground hydraulic assistance function".
THM

8.5.1 EMERGENCY HYDRAULIC SYSTEM COMPONENTS (Cont.)

C O N T R O L S AND INDICATING

- See key on facing page 9

 THM

8.6.2 EMERGENCY HYDRAULIC SYSTEM OPERATION

@ INSTALLATION NOT OPERATING.

Control switch (10) is set to normal (N), the electric-pump i s
not supplied and the indicator light i s off. Relay (23 CY 6) i s
de-energized so power is supplied to the normal landing gear
extension and retraction control (this will be dealt with in
further detail later). Solenoid valves (13) (14) are not ener-
gized and therefore closed.

PP7

PP9 N.Shed. ,,
POWER ASSISTED
BRAKES
1

PP9 N.Shed.

EMERGENCY
UG EXTENSION

@ EMERGENCY LANDING G E A R EXT EN SI ON .

Control switch (10) i s set to emergency (E), the electric-
pump operates and the landing gear is extended. The indi-
cator light comes on once the landing gear is fully extended
to remind the pilot to reset the switch to "normal" position
immediately since in this case the electric pump is not pro-
tected by the thermostat (23 a!7 in rest position). Note that
in "emergency" position, relay 23 a6 is energized and
inhibits power supply to the normal landing gear extension
retraction control.
PP7

PPQN.Shed.
THM
8.5.2 EMERGENCY HYDRAULIC SYSTEM OPERATION (Cont.)
-
When the aircraft i s on the ground with the rotor stopped,
this function enables the LH main system to be supplied via
the emergency system electric-pump. Since the main and tail
servo-control lower actuators are supplied the pilot may :
check control travel before take-off,
test operation of load sensor (illumination of LIMIT indi-
cator light)
lock collective pitch lever in low pitch position before
turning the rotor.
PP7
When control switch (10) is s e t to test position (T) :
- power i s supplied to the electric-pump
- solenoid valve (14) i s energized and opens ; pressure is
built up in the LH main system
- relay (23 a71 i s energized and trips into working posi-
tion : indicator light comes on to inform the pilot that the
electric-pump i s operating
- i s ) energized : landing gear control electric
relay ( 2 3 . ~ ~ 6
circuit power supply is cut off,
This function also makes it possible t o rig the flight controls.
This operation requires relatively long operation of the elec-
tric pump. The maximum pressure required never exceeds
60 bar when the servocontrols are not actuated and displaced.
In this case the electric motor heats up sluwly. If the tempe-
rature exceeds 130°C the thermostat cuts off the excitation
current to relay R L1 ; the electric pump stops.
EMERGENCY Supply of main
LIG EXTENSION servo unit lower
body and tail
setvo unit
LH body
NOTE :
When the hydraulic assistance function operates, solenoid
valve (14) is open, the pressure drop in the LH main system
prevents pressure switch (7) from closing, relay (23 U 7 )illu-
minates the indicator light.
To switch off the hydraulic assistance function :
- first set control switch (10) to emergency position ( E ) :
the indicator light should go off for a short while then
come on again, indicating that solenoid valve (14) has
closed and that pressure is restored in the emergency
system
- then set the switch to normal position (N).

8.5.2 EMERGENCY HYDRAULIC SYSTEM OPERATION (Cont.)
@ RECHARGING THE ACCUMULATOR
Note that relay RLl and the electric pump receive a double
electric power supply from :
- PP9.N.SHED : power system distribution bus
- PP7 : battery busbar.
On the ground, with the battery connected to the aircraft po-
wer system, pressing pushbutton (a), which is located in the
electr~cground power receptacle compartment. once, closes
the electric pump power supply circuit.
THM
Solenoid valve (13) is open. The electric pump operates and
pumps fluid into the power-assisted braking system accumu-
lator. When the pressure reaches 95 bar, pressure switch (7)
closes, indicator light (9) located next to the pushbutton co-
mes on, indicating that the accumulator has been recharged
and that the electric pump is operating correctly.
EMERGENCY
LG EXTENSION
THM

9 - SERVO-CONTROL UNITS

9.1 - Introduction 9.3 -

Tail Servocontrol
9.2 - Main Sen/ocontrols 9.4 -
Double Distributor Valve
9.5 - Servocontrol System Controls & Indicators

9.1 - INTRODUCTION
Flight control operating loads are assisted by hydraulic servocontrols that allow the pilot to control the aircraft PRECISELY
AND EFFORTLESSLY.

3 TANDEM CYLINDER SERVO CONTROLS 1 DOUBLE-CYLINDER SERVOCONTROt

ON MAIN ROTOR - n ON TAIL ROTOR

-
SOME BASIC FACTS & FIGURES
I MAIN ROTOR

i
The load "F" exerted by a main rotor blade on the
pitchchange rod (control load) may reach 300 daN :

\iq
F MANUAL FLIGHT CONTROL IS IMPOSSIBLE
6W)daN (THE SERVOCONTROL IS A VITAL COMPONENT)
UPPER CYLINDER A::--*

I
supplied b Y R H
/I ydmulic system i 300 d8N Each nervocontrol cylinder is capable of generating
a 300 daN actuating far@.

LOWER CY LlNDE
supplied by L H
7- THEREFORE :
I f one hydraulic p w e r system falls, the remaining
cylinder is capable of controlling the aircraft through-
3W).daN
hydraulic system out the flight envelope-

eA
The control operating load is very light, on the
order of 0.25 d$N.

RH CYLiNDER LH CYLINDER
suppi/edby R H supplied by L H
hydraulic sysmm hydraulic system
THE TAIL ROTOR CANNOT BE CONTROLLED WITH-
OUT HYDRAULIC ASSISTANCE (Prohibitive loads on
pedals). The tail servocontrol is therefore a double.cylinder
unit. Each servocontrol develops a force of 480 daN.
Hence, should one hydraulic power system be lost the
remaining cylinder supplied is capable of ensuring the rotor
control throughout the flight envelope. x e Q b e

OPERATING 480dal.
LOAD 488 daN
 THM

9.2 - MAIN SERVOCONTROLS

9.2.1 - MAJOR COMPONENTS & SPECIFICATIONS

The main servocontrols are tandem-cylinder units, in which
the piston is anchored on the MGB casing and therefore
stationary. The swashplate i s driven by the moving cylinder
casing assembly. The piston and cylinder together constitute
a double-action.hydraulic actuator controlled by two double
rotary distributor valves (one per cylinder). The double
distributor valve is designed to prevent the flight control
from being blocked in the event of valve seizing : the servo-
control remains supplied with hydraulic power. Valve opera-
tion and the seizing warning indicating system will be dis-
cussed later.
The RH servocontrol is equipped with an overload sensor
that triggers the LIMIT warning light (refer to chapter 7).

CO AXIAL DISTRIBUTOR VALVE

OPERATION
Normal operation : distributor A
rotates inside distributor B.
Seizinq of A : distributors A & 6
rotate- together inside the casing : I
hydraulic fluid is distributed by B. Pilot
input

SPECIFICATIONS
1- Overload sensor (RH servo only)
2- Upper cylinder Effective travel . . . . . . . . . . . . . . . . .
3- lnput lever & stop (pilot control) Piston Stop-to-stop travel . . . . . . . . . .
4- Lower cylinder Input lever & stop travel . . . . . . . . . .
5 - Electrical receptacle Distributor opening angle .........-
6- Distributor seizing alarm unit Extension force (both cylinders
7 - lnput lever rigging hole (mechanical zero) pressurized to 60 bars) . . . . . . . . . . . .
8 - Distributor control link Retraction force (both cylinders
9- Double rotary distributor valve pressurized to 60 bars) . . . . . . . . . . . .
10- FilterllOSpm) lnput load with hydraulic power . . . . .
1I - Piston Seizing test setting . . . . . . . . . . . . . .
12 - End-fitting (forward & L H servos) Overload sensor setting . . . . . . . . . . .
13 - Liner (equalizescross-sectional area in both cylinders) Steady-state hydraulic fluid flow :
14 - Central bearing - normal operation . . . . . . . . . . . . .
- "seized" operation . . . . . . . . . . . .
THM

9.2.2 - MAIN SERVOCONTROL OPERATION

The figure below shows .a servocontrol during retraction.
The cockpit control linkage has moved the input lever
downward by an angle of -a,causing the distributor valves
to rotate in direction -a,chamber A in each cylinder is
open t o hydraulic pressure, and chamber €3 t o the return line.
THE SERVOCONTROL RETRACTS. I t continues to retract
as long as the pilot input action is exerted on the servocontrol
input lever.
This i s the principle by which the servocontrol output
motion is directly controlled by the input action (pilot
command) :
AS LONG AS THE INPUT LEVER IS IN MOTION,
THE SERVOCONTROL ACTUATOR FOLLOWS IT.
WHEN THE LEVER STOPS, THE SERVOCONTROL
(t CATCHES UP )) WITH THE LEVER, RECENTERING
THE DISTRIBUTOR VALVES TO THE HYDRAULIC
ZERO CONFIGURATION : THE SERVOCONTROL
STOPS MOVING.
Similarly, moving the input lever in direction + a causes the
servocontrol to extend.
The distributor valve opeqing angle +a! depends on the
rate of the pilot action on the collective lever or cyclic
stick, and determines the servocontrol displacement rate.

