Opcionais Do MK2

AS 332 L2
"SUPER PUMA"
INSTRUCTION MANUAL
20 - OPTIONAL EQUIPMENT
13.6 - PRESSURE REFUELING SYSTEM ................................................................................................. 3
14.15 - "ENGINE FLUSHING" SYSTEM .................................................................................................... 13
14.16 - ELECTRICAL MULTIPURPOSE ENGINE AIR INTAKES .............................................................. 15
16.1 - AIR CONDITIONING ....................................................................................................................... 23
18.1 - ROSEMOUNT ICE DETECTOR ..................................................................................................... 33
20.1 - AUXILIARY POWER UNIT (A.P.U.) INSTALLATION .................................................................... 39
20.2 - EXTERNAL LOAD CARRYING ...................................................................................................... 47
20.3 - EMERGENCY FLOTATION GEAR ................................................................................................ 57
20.4 - HOISTING INSTALLATION (VARIABLE SPEED HOIST) ............................................................. 65
This manual is intended for instruction purpose and will not be kept up-to-dated
It cannot replace manufacturer's documents
This document is the property of the

Eurocopter Training Center
and it must not be reproduced without its permission
THM
13.6 - PRESSURE REFUELING SYSTEM
13.6.1. GENERAL SYSTEM OPERATING PRINCIPLE AND SPECIFICATION DATA

The pressure refueling system enables the structural and
supplementary sponson fuel tanks to be filled rapidly,
both on the ground and in flight. The system may also be
used for defueling by suction. REFUELING UNIT
Pressure (refueling)
Refueling unit "adaptater" union Suction pressure (defueling)

Helicopter refueling connector
X RH SUPPLEMENTARY
TANK
R
RH GROUP OF TANKS
W T V S U LH GROUP OF TANKS
Y LH SUPPLEMENTARY
TANK
( 1 ) General System Operating Principle ( 2 ) System Specification Data
The refueling line is connected to a refueling connector, • Refueling time (t)

from which the fuel is delivered under pressure (or re- 332 short version : ......................................... t < 4 min.
moved by suction) into / from : 332 stretched version : ............................ t < 6 min 30 s
- the transverse tanks (3) (4) in each group.
- the longitudinal (feeder) tanks (1) (2) • Maximum refueling rate :
- the supplementary sponson tanks (8) (9). 332 short version : ............................................ 43 m3/h
332 stretched version :
Four solenoid valves connect up : the RH group of tanks, - for attitudes between 1° nose-up
the LH group of tanks and each supplementary fuel tank. and 5° nose-down : ................................... 40 m3/h
The valve control is sequential. First the LH and RH - for attitudes between 1°
groups are filled simultaneously, then the supplemen- and 5° nose-up : ........................................ 20 m3/h
tary tanks. The order is reversed for defueling, the sup-
plementary tanks are emptied first. Details of the sole- It is the presence of the 7th fuel tank which reduces
noid valve control sequences are given below. It should the refueling rate for nose-up attitude.
be noted that it is possible to fill the tanks completely but
for operational and safety reasons they cannot be drained • Maximum refueling pressure : ....................... 2.5 bars
completely by defueling. Hence, the defueling operation (reduced to 1.5 bars on 332 stretched version in nose-
stops automatically when the fuel level in tanks (3) (4) up attitude between 1° and 5°)
reaches 40 litres. The amount of fuel then remaining in
the feeder tanks (1) (2) is 80 litres. • Maximum defueling suction pressure : ........ 0,360 bar
Ce document est la propriété d'EUROCOPTER ; il ne peut être communiqué à des tiers et/ou reproduit sans l'autorisation préalable écrite
d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998. 13.3
THM
13.6.2. SIMPLIFIED DIAGRAM OF THE PRESSURE REFUELING SYSTEM