Hydraulic zero :
ser vocontrol immobilized

Input kver
tra vet range

. I,",

input

P = pressure R = return
A = retraction chamber
B = extension chamber
 THPJ

9.3. TAIL sERVOC~NTROL

"Seizure" indica ring
ystem microswitches
9.3.1. MAIN COMPONENTS AND SPECIFICATION DATA

Double cylinder servocontrol. The "cylinder" assembly is

secured to the T.G.B. The tail rotor pitch control rod passes
through piston rod (7) and is bolted to it. The cylinder and
piston constitute a double effect hydraulic actuator
controlled by two rotary distributor valves (one for each
cylinder). Should the main distibutor seize, the back-up
valve prevents the control from jamming and continues to
supply the servocontrol.

2 - Stops lever
3 - RH distributor valve
4 - RH cylinder - L H cylinder filter
5 - L H distributor control rod
6 - L H distributor valve
7 - Piston rod
8 - LH cylinder
9 - RH cylinder
10- RH distributor control rod
A - Pilot's control-to-input lever attachment bolt
B - Input lever-to-stops lever attachment bolt
C - Stop lever hinge pin
D - Stop lever rigging holes (mechanical zero)
E - Input lever to piston rod attachment bolt and hinge
pin
F - Stop lever-ro-distributor valves control rod attach-
ment bolt
G - Stop bolts (stop lever travel limitation]

SPECIFICATION DATA

r Total travel between internal stops : . . . . . 29.66 mm

Force of both cylinders under 60 bars : . . . 960 daN
r Input lever travel between stops : . . . . . . . + 2 mm
r Distributor valve rotation angle : ....... f 7O
r Control load, normal operation : . . . . . . . < 0.4 daN
r Control load, 1 distributor seized : . . . . . . 6 4 daN
Maximum no-load speed : . . . . . . . . . . . . " 50 mmfsec.
r Permanent consumption :. . . . . . . . . . . . " 0.6 I/mn
 instruction manual

9.3 - TAIL SERVOCONTROL

9.3.1 - MAJOR COMPONENTS & SPECIFICATIONS

I 2. Servoconrmt cylinder caring :

3. Distributor slide valve
1
4 Copilot Pjbt

5. Copilot's tail swvo hydnulrc

system cotoff switch

6. Pjlot's rail scmo hydraulic

system curoff swtrch
I

' 7. Uycbufic s y s m shumff

solenoid valve fopen wben

i
8. Flow Iknirtng calibfated
o rifirx

1 12. lriput lever

The cal~brerod o r ~ f ~ c (81

o limits hydraulic fluid flaw to P R
[lie servoconrrol ~nlctrn order to prevent sudden yaw v s i i t
tlons in response to high rsie pilot commands.
P = pressure R = return

The rotenoid valve (7j may be separated from ihe serum

conwol in certain versions (refer ta chapter 81.

Effective travel Ibetwen iriwrnal stops) .. 30 rnm

Input Iewr travel to open distributm slide
valve . . . ..................... 1.4mm
Output force (pressurized to 60 bas) . . . . 495 daN
lnput load with hydraulic pwvei . . . . . . . .E; 0.6 dab
Input load wio hydraulic p m r . . . . . . . G 15 daf
Steady-state hydraulic fluid flow . . . . . . . G 0.2daI
.
Bypass valve setting . . . . . . . . .. ..... G 6 bars
 9.3.2 - TAlL SERVOCONTROL OPERATION
1 ' NORMAL OPERA7 ION

THE SERVOCONTROL MEUTRAL

POSITION
1
Racker lever ( 11 ) centered betweer1
5EOpb (61
Rijitritnttor dtde valve nt hydra~~lic
rero
Input lwar 112) angular pori~ron
determined by n r v m n a o l piston
mcmmenl.
_I

The figure shows the s e r v o e ~ m lin mulion tn respame
to B tail rolor pitch ~ncrrwsecommand. The pilot's mntrof
actian on the inpot lwer 5 121 causes Llie diYribulor slide
valve 133 ra moue, opaning chamber A to hydreulicpnsure
and chamtvlr 8 to the return linr, :the wruooonual piston
extends. The pistDn mewemant tends te return the r&W
lever (111 to its neutral pasition [distributor v a h hvdraulic
zera) whilc the p11ot Input b e d s to move it in the opposite
dtrection. As long as the p~lotlnpul Is maintained the piston
moves. When Ihe ~nputceases, the Input lever no- in its
cwrem posttion and the piston recenters the rocker l m r :
the renrocontrol staps moving.
In nannal aperation,the bvpas wive (41 it c l ~ byd hy&au-
tic PrwJurc nuwridiq tho rplng!$: f ha mbno~dvalue (7) is
aba clod.

:2 : LOSS O f HYDRAULIC PRESSURE

THE HYDRAULIC FLUID
If the hydraulic pnmote drop6 blw 0 Ws,sprlng(&~ushes THROTTLING EFFECT IS
bypass valw W I irttsrcamms3ing ehornbarr A and 0. The MlNlNllZED BY INTER
seruamnuol actian is then purely mechanical : the pilot CONNECTING CHAMBERS
input (exerted against thc input J e w 1121, which pivats
around pcrint:al~.is trannnirmd d i m l y to the lli*tan alter
abrorbing the k k l a r t , at the rocker L m v 4 1 11.

(3 DISTRIBUTOR VALVE SEIZING

In hydraulic assisted operation, if the pilot
feels on increase in the yavv pedal operaling
bad (probably indicating excerriuc frrctlon
in h e distributor slide valve] he should open
rha wknoid valve by means of om of the
hydraulic cutaft swi'lchs 15) or 16).
When the hoknoicl value opens, the pressure
inlet is opcnocl l o the mhlm line, the
hydraulic pressure dr- and the bypass
vetw apenr After rhe solenoM *etw o m s ,
rhe prlat should fed a reclucrion tn Fhe y i w
pedsl operating l o d .
 THM

9.3.2. TAIL SERVOCONTROL OPERATION

@ SERVOCONTROL LINKAGE The input rod connected at point A rotates input lever (1)
about point E, which is fixed as long as the servocontrol is
balanced. Via bolt B, the rotation of the input lever drives
t -O the stop lever (2) to rotate about the fixed point C, which
is integral with the servocontrol cylinder. The slightest
angular deviation of the stop lever with respect to its
>
neutral position (J1 J2) conditions the servocontrol dis-
placement direction and speed by the rotation o f the distri-
butor valves which are connected to the stop lever at F. As
long as the input lever keeps the stop lever away from its
neutral position, point E is displaced making the input
lever rotate about point B.

Servocontrol balanced Servocontrol in motion

Stop lever in neutral Stop levers away from neutral
position J1' = J2 >
position J1 J2

NOTE - The maximum servocontrol piston rod displace-

ment speed is obtained when the stop lever bore is i n
contact with the fixed bolt G.

P
+8 : increased rotor thrust
-8 : reduced rotor thrust

@ SERVOCONTROL I N MOTION @ SERVOCONTROL STOPPING

The figure shows the pilot action to increase the rotor When the pilot's action stops : point A becomes fixed. The
thrust. The servocontrol components react in the order distributor valves are recentered by the control linkage
shown by the numbers on the figure. which reacts as shown by the numbers on the figure.
 THM

9.4. DOUBLE DISTRIBUTOR VALVE :

A SAFETY FEATURE
9.4.1. PRINCIPLE OF THE DOUBLE DISTRIBUTOR VALVE

I f no safety provision were included, the seizing of a distri-

butor valve would jam the correspondingflightcontroI linkage
and make the main rotor almost impossible to control. The
double distributor valve prevents the control from jamming
and continues to supply the servocontrol in the event of a
valve seizing. The unit comprises two coaxial rotary valves :
the main distributor valve (1) and the backup valve (2).

@ NORMAL OPERATION -

The main distributor valve is driven by the Input lever (4) me-
and rotates freely inside the backup distributor valve. The
backup valve is secured by three balls (3) held in their
recesses by a coil spring (5). As long as the force F1 exerted
on the input lever does not exceed the locking sprlng force
F2, the main distributor rotates inside the backup valve
and supplies the servocontrol. This is the normal operating
mode.

@ SEIZING OF THE MAIN DISTRIBUTOR VALVE

If the main distributor seizes inside the backup distributor,

the coaxial valves act as a single unit and the input lever
force F, overcomes the force Fz thus pushing locking
balls out of their recesses, both distributors then rotates
together, and the relevant servocontrol cylinder i s supplied
via the backup valve.

SEIZURE

I Main distributor
sized "open"
 THM

9.4.2. DISTRIBUTOR SEIZING DETECTION A N D AUTOMATIC TEST

FEATURE FOR THE SERVOCONTROL DISTRIBUTOR VALVES

The double distributor valve mechanism is completed by a Tail sen/ocontrol

seizing indicator system consist~ngof the following on each
distr~butorunit :
main d~stributorvalve (9)
backup distributor valve (8)
guide plate (2) retaining the locking balls
three balls (4) lock~ngthe backup valve
rocker lever (3) or tapered cup
locking spring (6)
indicator microswitch (7) Main servo
test lever (10) integral with backup valve control
automatic test plunger (1).
NOTE - The operation i s illustrated by the main servo- distributor
control detection mechanism. For the tail servocontrol it is
the axial displacement of the cup which acts on the micro-
switch.

I OPERATION I
AUTOMATIC TEST NORMAL OPERATION
On theground, hydaulic
pressure = zero (before TO distributor valve
engines are started).

In the absence of hydraulic pressure, test plunger (1) is
extended by spring ( R ) and causes backup valve (8)to
rotate. The balls are unseated, moving the rocker lever and
tripping the microswitch : the SERVO and ALARM lights
come on.
The test plunger is retracted under hydraulic pressure. The
backup distributor valve returns to its normal configura-
tion, locked by the 3 balls under spring pressure ( 6 ) .
The microswitch contacts are open : the SERVO light
is off.

DISTRIBUTOR SEIZING

The main and backup distributor valves now act as a single

unit. Any motion applied to the input lever causes the
backup valve to rotate : the microswitch is tripped and
the SERVO light comes on.

NOTE - The light goes out when the control returns to

the position in which the seizing occurred, since in this
position the balls are seated on the locking retainel.
 THM

9.4.3. SERVOCONTROL DISTRIBUTOR VALVE "SEIZING" INDICATING SYSTEM

On each servocontrol cylinder, a microswitch detects when position : the back-up distributor valve has turned. The
the back-up distributor valve microswitch is in "working" series-mounted microswitches constitute a monitoring loop.

a ON THE GROUND, PRIOR TO PRESSURIZING THE HYDRAULIC SYSTEMS

Microswitches on main servo unit
Microswitches on 7 \
tail servo unit RH Forward LH

All the microswitches are in "working" position :there i s no hydraulic pressure, the distributors have turned under the action
of the test plungers. The monitoring loop i s open (break in monitoring relay (2) power supply circuit) : indicator light is lit.

@ TEST PRIOR TO PRESSURIZING THE HYDRAULIC SYSTEMS

Tail servo unit
-----
R H
-----
Forward
-----
LH
1

, Test
Pressing test pushbutton (3) once closes the loop : the indicator light should go out, indicating that :
- all the microswitchesare in "working" position,
- the monitoring circuit is correct (all connectors connected, no break in circuit).

HYDRAULIC SYSTEMS PRESSURIZED

Tail servo unit RH Forward LH

All the microswitches trip to rest position (the hydraulic pressure pushes the test plungers back and the back-up distributor
valves return to neutral position). The monitoring loop is closed : the indicator light goes out.
THM

9.4.3. SERVOCONTROL DISTRIBUTOR VALVE "SEIZING" INDICATING SYSTEM (Cont)

@ TEST WITH HYDRAULIC SYSTEMS PRESSURIZED

Tail servo unit
----- Forward

remains off

This test checks that the line is correctly insulated :

- If the indicator light comes on, everything i s working correctly.
- If the indicator light remains off : continuity fault.
@ SEIZING OF A DISTRIBUTOR VALVE
Tail servo unit
p----- ------
RH
------
Forward LH
c-----

I LqJ
P-3 Seizing

1Test
Should a distributor valve seize, the corresponding rnicroswifch tripsato "working" position : the monitoring loop is broken :
the indicator light comes on.

9.5. SERVOCONTROL SYSTEM CONTROLS AND INDICATORS

Tail sewocontrol
hydraulic pressure cutoff
switch

Test pushbutton
(Test of sewocontrol distributor
seizure warning circuit)
1G - LmWl agar contrd swltch
-
5G Nose caYattnr
-
6G Nose gear upbck snach
TG-NoseoeirdawnhckSIRREh
-
9G Left hand mah gear cont&ar
1DG - Right hwd main bper c m k t o r
11G - Lslt hand d o c k swkh
IZG - Righthand upktck switch
.
13G 'Ahand downack M h
14G - R W Wd dowrJock switch
-
156 DouBte sotenold valve
16G.Chrpassvetve
17'G-&passsWitch
l8G - Emcr~encycxknslon control swRch
1RG - junction box
-
TBG m c test s w k h
30 alpha Junction box
1G - mdlng Cwrb'04 ~ ~ k h
5G - Nose g a r cmhcmt
-
6G Nose pupWcll *h
7G-W~asep~downlorlrswftfh
BG - L d hwd main mar contactor
10G - K i hand rnsln mer cwrtactnr
116-Whand-kRHItCh
1 X - R$hi hand whck switch
13G - Left hand downlock *h
-
14G RQht hand dOHlnl@ckswikh
15G - Double tDlenom vatve
-
16G Bvpass vahr~
17G - m a s s switch
1BG - Erne- e m i o n control switch
IQG-J-bsx

-
2fK;-wjd~tBtswlteh
30 aQha Junction box
THM
=

SF-

.e
aerospatiale

10 - LANDING GEAR

10.1 - General 10.6 - U G retraction/extension controls and instruments

10.2 - Main L/G 10.7 - U G retraction/extension control systems
10.3 - Nose L/G 10.8 - Main U G door control mechanism
10.4 - Retraction actuators 10.9 - Wheel brakes
10.5 - L/G retraction/extension hydraulic system 10.10- Synthesis of the Hydraulic Systems

10.1 GENERAL

EACH L/G UNIT COMPR ISES

A leg (oleo shock strut) that absorbs the energy upon

touchdown, damps taxiing vertical accelerations and the
rotor induced oscillations during starting and stopping.
A hydraulically controlled retraction actuator.

THE NOSE L/G UNIT THE MAIN L/G

with a 360" rotation castering L/G is equipped with : is equipped with hydraulically controlled disc brakes.
- a friction anti-shimmy device With L/G retracted, main L/G compartments are closed by
- a system which automatically returns wheels to centerline two doors controlled by the L/G movement,

and an optional wheel locking device controlled from the

cockpit

10.2 - MAlN L/G

10.2.1 = MAlN COMPONENTS - SFECl FlCATlONS

I - L/G pivot shaft

2 - Inflation valve of "high pressure"
nitrogen chamber of oleo pneumatic
shock absorber
3 - "Low pressure" nitrogen chamber
inflation valve
4 - L/G position microswitch (detection
of L/G locking in down position)
5 - Microswitch (4 - 6) wirings
6 - L/G position microswitch (detection
of L/G locking in up position
7 - Actuator (8) supply line
8 - Retraction cylinder
-
9 L/G complete extension detection
microswitch (Electrically inhibits
L/G retraction when aircraft is on
ground)
1 0 - L/G compartment side door control
roller
I I - Scissors
12 - Wheel
1 3 - Tubeless tire
14 - Disc brake
15 - Shock absorber piston rod
16 - Body.
17 - Disc brake supply line

.All L/G hinges are self-lubricated and do not require lubri-

cation .Shock absorber
I N F L A T I O N PRESSURE

Microswitches (4 - 6) are controlled by the retraction - High pressure chamber : 49 bar

.actuator piston
Microswitch (9) is controlled by the shock absorber piston
rod (15)
- Low pressure chamber : 4 bar (shock strut fully exten-

- Tire . : 8.5 bar

ded)
 -
11 FUEL SYSTEM
7 1.1 - One group of fuel tanks per engine 11.7 - Components on fuel tanks
11.2 - Primary functions 1 1.8 - Feed system components
11.2.1 - One feeder tank per group ... Why ? 11.9 - Close-up on the filter
1 1.2.2 - Principle of the fuel feeder tank 1 1.10 - System controls and indicators
11.3 - Fuel system functional diagrams 1 1. 1 1 - Electric controls and indicators
11.4 - Venting and ventilation 1 1.1 I.1 - Booster pump control
11.5 - General layout of the system 11.1 1.2 - Transfer controls and indicators
11.6 - Simplified general diagram 1 7.1 7.3 - Fuel contents gauging

11.1 - ONE GROUP OF-FUEL TANKS PER ENGINE

The five bladder-type fuel cells are made from elastorner-

coated polyester. These fuel tanks are installed beneath the
cabin and baggage hold floors so that the centre of gravity
of the fuel is located under the theoretical aircraft centre of
gravity. The lower structure which receives these tanks is
perfectly leak tight since they form part of the aircraft flota-
tion reserve in conjunction with the floats of the emergency
flotation gear installation.

1 - Main R.H. cell

2 - R. H. feeder tank (feeding the R.H. engine)
3 - Rear auxiliary cell
4 - Main L. H. cell
5 - L. H. feeder tank (feeding the L. H. engine)
6 - L. H. auxiliary cell
7 - R. H. auxiliary cell

11.2 - PRIMARY FUNCTIONS

ENGINE 2

@ THE ENGINE FEED SYSTEMS ARE SEPARATE Feeder tank

(2booster pumps)
\
Group 1 supplies engine 1 (LH)
Group 2 supplies engine 2 (RH)

@ TH ER E IS ONE " FEE D ER TANK" F O R EACH F U E L

TANK GROUP 1

The two BOOSTER PUMPS which supply each engine draw ?73 I
fuel from the feeder tanks.