(The electric controi and monitoring system will be studied separately)
The refueling connecter valve (3) is

pushed by the refueling unit adapter
union.
150 mbars
Refueling Defueling
1 2 1
3
X
150 mbars 150 mbars
W T R S 4
U 5
V
6
Q 7 4
8 9 2 8
Y
REFUELING
Pressure 150 mbars
Pressure
SUCTION
• On defueling the valve
Suction
Suction opens for a suction pressure
of 0.028 bars
Bottom of tank
DIFFUSER WITH DIAPHRAGM DOUBLE EFFECT VALVE
(TRAPEZOIDAL CUP)
Fuel is delivered into (or drawn out of) the supplemen-
tary fuel tanks directly, at the tank sump.
1 - Pressure relief valve
Double effect valves and diffusers with diaphragme are
2 - Double effect valve
located at the bottom of the tanks. Outside the refueling
3 - Refueling connecter
and defueling operations, the double effect valve isolates
4 - Breakable self-sealing union
the feeder tank from the transverse tank thus preventing
5 - 6 - 7 - 9 - Solenoid valves
the likelihood of siphoning from the feeder to the trans-
8 - Diffuser with diaphragm
verse tank.
When the solenoid valve is open (reter to electric control During refueling, the pressure relief valve (1) prevents
circuit) the fuel is delivered (or drawn out) into / from : the fuel tanks from being pressurized should the sole-
noid valves not be closed accidentally (SAFETY FEA-
- feeder tanks (1) (2) by double effect valve (2) TURE). The system lines on the supplementary sponson
fuel tanks are fitted with a self-sealing union (4) which
- transverse tanks (3) (4) by a diffuser with diaphragm (8). breaks in the event of a crash breaking the union pre-
vents the fuel from leaking.
13.4 transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
THM
13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS
( 1 ) Control and Monitoring System Operating Principles

The system is controlled by the Indicator lights
1QH
1QH panel which receives fuel
level data signals from the fuel
gauges and high level detectors
and opens or closes the solenoid INT
valves. LH GROUP
Control switch
INT
Selected RH GROUP
amount signal
EXT
Level SOLENOID VALVE LH SUPP.
signals CONTROL
LOGIC CIRCUITS
EXT
RH SUPP.
FUEL GAUGES AND «HIGH LEVEL»
DETECTOR (1 PER FUEL TANK) CONTROL UNIT
SOLENOID VALVES
The control unit makes it possible to
The fuel gauges and high level de- display the amount of fuel desired in
tectors supply an electric level sig- all the fuel tanks after refueling or The electric control signal unlocks
nal which enables the solenoid defueling. Based on the fuel level the solenoid valve. But the refueling
valves to open and closes them when data from the fuel gauges and the unit system must be pressurized (for
the desired level is reached, on "selected quantity" signal, an elec- refueling) or under suction pressure
refueling or defueling. tronic logic circuit controls the sole- (defueling) before the valve will open.
noid valve opening and closing se- When the valve is open, an indicator
quences. light comes on. When the electric
control circuit is cut off the solenoid
( 2 ) Origin of the Fuel Level Electric Signals valve is closed and locked.
High level signal
Fuel gauge signal
Low level signal
FUEL LEVEL SIGNALS
1 7 Q N
High level
LH lateral RH lateral detector
tank N° 1 tank N° 2
FUEL
AFT tank FWD tank
N° 7 Fuel
tank N° 5
Central gauge
tank N° 6
LH Ext tank RH Ext tank

N° 9 N° 8
Low level
AFT transverse FWD transverse detector
tank N° 3 tank N° 4
THM
13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS (Cont.)
( 3 ) Simplified Functional Diagram of refueling sequence
• Q1 is the fuel amount contained in the fuel tanks. Electromagnet energized,