Feeder rank /
@ FUEL CAN BE TRANSFERRED FROM ONE GROUP (2 booster pumps)
TO THE OTHER

A transfer pump makes it possible to move fuel from one

ENGINE 1
group to the other. In flight, the amount of fuel can be
balanced between the two groups. Particularly, should one
engine fail, transfer enables balance to be re-established and
makes it possible, should it be necessary, for all the fuel to
be consumed.
As long as there i s still some fuel in the other tanks, the R. H. group capacity : . . . . . . . . . 234 -t351 = 585 I
feeder tanks REMAIN FULL. The booster pumps which L.H.groupcapacity:. . . . . 222$:173+178=5731
draw fuel from full feeder tanks, cannot be unprimed. Capacity of one feeder tank = 18 1
Unusable fuel: RH g m p: 8.5 1
The system by which the feeder tank is kept full is described LHgmup: 151
below.
11,2,1 - O N EFEEDER TANK PER GROUP ... WHY ?
It must be possible to consume completely the amount of
fuel put into a group. The purpose of the booster pumps
which are installed in the bottom of the groups is to bleed the
engine fuel systems prior to starting and to maintain a certain
pressure at the engine pump inlets, allowing for the pressure
losses caused by filters, lines, height, etc, to prevent the
"vapor lock" phenomena. A single pump i s enough to ensure
these functions, but two pumps are fitted as a safety measure.
These pumps must always be immersed irrespective of the
fuel level in the group and of the aircraft attitude.
11.2.2 - PRINCIPLE OF THE FUEL FEEDER TANK
A small fuel tank (4), known as the "FEEDER TANK" is
fitted inside the centre fuel tank, as near as possible to the
aircraft theoretical centre of gravity. This feeder tank has
the particular~tyof being l~aktightfrom the inside to the
outside, but not from the outside to the inside. When the
group i s filled the fuel level is balanced out between the
different fuel tanks (by crossfeed lines) and the feeder tank
(by check valve (32) which IS located at the bottom of the
feeder tank). The booster pump flow rate (600 Ilhr) is well
above the flow rate required by an engine (190 Ilhr at the
maximum continuous power rating).
TANK FORWARD LH TANK
The booster pumps discharge towards the engine and supply
two jet pumps (1) (2). By venturi effect, the feeder tank
jet pump (2) inducing flow "A" creates an induced flow "6".
+
The flow which returns to the feeder tank (A B) is greater
than the flow which leaves the feeder tank (TwiceA +engine
consumption). In this case the feeder tank overflows as long
as fuel remains in the group. The pumps are always immersed,
the level in the feeder tank is hardly modified by the aircraft
attitude variations. The purpose of the second jet pump (1)
is to transfer fuel from the auxiliary tanks into the centre
tank.
I/
UYY'Z, I
LHCENTRE TANK
The jet pump drives the fuel from the fuel
tank towards the feeder tank by venturi
effect.
A - Inducing flow
B - Induced flow
C - "Return" flow
The LH group is shown here.
The same principle applies to the RH group.
11.3 - FUEL SYSTEM FUNCTIONAL DIAGRAMS

@ LH GROUP
FUELQ
RHA- RH auxiliary fuel tank
LHA - LH auxiliary fuel tank
LHC - LH centre fuel tank
ENG. 1 I

f Bleed valve

* Drain valve
3
4
-
-
Amplifier unit
Double fuel contents indicator
5 - Check valves
6 - "Feeder tank low level" stack pipe
7 - Feeder tank jet pump
8 - Feeder tank bleed valve
9 - Check valves
FUNCTIONS

Feeding of the engine by two booster pumps.

Should one of the booster pumps fail, valves (9) prevent

the fuel discharged by the booster pump in operation,
from returning into the feeder tank through the failed
pump.
Note that failure of both pumps would not affect the
engine feeding (the engine pump itself takes fuel directly
from the feeder tank). In this case, check valves (5)
prevent air from being taken in when the fuel tanks are
empty.
Transfer using the jet pumps (explained above).
Fuel gauging. The fuel level in each fuel tank is measured
by a variable capacitance probe unit (1).
Both probe units are connected, via an amplifier, to a
dual indicator (4) on which the total amount of fuel,
expressed its a weight (or a volume), and the amount of
fuel in the group can be read.
FEEDER TANK LOW LEVEL "ALARM" INDICATION
The "feeder tank low level" stack pipe (6) illuminates war-
ning light (10) when the feeder tank fuel level drops below
18 liters. This implies that the group fuel tanks are empty
(fuel contents gauge reads 0).
Therefore, should the indicator light (10)be lit and the indi-
cator reading above 0, there is an anomaly :
- Clogging of feeder tank jet pump (7), leakage from the
feeder tank valve or failure of both booster pumps. These
incidents result in the loss of the feeder tank booster func-
tion, and there i s the same fuel level in the feeder tank and
the other tanks.
11.3 - FUEL SYSTEM FUNCTIONAL DIAGRAMS (Cont.)

@ RH GROUP
RHC - RH centre fuel tank
AA - Aft auxiliary fuel tank

FUEL (

PUMP 2

PUMP 4

1 - Probe unjts
2 - Fmder tank bleed valve
3 - Feeder tank low level" stack pipe
4 - Feeder tank jet pump
5 - Check valve
6 - 'J& pump
7 - Amplifer unit
8 - Double fuel contents indicator
9 - Check valves
10 - "Feeder tank low kvel" warning light

@ TRANSFER FUNCTION
The two-way transfer pump (4) makes it possible for fuel to
be transferred from one group to the other. It takes fuel from
and discharges fuel into the centre fuef tanks at the base of
the feeder tanks. When the three-position control switch (1)
is tripped to one side (to the left to transfer fuel into the LH
group, to the right to transfer fuel into the RH group) the cot-
msponding green arrow (2 or 3) a lit. Should one group be-
come too full (transfer pump not swltched off) the crossfeed
between the two filler necks enables fuel to overflow into the
other group without there being any danger of filling the air
vents.
- 71.3 - SlMPLlFlEO GENERAL DIAORAM OF THE FUEL SYSTEM
11.4 - VENTING OF FUEL CELLS AND VENTILATION OF THE CELL COMPARTMENTS

---a - Venting lines (L. H. group)

of the aircraft.

11.5 - GENERAL LAYOUT OF THE FUEL SYSTEM

cators are on the instrument

panel and the console.

Crossfeed between the two

filler necks.

I - Filter and pressure monitoring 5 - R. H. group filler neck 10 - Main L. H. cell

IR. H. system) 6 - L. H. group filler neck 1 I1 - L. H. auxiliary cell
2 - R. H. fuel shut-off valve 7 - Rear auxiliary cell 1 12 - R. H. auxiliary cell
3 - L. H. fuel shut-off valve 8 - Transfer pump 13 - Main R. H. cell
4 - Filter and pressure monitoring 9 - L. H. feeder tank 14 - R. H. feeder tank
(L,H, system) 15 - Fuel shut-off control levers
11.6 - SIMPLIFIED GENERAL DIAGRAM OF THE FUEL SYSTEM
I
 12 - ELECTRICAL POWER

2 1 - DC P o r n System 122.7 - Geneid

l2.1.l Genenl 12.22 - AC P o w G ~ S ~ SCanrponsflm
~&~
12.1.2 OCPoww System C w t s 1223 ACPvwSyotem W o n
12 1.3 - DC Pcwr Syrem Oponrrioo -
12.24 A C P o w birrribution
12.1.4 - DC PamDistrributim
12.2 -Si~h@hmACPo~Systpm

12.1 - 28.5V DC POWER SYSTEM

12.1.1 - GENERAL

'aGENERATING
BASIC PRINCIPLES OF THE REDUNDANT POWER
AND DISTRISUTION SYSTEM
SYSTEM 1
-.-- -- - --
SYSTEM 2
-.- - ---

Two distribution systems (1 & 2) are rupplkd via two busbarz

( 1 & 2) from two power generating systems ( 1 & 2).
The utilization circuits are connected lo the distribution
buret :
U1 : utilisation circuits supplied by sy?aem I
I DISTRI IBUTlON 1 BUSES I
: utilization circuits supplied by system 2

r U1 + 2 : titillration circuits with redundant supply.

The primary aircrah circuib which r e vital for in-flightsafety

an provided with a dud power supply. A single supply is
provided for secondary utilizationcircuits.

CONSEQUENTLY ; @ I n the event of a power gemrating

failure, the remainiw generator is
capabk of supplying both distribu-
tion systems (1 & 2).
In the ewnt of permanent short-
l2-J
GENERATOR

circuit on a bus bar, only the secon-

dary circuits supplied via the faulty
bus are isolarsd ;all primwy circuits
remain supplied via the redundant
power system.

A number of perthlerly important safety.rclated utilization

circuits leg. the fire extinguisher system) me prov~dedwith a
reUm&nt ponrer supply frem the aircraft battery (v~athe
direct battery bus) in addition to p o w r s y s m 1 or 2. T k
circuits ttmrefore remain operational even in the event of fai-
lure of both power -rating systems.
 instruclion manual

12.1.1 - CIC POWER SYSTEM -GENERAL (corn.)

@POWER SOURCES

The aircraft is supplied with DC power born the following

WUKB :
- two starter generators G1 & G2 (oneper engine) when the
engines are running ;
- me aircraft battery w a ground power unit when the
engines are shut down. Either the battery or the ground
power unit can be d to rarl the engines end to carry
out electrical t d t s with the engines rhut down.

EXTERNAL

Genenmr : Regulated output voltage :28.5 V

Rated current : 16DA
Battery : Voltage :24 V
Capecity : 16 e h (36 Ah optional)

BATTERY

a SYSTEM LAYOUT : POWER SOURCES & COUPLING

DEVICES

The battery i s canncted to buses PfW and PP9 via 2 REMEMBER :

contactom (16P -17P)
Generatun G1 & 62 am parallel conneefed to the -5
by revem current relays (I@ - 15P) and battery contac.
ton(l6P- l7P)
The external power reaspbcie (23P) supplies both kner
when the external power mntactor (IBP) and bus-coupling
contactor ( 19P) are c l a d .
- When pawar IS supplied via the extern J power receptacle,
the battery contactors and the revermurrent releys are
iiutomattcally tripped open to sola am and protect the
aircraft power sources from the ground p ~ Kwrce.
r
- The butcoupling mntactor is normally open. I t close
automatically in the following circumstances :
. power wrupply from external power mptacle
. isolation of one generator
. uccidsntal opening of a battery contactor
 THM

- -
12.1.I. DC POWER SYSTEM GENERAL (cont.)

@ CONTROLS

The system includes 6 control switches and 1 pushbutton :

. 1& 2 BAlT 1 and B A T 2 "off/on" switches controlling bat-
tery contactors 16P & 17P.
. 3&4 GEN 1 and GEN 2 "off/on/reset" switches controlling
the closing of reverse current relays 14P & 15P.
The spring-loaded "reset" position allows the genera-
tor to be restored to service after a transient fault.
EMERGENCY CUTOFF "off/on0 switch. When swit-
ched "off" it breaks the supply leads to the battery
contactors and deenergizes both generators. This is 3P
the electrical system "crash" configuration : all circults
are broken except those supplied from the direct bat-
tery bus (PP7).
EMERGENCY RESWING pushbutton is common to
both power systems and enables emergency resetting 4
of the generators should the normal resetting current ("L
be totally lost, should the battery fail and should the
excitation current of both generators be lost.
LOAD SHEDDING switch. Two-positions : "NORM".
"SHED". When the switch is set to "SHED" the power
supply to the load shedding contactors 44P and 45P
is cut off. On the event of total power system failure,
this makes it possible to economize the battery cur-
rent by keeping in service only those utilization cir- 6
cuits which are essential for the flight.
NOTE : The external power contactor (18P) closes when po-
wer is supplied via the receptacle (23P) with the
B A l T switch "on".

@ INDICATORS
- CUTOUT INDICATOR LIGHTS (2) (3) (4) (5)
These lights informs the p~lotthat the relevant battery contac-
BAT 3

$ l ?)
tor or reverse current relay is open. In normal flight configura-
tion, i.e. with all indicator lights off, the illumination of a cu- BATswq. BAT.SW 2
tout indicator light constitutes a failure warning. BATT. 1 BATT 2

- LOAD SHEDDING INDICATOR LIGHT (10)

This light comes on when the pilot sets the load shedding
switch to "OFF" and when both contactors 44P and 45P are
open.
- BUS COUPLING INDICATOR LIGHT (6)
This light comes on when the bus-coupling contactor is clo-
sed, indicating one of the following conditions :
power supplied via external power receptacle
generator failure
battery contactor accidentally tripped open
- BATTERY TEMPERATURE WARNING LIGHT (1)
This light comes on if the battery temperature exceeds 71" C. BUS.CPL
The pilot then reacts by isolating the battery (switching "off' INT. BAR
the BAlT switch).
-GENERATOR VOLTAGE & CURRENT MONITORING
The instrument panel includes a voltmeter (9) and an amme-
ter (8) togettfer with a display selector (7) by means of which
the following values can be read : GEN 2
Voltage : each generator, aircraft battery or external power
receptable ;
Current : each generator output.
 aaerospatiale
hZb

-yc*
THM

- EXTERNAL POWER RECEPTACLE SUPPLY PROTEC-

TION
Generator isolation : when power is suppl~edto the exter-
nal power receptacle, two auxiliary external power relays
(20P - 21P) break the supply leads to the battery contac-
tors (16P - 17P) and the reverse-current relays (14P - 15P)
and close the bus-coupling contactor circuit ( 1 9P).
Overvoltage protection : if the external power supply vol-
tage exceeds 31.5 V, the excitation circuits of the external
power contactor and the auxiliary relays are broken by a
protection circuit card (82P).

- GENERATOR COUPLING & ISOLATION

. The generators are coupled to their distribution buses
when the generator output voltage exceeds the battery
voltage by 0.5 V.
. The generators are isolated when a reverse current of 9A
to 22A is detected from the battery to the generator.

COUPLING ISOLATION
V ' G E-
~ V B > 0.5~ V ~ ~ gA<l~<22A

- VOLTAGE REGULATION & OVERVOLTAGE PRO-

TECTION
Each generator is associated with a voltage regulator (28P -
29P) that controls the generator excitation circuit and the
reverse current relay supply circuit. The primary regulator
functions include :
. Voltage regulation at 28.5 V -+ 0.5 V by modulating the
excitation current ;
. system overvoltage protection by breaking the generator
excitation circu~tand the reverse current relay supply ~f
the voltage exceeds 32 V ;
. parallel coupling of the two generators by balancing their
outputs within 2 10 %. The generators are interconnected
by a balancing circuit that selects any load imbalance bet-
ween them.

Excitation
12.1.1 - DC POWER SYSTEM -GENERAL (oont.1
- ESSENTIAL BUS SHORT CIRCUIT PROTECTION

In rho even1 of a short-CI~CUII, 1hc result~nggeneral under-

voltage condlnon is detected by a relay (38P or 39P) causing S(rorrc,rcr,,r
the related protectton ctrcu~tcard (40P M 4 1P) t o sola ate the
shorted tnis
,,, ,,

..
If, lor example. the shor~clrcul t occurs on bus PP9, the pro
toctton system reacU as follows .
11 prevents the bus c a ~ p l l noontaetor
closrng
~

II b e a k s the supply lead to thc batte~

(19P) from

y contaclat ( 17P1
I! breaks the generator 1 excltatlon ctrcult.
The sysretn thus isolales the short-c1rcu11from buses W7 and 1JP l4P
PP8. The atrcraft battery and generator 2 rernaln ava~lableto
supply power to rhe aircrafi sysla~ns.

-- GENERATOR FEEDER SHORT CIRCUIT PROTEC

TlON

I r i the event of a short-c~rcurt.the relevant reverse current

relay and protectton circuit card react
If a short circuit occurs on the ferdcr of yeneratar 1 :
the G I a r t p u t voltage drops
relay 15P dettrcts a reverse current and trips open.
causrng the bus couplrng contac!or (19P) to clore
protection circuit card 41P dccnergizes pnet.ator 1:
Generator 1 is isolated and deenergized.
Genertxor 2 supplies systems 1 and 2.
LJ
1.\-_.
' snort c:ucuit
occurs hefe

-Sfiorr carcuit
Occurs here
BATTERY FEEDER SHORT CIRCUIT PROTECTION
If a short circuit occurs on the battery feeder, the batrery is
auromstrcall y isolated :
. a fuse IF) blows In thc battery ncqattve lead
. the detection relays (38P - 39Pi cause the battery
contactors (1W- 17Pl. to open ant1 prevem the bus
coupling contactor (l9PI from closing

The battery i s now ~solateclfrom the atraaft power systeni.

but both generators are running normally and supply power
t o the two a~rcraftsystems.
1.2.4 RELAY BOXES 23 ALP AND 24 ALP

These two units contain IIIC malrl ClcctriCJl rcla~so!

basics and optionalequipments. Relay index is rnadc
up of thc box index lollowcO by thc relay idcrrtifica-
tion number.
For instance 24 ALP 29 corresponds lo :hc ~ 3 ~ 9 3
sling relay.
The folbwing item k t is only given as an cxemplc.
it may vary from onc aircraft insrallatior~10 an other.

24 ALPHA
 +;4-&

s:p;k
-..--.I aerospatiale
lloI al

P~essuresw~rc:i55 K T s '
I- 2 1Cargo Fire l i g ~.t i i ,>: :I$CFfg5?
\.

I
5 Load detector 'UMIT'
6 Normal U G operiation OFF
LKi pump OII rest

CG 130 co ,71101

Flottatior~p a r

( 16 1 IjA'TIE radar I

..
?O
21 AP Conditionncr
Air w i t ~ o u i ,. ~ .- :::'.,.__..
..I

. ~" .
.'
~ ~ ~ , ,

22 BATE radar
23 BATlE radar
24 CG 130 co.pilot . ,

25 ( cc 130 co-pilot
-

26 LANDING GEAR RETRACTION 26 L/G switch RH = AP+NADlR

27 CG 130 CO-p110t 27 LIG switch f?H=hour computer
---

28 CO-pilot'shorizon 28 pilot's AD1

29 U1 UG switch (OMEGAJ 23 cargu sI:.-q
--
30 AUX HYD + 1 5s 'delay 30 k c Ectccror.
31 ARC182
32 ARC 182

33 I
12.1.2 - DC POWER SYSTEM COMPONENTS

Odd-numbered components are part of the LH power system

(System I ) ;even-numbered components are p a n of the AH
power system (System 2) - This rule does not apply to cornpo-
nents used jointly by both systems, such as the battery or the
external power receptacle.

-
14P 15P Reverse current relay
-
16P 17P Battery contactor
18P External power contactor
19P Bus-coupling contactor
-
2OP 21P Auxiliary external power relay
22P Battery
23P External power receptacle
24P - 25P Starterlgenerator change over relay (refer to
Po werplant Installation chapter)
26P - 27P RFl suppression hlter
-
28P 29P Voltage regulator
- -
m30P m3 1P Starter generator
-
32P 33P Ammeter shunt
-
38P 39P Short-circuit detection relay
40P - 4 1P Short-circuitprotecbon card
-
44P 45P Load sheddlng contactors
49P - 50P Battery contactor switch
51P - 52P Generator switch (3 positions :OFF - ON
RESEq
53P Emergency cutoff switch
60P Battery fuse
82P Overvoltageprotection card
104P Emergency resetting
114P Load shedding switch
PP7 "Battew essenttal bus
PP8 "System 2"essentta/bus
PP9 "System 1" essentral bus
A Ammeter
V Voltmeter
1Oa Voltmefer/Ammeter selector sw~tch

I
Voltage Imit contact

Timing on relay closing

THM : r w ~ uwry-..--
-s n -

12.1.2 - DC POWER SYSTEM COMPONENTS (cant.)