• Q0 is the selected amount on "REFUEL/ Q1 = Q0 ® end of refueling the valve is unlocked.
DEFUEL"panel (1QH). Then the fuel pressure
ESS SEC opens the valve.
1QH
1 "RH group" high
2 level signal
+28V
"RH group" fuel MAIN RH RH GROUP
gauge 5 signal GROUP FULL HIGH LEVEL MAIN
MAIN
3 RH
GROUP
4 "LH group" high
"LH group" fuel MAIN LH level signal
gauge 5 signal GROUP FULL LH GROUP
5 HIGH LEVEL MAIN
MAIN
RH supp. fuel LH
tank (N°8) fuel GROUP
gauge signal Supp. RH tank
6 high level signal
LH supp. fuel tank Q1 < Q0 SUPP. RH TANK
(N°9) fuel gauge 7 HIGH LEVEL SUPP
signal 8 SUPP.
COMPARISON (RH)
Q1 signal Supp. LH tank
Q1 AND Q0 REFUEL high level signal
11
OFF SUPP. LH TANK
Q0 signal 10 HIGH LEVEL SUPP
DEFUEL
Q1 > Q0
9 SUPP.
(LH)
12
DEFUEL 38Q
1 - Sequential logic
2 to 6 - Logic circuits
• Principle 7 - Priority selector
8 - Logic circuit
The amount of fuel desired on board (Q0) is selected 9 - Comparator
using "INCR/DECR" selector (12). The amount of fuel 10 - Logic circuit
contained in all fuel tanks gives the signal Q1. Signals 11 - Control switch
Q1 and Q0 are compared in a logic circuit (9). Refueling 12 - "INCR/DECR" selector
or defueling sequence stops when Q1 = Q0.
• Functional Analysis of the Refueling Logic Circuit
Q0 is selected. Since Q1 is less than Q0 logic circuit (8) When the amount of fuel programmed Q0 is less than or
closes. Control switch (11) set to REFUEL enables sole- equal to Q1 or when all the tanks are full, the refueling
noid valves to be supplied in an order depending to the operation stops (logic circuit (8) opens and cuts off sole-
priority selector position ; the refueling sequence starts noid valves excitation current).
(Q1 increases).
In the event of fuel gauges or logic circuits failure, the
Since high levels are not reached in all tanks, logic cir- solenoid valves are closed by logic circuits (2 to 6) when
cuits (2 to 6) close one by one, supplying corresponding the fuel tanks high levels are reached.
solenoid valves which open ; associated indicator lights
come on. NOTE : In any case all solenoid valves will be closed
and refueling stopped if Q1 is greater than or equal to Q0
or if control switch (11) is set to OFF.
THM
( 4 ) Simplified Functional Diagram of defueling sequence
• Q1 is the fuel amount contained in the fuel tanks. Electromagnet energized,

• Q0 is the selected amount on "REFUEL/ Q1 = Q0 ® end of defueling the valve is unlocked.
DEFUEL"panel (1QH). Then the fuel suction
opens the valve.
1QH Fuel tank N°4

fuel gauge signal
RH supp. fuel 1a SUPP. RH TANK TANK N°4
tank (N°8) fuel Q £ 40 litres Q £ 40 litres MAIN
gauge signal MAIN
2a RH
GROUP
LH supp. fuel tank 3a SUPP. LH TANK Fuel tank N°3
(N°9) fuel gauge fuel gauge signal
Q £ 40 litres
signal
TANK N°3
Q £ 40 litres MAIN
MAIN
"RH group" fuel 4a LH
gauge 5 signal GROUP
"LH group" fuel

gauge 5 signal
8
SUPP
Q1 signal COMPARISON
Q1 AND Q0 SUPP.
REFUEL
Q0 signal (RH)
OFF
11
DEFUEL
Q1 > Q0
12 10 SUPP
SUPP.
(LH)
•Principle
The amount of fuel which should be kept on board (Q0)

after the defueling operation is displayed using the "INCR/
DECR" selector (12). Q1 is the fuel amount contained in
the fuel tanks.
The logic circuit (9) compares Q1 and Q0 and stops the
defueling sequence when Q1 = Q0.
• Functionnal Analysis of the Defueling Logic Circuit
Q0 is selected. Since Q1 is greater than Q0, logic circuit

(10) closes. Control switch (11) set to DEFUEL, enables NOTE :
solenoid valves to be supplied in an order depending to (1) - In any case all solenoid valves will be closed and
position of priority selector (7) and controlled by the se- defueling stopped if Q1 is less than or equal to Q0 or if
quential logic (1) ; the defueling starts (Q1 decreases). control switch (11) is set to OFF.
When the amount of fuel on board (Q1) is equal to the (2) - The defueling operation is only permitted by the
pre-selected quantity, the logic circuit (10) cuts off the "REFUEL/DEFUEL" panel when the helicopter is on the
excitation current to solenoid valves and the defueling is ground.
completed.
THM
( 5 ) Solenoid valves signalisation 1 2
On the "DEFUEL / REFUEL" panel, there are five en-

graved indicator lights as well as five LEDs associated
to the five solenoid valves (EXT - INT for the LH group
(1) and INT - EXT for the RH group (2)).
The indicator lights, when illuminated, indicate an effec-
tive opening of solenoid valves.
The LEDs, when illuminated, indicate that an opening
signal is sent by the central to solenoid valves.
4 3
1 - LH group solenoid valves indicator lights 3 -"TEST" push-button