CONTROL & MONITORING

Generator 1 control switch

Emergency cut-off swrtch
Generator 2 control swrtch
BUS 7 and 2 load shedding contactors control switch
Battery contactor 2 swrtch
Voltmeter/ammeter read~ngselector
Battery contactor I switch
Generator emergency resettirlg
Voltmeter
Ammeter
 s=
aerospatiale THM
-&
12.1.2 - DC POWER SYSTEM COMPONENTS (cont.)

@LOCATION OF COMPONENTS

1 -Starter - generator (rn30P - rn31P)

2 - Generator ventilation duct
3 - RFl filter (26P - 27P)
4 -Starter - generator changeover relay (24P - 25P)
5 - Voltage regulator (28P - 29P)
6 -Electrical rack (door shown open)
7 - Battery (22P)
8 -Electrical master unit ( 1 01) (contains rnostpowergene-
rating system components)
9 - External power receptacle (23P)

E-:
THM
-2s-
12.1.2 - DC POWER SYSTEM COMPONENTS (cont.)
ELECTRICAL MASTER UNIT l a
I - Fuses
2 - Externalpowercontactor (19P)
3 - Circuit-breakers
4 - Battery contactor 2 (76P)
5 - Bus-coupling con tactor ( 19P)
6 - Battery contactor I (17PJ
7 - "BUS I" load shedding contactor (45P)
8 - Auxiliary ext. p wr. relay 1 (21P)
9 - Reverse current relay 1 (75P)
10 - Short-circuit protection card 1 (4 IP)
aerospatiale
7 1 - Diode card I (43P)
-
12 Short-circuit detection relay 1 (39P)
13 - Short-circuit protection card 2 (40P)
14 - Diode card 2 (42P)
15 - Ext. pwr. overvoltage protection card ( 8 2 )
16 - Short-circuit detection relay 2 (38P)
17 - Reverse current relay 2 (14P)
18 - Auxiliary ext. pwr. relay 2 (20P)
-
19 "BUS 2" load shedding contactor (44P)
 THM

12.1.2 - DC POWER SYSTEM COMPONENTS (cont.)

@MAJOR COMPONENT SPECIFICATIONS

BATTERY VOLTAGE REGULATOR

Nickel-cadmium alkaline storage battery Static voltage regulator with the following functions :
Voltage 24 V - Voltage regulation at 28.5 V + 0.5 V with potentio-
Capacity 43 Ah meter adjustment provision
Number of cells 20 - Overvoltage protection (breaks generator excitation
The battery is installed in a tray mounted on a frequency- circuit when voltage exceeds 32V)
tuned shock mount designed to improve the aircraft vibra- - Load balancing within 10% between the 2 generators
tion level ;the weight of the battery itself is used to damp - Generator flashover protection in the event of a
out vibrations. polarity reversal
- Remote trip provision (emergency cutout switch)
STARTER-GENERATOR - Generator resetting
- Balancing relay interlock during starting cycle
. Shunt field generator with series starting windings - Starting current held by gradual deenergizing
. Rated terminal voltage 30 V
. Rated load current 160 A
. Rated output 4.8 kW
. Overload current : 2 minutes 200 A
15 seconds 250 A

REVERSE CURRENT RELAY

. Coupling prerequisite : generator voltage exceeds battery

voltage by at least 0.5 V
. Cutout condition : rever,se current of 9A to 22A
. Current rating : 220 A
. Overload current (10 minutes) 400 A
 12.1.3 - DC POWER SYSTEM OPERATION

b
Thls sectlon covers the major funct~onalconfrgurations :
-power supply via external power receptacle.
- power supply from alrcraft battery,
- power supply from generators.
- short clrcuit protectton.
The sfartlng function 1s descr~bedi n chapter 13 (Powerplants).

BA'
cT O-' 'q

APP!

SYSTEM CONFIGURATION
lnsertlng a live external power connector In receptacle 23P
-
causes auxiliary relays 20P 21P to close, thereby preven-
-
tlng energtzatton of battery contactors 1&P 17P and reverse
-
current relays 14P 15P.
Sw~tchtng"on" the battery swhtches 49P - 50P causes the ex
ternal power contactor 18P and the load sheddlng contac-
-
tors 44P 45P to close
Buses Ff8 and PPQare then supplied
-
All ~ndlcatorllghts are on except for BAT-TEMP SHED BUS
The external power voltage IS displayed by settlng the volt-
meter selector 1OIL to "EX7

REMARKS
(1) In the external power conf~gurat~on the a~rcraftbattery and
generators are tsolated . THE GROUND POWER UNIT HAS
FIRST PRIORITY
(2) The emergency cutoff swltch 53P has no effect on the
external power receptacle supply The two battery swltches
must be selected "off" ~f tt IS necessary to Isolate the ground
power untt.
(3) The overvoltage protectton unlt 82P automat~caliybreaks the
external power supply clrcult if the Input voltage exceeds
3- 1 -6 V
(4) The external power conf~gurat~on
IS standard for ground tes-
tlng and englne startlng when a ground power u n ~ ts
t avat-
lable.
The standard procedure IS as follows
- Power supply vla external power receptacle L5r In the external power configuration, the generator w i t c h
- Prestarting checks and tests setttngs are unimportant ("on" or "off").
- Engine starting
- Disconnection of ground power unlt
- Automatic generator coupling (the aircraft is now elec-
t r i ~ a l i yself-sustainingand ready for flight].
12.1.3 - DC POWER SYSTEM OPERATION (cont.)

@ POWER SUPPLY FROM AIRCRAFT GENERATORS.

COUPLING THE SECOND GENERATOR

BAT SW 1
CT.BATT 1 1

PRELIMINARIES

I t is assumed that generator 1 1s coupled and IS supply~ngbuses

PP8 and PP9 w ~ t hthe bus coupllng contactor closed. Englne 2 is
started and generator 2 reaches coupllng speed (generator 2
sw~tchis "on").

SYSTEM CONFIGURATION

When the generator 2 termlnal voltage exceeds the generator 1

voltage by 0 5 V, reverse current relay 14P closes (refer to Re.
mark 1)
Closing reverse current relay 14P causes the a u x ~ l ~ a contact
ry In
working posttlon to break the supply clrcult to the bus coupllng
contactor 19P and the latter therefore opens
Both generators are then parallel coupled by the bartery contac-
t o r s l 6 P - 17P
All ~ndlcatorllghts are off
The voltmeter reads the same value when the selector IS set to
GEN 1, GEN 2 or BATT slnce the generators are coupled
The ammeter indicates the load current for each generator when
the selector IS set to GEN 1 or GEN 2.

REMARKS
(11 The voltage dtfference requ~redfor coupl~ngthe second gene
rator 1s obtalned automatically by rhe balancing ctrcult
connecting both regulators (terminal E of each regulator)
The system tends to balance the generator outputs by
lowering, the voltage of the more heav~lyloaded generator
and lncreaslng the voltage of the more llghtly loaded gene.
rator (I e the one to be coupled)
121 The bus coupl~ngcontactor control clrcult IS made vla t l ~ e (4) The balanc~ngclrcult detects any current flow between ter
rest posltion of auxll~ary contacts in the reverse current m~nals E of the two voltage regulators and m o d ~ f ~ ethe
s
relays and ~nbattery contactors, so that ~fany of these relavs generator voltages to ensure equal output coupling (wlthln i ~oltzigelimit contact
or contactors is open the bus coupl~ngcontactor is energ~zelf 10 %)
Thus whenever a BATT or GEN Ilght comes on, the BUS 15) Generator deenerglzlng cond~t~ons refer to the following riming on relay closmng
CPL llght also comes on page
13) I n the event of a generator fa~lure,the reverse current relay
opens when the bus-to generator reverse current IS between
9 A and 22A
12.1.3 - DC POWER SYSTEM OPERATION (cant.)

@ POWER SUPPLY FROM AIRCRAFTGENESATORS.

COUPLING THE FIRST GENERATOR

B A T SWZ

PRELIMINARIES

It 1s assumed that rhe a~rcraft1s inlt~allyIn the battery power

conf~gurat~on and that the englne 1 startlng cycle i s ~nitlatedw ~ t h
the generator swttches 51P. 52P selected "on" Generator 1 t s
drlven by englne 1 and reaches the coupl~ngspeed

SYSTEM CONFIGURATION

When the generator rerm~nalvoltage exceeds the battery voltage

by 0.5 V reverse current relay 15P closes (the control current 1s
applied to the reverse current relay "INT" terminal). Generator 1
is then coupled to bus PP9. and ~ t sexcitation current IS control
led bv voltage regulator 29P

Clos~ngthe reverse current relay 15P causes bus couplrng contac.

tor 19P t o close From the working posltion of the aux~ltary
contact In relay 15P the bus coupling contactor clrcult IS made
vla tbe follow~ng:
- battery switches 49P - 50P
- relays 38P - 39P
- the auxiliary contacr of the second reverse current relay
14P
Generator 1 then supplies both buses PP8 and PP9
The GEN 2 and BUS CPL llghts are on.
The generator 1 terminal voltage and load current are displayed
by setting the voltmeter/ammeter selector 10 to "GEN 1"
('I Generator coupling Occurs below ground ldllng speedso that
9eneratOr Power is available In low speed ranges.
Voltage limit contact
(21 As soon as one generaror IS coupled, the battery reverts tc Timing on relay closing
charging mode, and power to start the second englne is sup
plied by the aperatlng generator
(3) When a ground power unlt 1s used for englne starting, both
generators are coupled as soon as the ground power unlt Ir
d~sconnected from the a~rcraftexternal power receptaclt~
12.1.3 - DC POWER SYSTEM OPERATION Imnt.)

@POWER SUPPLY FROM AIRCRAFT BATTERY

BATSWl B A T SW2
CT.BATT 1 CT BATT 2

50P

SYSTEM CONFIGURATION
S~multaneouslysw~tchlng"on" both battery sw~tches49P -
50P lnltlates the followrng sequence
- battery contactors 16P - 17P close buses PP8 and PP9
are suppl~edfrom the battery and the two B A l T llghts go
out
- load sheddlng contactors 44P - 45P close and the "SHED
BUS" lnd~catorl~ghtgoes out .
- short-circurt detection relays 38P - 39P are swltched "on"
(after a 150 m sec trme delay w ~ t ha 15V mlnlmum voltage
(short-c~rcurtdetectron)
Both GEN llghts are on
The battery voltage 1s displayed by settlng the voltmeter se-
lector 1011to " B A T

REMARKS

(1) The excrtatlon crrcults of battery contactors 16P - 17P are

grounded at two points . vla the rest contacts of reverse
current relays 14P - 15P and via the working contacts o f
relays 3BP - 39P.
Durtng engine startrng, a thlrd groundrng point IS created vla
relays RL4 on protectton cards 40P - 41P. Relays RL4 are
designed to overrlde the s h o r t c ~ r c u ~protection
t devtces
durtng the starttng sequence. nm,m,ng on relay ciosmg
(2) Both battery swrtches 49P & 50P must be selected "on" (3) The bus coupling contactor 19P IS energtzed via a rest contact (5) The battery suoply configuratron is standard for ground (6)Note that in the battery power configuration, the generator
s~multaneously.I f only one of them 1s swrtched on, then rn the battery contactors. Acc~dentallyopening one of the testrng and englne startlng when a ground power unit IS sw~tchsettings are uninportant ("on" or "off").
only one contactor closes and only one bus IS energwed. The battery contactors therefore causes the bus couplrng contac- unavailable.
short circutt protection system detects an undervoltage tor to close .the corresponding BATT light and the BUS CPL The standard procedure is as follows
conditron on the other bus and prevents the second contac- llght come on.* - Power supply from battery
tor from clos~ng(refer to "Short-C~rcu~t on Prtmdry Bus", (4) When the emergency cutoff switch 53P 1s sw~tched"off" - Prestarting checks and tests 'This case of failure need not be considered when both genera-
below). both battery contactors are tripped open. - Automatic generator coupling. tors are cut in.
12.1.3 - DC POWER SYSTEM OPERATION lcont.)

(3SHORT-CIRCUIT ON ESSENTIAL DISTRIBUTION BUS

IstSTEP :ISOLATION OF SHORTED BUS

BATSW
CT B A T

A short circuit IS assumed to have occurred on bus PP9 (system

operation 1s identical but opposite-handed for a short-circuit on
bus PP8).

SYSTEM CONFIGURATION
lnltlally the system IS operating normally . both generators and
battery coupled, bus coupling contactor 19P open, relays 38P-
39P energized, relays RL2-RL3-RL4 deenergized on protection
cards 40P-41P.

The short-circuit results in a generaked undervoltage condltlon

throughout the power system. When the voltage drops below the

.
15 V threshold settlng of relays 3BP & 39P, these relays open :
one of the rest contacts in relays 38P 39P breaks the ground
lead to battery contactors 16P-17P causing them to open ;
t h e second rest contact in relays 38P-39P breaks the supply
lead to bus coupling contactor 19P and prevents i f from
clos~ng.
BUS PP9, WHERE THE SHORT-CIRCUIT OCCURRED, IS NOW
ISOLATED.
ONLY GENERATOR 1 IS FEEDING THE SHORT-CIRCUIT.
THE VOLTAGE ON BUS PP8 RETURNS TO ITS 28.5 V
RATING.
REMARKS
(1) During the f l r a step of the short-clrcu~tprotection operation, Voltage limit contact
the power system IS automatically split Into its subsystems
t o prevent all alrcraft power sources from feeding the shott- Timing dn rblay closing
circult
(2) A t this point the voltage an bus PP9 IS near zero, while tile
voltage on bus PP8 is normal. Thls voltage differential is used
to identify the shorted bus and t o deenerglze the correspon-
ding generator.
 s-@&
THM aerospatiale
-4

12.1.3 - DC POWER SYSTEM OPERATION (cont.)

3 POWER SUPPLY FROM AIRCRAFT GENERATORS :

DEENERGIZING & RESETTING

EMERGENCY
CUT-OFF SWITCH

ground terminal H

RESETTING
The circuit is shown in "normal resetting"
configuration.

Without going into unnecessary detail about the relatively
complex operation of the voltage regulator, i t is important to
know that a bistable relay (contact C) in the generator exci-
tation circuit automatically breaks this circuit in the event of
a generator overvoltage condition or a short-circuit on the
generator feeder or the essential bus. The generator can also
be intentionally deenegized by the pilot using the EMER-
GENCY CUTOFF switch.
NORMAL RESETTING
If the generator i s deexcited as a result of a transient fault,
the pilot can reset the generator by momentarily setting the
control switch to RESET (R).
This supplies regulator terminal G and grounds terminal H :
contact C closes and remains closed if the fault condition
no longer exists.

Overvoltage : I f the voltage applied to regulator EMERGENCY RESETTING

terminal F exceeds 32 V, contact C
trips. I f the battery is uncoupled and the emergency cut-off switch
Short-circuit : In the event of a short-circuit, relay open, generator excitation can be restored through switch
RL3 is energized on the protection 104P. The residual voltage of each generator i s transmitted to
card : regulator terminal J is supplied, the excitation circuit, the voltage rises and i s applied to termi-
terminal H is no longer grounded, nal V, which trips the bistable relay to the normal position.
and contact C trips.
Emergency cutoff : When the EMERGENCY CUTOFF
switch is tripped open, regulator
terminal H i s no longer grounded and
contact C trips.
10.10. SYNTHESIS OF THE HYDRAULIC SYSTEMS (Simplified diagram)

1 Upper body
-
12.1.3 - DC POWER SYSTEM OPERATION lcont.)

@ SHORT-CIRCUIT ON ESSENTIAL DISTRIBUTION BUS

2nd STEP : DEENERGIZATIONOF GENERATOR FEEDING
THE SHORTED BUS

BAT SW2
CT BATT.2

\I

GEN 2

SYSTEM CONFIGURATION

After the battery contactor, open, the voltage on the short-

crrcuited bus PP9 drops to near zero, while the voltaga on bus
PP8 returns to 28.5 V.
Relay 38P is energized when the rislng voltage on bus PP8exceeds
15 V :battery contactor 16P then closes again.
Relay RL2 on protection card 41P compares the voltages on
busas PP8 and PP9. Since the voltage difhrence exceeds the 12 V
relay threshold, RL2 cioces after a 40 mnr: time delay. This has
the following results :
- Relay 39P is permanently isolated from ground, thereby
preventing the bus coupling contactor 19P and battery
contactor 17P from closing.
- Relay R L3 closes after being grounded vvra a workingconTact
of RL2.
With relay R L3 energized :
- terminal J of regulator 29P is supplied
- regulator terminal H is isolated born ground, deenergizlng
generatw 1 and causing reverse current d a y 15P to open
slnce terminal lNT is no longer supplied.

RESULTS

After neutraliziqgthe shortcircuit on bus PP9 :

- bus PP8 is s u ~ ~ l i abvdaenerator 2
- the batwry is w n n e c d to bus PP8
- --.
bus PPO is no'lonaer suaolied
- relay 45P trips to "rest" b s ~ t ~ o n
- "SHED BUS" indicatar lighf remains off.
Generator 1 is inoperativeas are the ut~lizationoircuits powe-
red exdusively by system 1, busbars 4x8 and C sheddable
busbars 4u.A and 5crJ.
-
REMARKS
(TI The circu~ti s also protected against short-clrcuits on the
generator or battery feeders (refer to paragraph 12:1.11.
(2) In the exent of a short-circuit on a generator Feeder, IF the
reverse current relay IS open (e.g. In external power configrt-
ration w t h engines rumingl relay RL2 does not close since
PP8 and PP9 are a t the %me voltage. Relay RL3 compares
the voltage of the generator feeding the shortcircuit with ths
primary bus vottage. When the bus voltage exceeds the gene-
rator voltage by more than 12 V he. the threshold setting of
the Zener diode "Z"), the diode conducts to the feeder and
RL3 elases, deenerqiring the generator.
THM

12.1.4 - DC POWER DISTRIBUTION

Ut i h a tion
Cables protected by fuses "F" on the essential buses supply circuits
the distribution buses to which the utilization circuits are
connected across circuit-breakers "CB".
The distribution buses and circuit-breakers are located in
distribution panels on the cockpit console, and the circuit- Distribution
breakers are easily accessible to the flight crew. bus

Supply cable

1
=-

Essential
bus
$ ---.
- - -.

I
I

SHED BUS

When the "SHED B U S sw~tchis set to "SHED the schedda- consumer clrcults which are not indispensable during the
ble consumer circuits are immediately cut-off but the safety flight to "OFF" and reset the "SHED BUS" sw~tchto "NORM.
of the aircraft is maintained. These sheddable consumer c~rcuitswill now be powered by
The pilot can then set each of the individual sw~tchesof the the batterj.
 THM

12.1.4 - DC POWER DISTRIBUTION (cont'd)

Unlt 37u houses the power d~odesrequired for the equip- Unlt 36tr enables
rnent double power suppl~es. - The double power supply 28V 1+2 (low power) to the
equipment external control
UTILIZATION CIRCUITS - NORMAUDIMMED indicator llght s~ngleor double power
supply
- These ~ndlcatorl~ghtsto be tested
1N Shed 2 Shed

51s 4c1 and 5u use thermal circuit breakers to protect the baslc and optional systems. The circuit breakers are easily accessi-
lo the pilot in flight. Moreover, the front face of each one IS marked to ~ndlcatethe system protected and slnce they are
iidered to be essential they are lit.
 iab&
THM aerospatiale
-:.e+
12.2 - SINGLE-PHASE AC POWER SYSTEM (26 V - 400 HZ & 115 V - 400 HZ)
, . 12.2.1 GENERAL
SYSTEM 1 SYSTEM 2

Two static inverters supplied from the DC system each pro-

duce two single-phase AC outputs : 26 V and 11 5 V. Each
inverter supplies its own distribution system connected to
radionavigation equipment reqqiring AC power.
Both inverters are powered in normal operation. In the event
of an inverter failure, the remaining inverter is capable of
supplying both systems. The necessary transfer switching i s
controlled by the pilot.

PP9 Shed.I
Dotted lines indicate inverter transfer options

12.2.2 AC POWER SYSTEM COMPONENTS

Two 26 V undervoltage
detectors and two 115 V
undervoltage detectors
are located in the bag-
gage compartment, near
I
to the inverters.

1 - RH static inverter (NO 2) STATIC INVERTER SPECIFICATIONS

2 - LH static inverter (NO I )
3 - lnverter 1 control switch - Total output
4 - Inverter 2 control switch - 115 V output
5 - Voltmeter ( 7 75 V system) - 26 V output
6 - Voltmeter display selector - Current draw under normal load
INV 7 - IN V 2 Inverter failure warning lights - Frequency
- Overload
 THM
96.5
12.2.3 - AC POWER SYSTEM OPERATION

2
DISTRIBUTION
SYSTEM 2

POWER POWER
SYSTEM 1 SYSTEM 2

MONITORING MONlTORlNG
OVERLOAOb,S$RT ClRtUITS. LEVEl 0VERLDADS.SHORT CIRCUITS. LEVEL

The system i s shown in normal operating configuration :

. both switches (38X - 39x1 selected "on" ; 1OX - 1 1X 1 15 V undervoltage detectors
. both inverters (40X - 41x1 supplied with DC power 12X - 13X 26 V undervoltage detectors
and producing 26 V and 115 V outputtto their respec- 38X - 39X inverter control switches (3 positions :ON
tive distribution sytems ; OFF - TRANSFER)
. all warning lights off. 40X - 4 1X Static inverters
With the voltmeter selector set to 1 15 V/1 or 115 V/2 the 9 CU Voltmeter (for 115 V system)
corresponding voltage readings are displayed 10 cx Voltmeter display selector

NOTE. The control switch "off" position breaks the inverter

DC input supply. The inverters are protected against
. input voltage polarity reversal
. overloads
. overheating (temperature switch)
THM

12.2.3 - AC POWER SYSTEM OPERATION (cant.)

@ POWER SUPPLY SYSTEM FAILURE

INDICATING SYSTEM SCHEMATIC

In the event of a voltage drop in the
1 15 V or 26 V output, the corresponding
undervoltage detector causes the relevant
warning light to come on.

v
115 V ' I I
DlSTR IBUTION DlSTR lBUTlON
SYSTEM 1 SYSTEM 2

115V 26V

POWER POWER
SYSTEM SYSTEM
1

PP9 Shed.

115V

MONITORING '
0VERLOAOS.SHORT CIRCUITS. LEVEL

EXAMPLE SHOWN IN FIGURE : 2 6 V FAILURE IN
SYSTEM 2
The 26 V systeq voltage drops below 14 V, causing under-
voltage detector 12X to ground the "INV 2 light, which
illuminates. The pilot is thus warned of a system 2 power
failure, and sets switch 38X to TRANSFER.
Power system t then supplies system 2 via the transfer stages
of switch 38X. Both systems are thus supplied, but the
warning light remains on.
NOTES
(1) Prior to transfer in the event of a transient fault the pilot
can reset the inverter by setting the switch from "on" to
"off" and to "on".
(2) I f the failure is due to a short-circuit, selecting the
TRANSFER position on the faulty circuit control
switch causes the seco~d inverter to feed the short-
circuit. The voltage drok in the second system and the
second warning light comes on. Transfer is impossible
under these conditions as it results in the loss of both
systems. The pilot must therefore switch OFF the faulty
system and reset the second system which. was cut out
when transfer occured.
 Nr
' Pk
* .

%f$@
'?.=',*
aerospatiale THM

12.2.4 AC POWER DISTRIBUTION

,>O N
: OFF
TRF
X

SYSTEM SYSTEM
1 2

From switches 38X and 39X, the 26 V and 115 V outputs are ap- The distribution buses and circutt breakers are located in distrt-
plied to the distribution buses, to which the utilization circuits "U" bution panel 5u. The crrcuit breakers are lit and are easily acces-
are connected across c~rcuitbreakers "CB". sible to the p~lot.

- ..,
-,;a"
,,>-<:::,!!'
,9+',::'J" .Z
.<
.tzx
*:jJ.,:?!
q.3 -,,p,32::;*q
!; $. C::;
!<..c;
s.: :. w';;?;
.>. ,
...; :;&..? -
.*.. .
;.$j
: : : 8 c:.*
-.:,-7
..--..
4:.,7--.
,- .. 1,. --'.-'
..,?..,;'>,:--
.7

-3;;-
. : . ,?,-I
;.' :-.> +
:-
?
,: *--
+id:
,. -{
: {-- -
THM

12.3 INTERCONNECTION UNITS

12.3.1 GENERAL
These units enable interconnection of the optional electric
circuits and the aircraft systems. minimizing the modifica-
tions to the aircraft wiring.

"WRAPPING interconnection units 10A and 12Aensure con-

nections between the radio-communication. radio-naviga-
tion, autopilot, coupler systems etc.

Units 40a and 41n, which are fitted with flat connectors with
contacts to be crimped, ensure the "stick base" interconnec-
tions.

12.3.2 UNITS IOA AND 12A

unit secured
to the structure connector
mount

Four assemblies are requlred to cover all installation poss~bi-
lities while keeping the wiring separate.
Two units 1M1 and 10A2, each of which contarns a maxi-
mum of 756 points (i.e. 36 connectors with 21 points), loca-
ted on the LH and RH s~desrespectively, in the a~rcraftnose.
These unlts may be completed wlth two other ~dent~cal unrts
30A1 and 30A2.
Two units 12A1 and 1262 each of which contains a maximum of
1050 points (i.e. 50 connectors with 21 points) located on the
baggage compartment ceiling on the LH and RH sides respecti-
vely. These units may be lengthened as required.
Each interconnection unit is made up of three sections :
. A fixed section :The assembly mechanical support compri-
sing a housing and a connector mount.
. An interconnection section : Made up of fixed connectors
installed on a support plate according to the systems ins-
talled on the aircraft. These components include the "Wrap-
per" pins and ensure the unit internal interconnection.
. A removable section : These are the connectors on the har-
nesses which connect the different systems. The connec-
tors are made up of modules of 7 or 21 points which ena-
ble different compositions. When the modules of a connec-
tor are not used, dummy modules are fitted. Two fooling
pins per module provide 36 possibilities.
12,3,3 UNITS 4 0 AND
~ 4 1 ~
--
"CI.

aerospatiale THM

Units 40u and 4 1 are

~ located against the land~nggear well
wall on the LH and RH sides respect~vely.Each unit contalns
a maximum of 18 rectangular connectors whlch are entlrely
modular and have contacts to be crimped. The "wrapping"
system was not adopted for these units ; harnesses ensure
the lnterconnect~onbetween the two units.

Each connector is rilade up of a removable casing and a fi-

xed casing. Removable modules are fitted In the removable
casing - BMA on side A and BMB on s ~ d e6.These modu-
les are fitted with female contacts. The f~xedcaslng houses
removable modules BFA on side A and BFB on side B. These
modules are fitted with male contacts.
The fixed and removable sectlons of each connector are cou-
pled at three polnts, two attachment polnts and one locating
point. These points are hexagonal and truncated by half,
which provides 216 possible positions.

Units 40r~and 4 In are similar, the compo-

nents and connections are adapted to the
different systems.

ldentificat~onof u n ~ t
40f1and 4 11, modules

!
COUPLER I COUPLER
------ -----

- C- W- -E +
R
- r--&4- - - -
H*APOON , H*RPOOW

I L - - - - JI - - - - - J
COUPLER

COUPLER
Hots1

COUPLER

I + p g ~- GI; -44
EYE% FLOT
y I
---- ICS

FIWNGCHTAL
'

1 FIRWWTRL
ICS