2 - RH group solenoid valves indicator lights 4 -"REFUEL/DEFUEL" control switch
( 6 ) Electrical test
Correct operation of the control 1 Q H LEDs lighting

logic circuits may be checked be-
fore a refueling or defueling op- Solenoid valves
eration.
T E S T
Test signal
< opening signals
Signal amplifier
Setting the control switch (4) to 1 7 Q N
REFUEL position (flight or ground
configuration) or DEFUEL posi-
(ground configuration only) and pressing the "TEST" push-button (3) allows the "REFUEL / DEFUEL" panel to trans-
mit a test order to the FUEL central which amplifies it then supplies the solenoid valves. All the LEDs come on.
THM
13.6.4. PRESSURE REFUELING SYSTEM COMPONENTS LOCATION
CONTROL UNIT 1 -"LH solenoid valve" opening indicator light

1 2 2 -"RH solenoid valve" opening indicator light
3 -Light emitting diodes ("Test" indication)
4 -"Test" push-button
5 -Q0 selection control switch
6 -Fuel amount required display
7 -"REFUEL / DEFUEL"control switch
7 6 5 4
7
8 1 6
3 2
1 2
7
4 2 9
4 5
11
1 - Pressure relief valve 7 - Pressure relief valves 10

2 - Solenoid valves 8 - Delivery valve
3 - "GROUND" refueling connector 9 - Suction valve
4 - Diffusers 10 - Suction diaphragm
5 - Double effect valves 11 - Delivery valve
6 - Shortable self-sealing coupling
THM
13.6.5. PRESSURE REFUELING AND DEFUELING VALVE
1 2 3 4 5 6
11 10 9 8 7
1 - Electrovalve 7 -Valve seal

2 - Connector 8 -Flexible washer acting as non-return valve
3 - Indication contactor (reed switch) 9 -Non-return valve
4 - Non-return valve 10 -Lip seal
5 - Refueling valve 11 -Flexible washer acting as non-return valve
6 - Valve (5) return spring
( 1 ) Pressurization without valve opening
The pressurized fuel reinforces the spring load

behind the refueling valve which remains
closed.
PRESSURE
"REFUEL"
( 2 ) Valve opening during refueling
Setting the switch to "REFUEL" on the control unit

energizes the electrovalve which opens, causing the
pressure to drop behind the refueling valve and the
indicator light to come on.
( 3 ) Valve closing
When the electrovalve is deenergized, the valve is

closed by its spring and stops the leak behind the
refueling valve which returns to the position de-
scribed in 1.
THM
13.6.5. PRESSURE REFUELING AND DEFUELING VALVE (Cont.)
( 4 ) Depressurization without valve opening
Fuel suction generates depressurization inside

the valve "A" chamber. The refueling valve is
maintained closed by the load of its spring and
of the fuel "trapped" behind the valve.
DEPRESSURIZATION
( 5 ) Valve opening during defueling
Opening the electrovalve generates fuel flow behind

the refueling valve. The force exerted by the outer
side of the valve is greater than the force exerted by
the spring. The valve opens and the indicator light
comes on.
( 6 ) Non-return valve function
When the electrovalve is closed, the fuel flowing

through the non-return valve (mounted on the
refueling valve) reinforces the action of the spring
by maintaining the valve closed.
THM
THM
14.15 - "ENGINE FLUSHING" SYSTEM
An engine operating in an atmosphere heavy with impu- Refer to the engine manufacturer’s Maintenance Manual
rities is open to damage (material embrittlement caused for cleaning intervals and procedures.
by corrosion, loss of performance).
Recommended Treatments
WASHING SCALING PROTECTIVE TREATMENT
Injection of a washing product to re- Injection of a degreasing product in the Injection of a water-repellent in-
move salty and corrosive deposits in air duct using cranking operation to re- hibitor in the air duct using
the air duct. It can be carried out ei- move dust, insects, oil, etc... cranking.
ther using cranking or engine idling.
14.15.1. SYSTEM LAYOUT
2
ENGINE 2
4 5
ENGINE 1
NOTE : a dry run is required after each treatment
IN ALL CASES, SWITCH OFF THE AIR CONDITIONING (P2 bleed)

SPRAYING
FACILITY
With the engines operating, in cranking or idling mode,

according to the treatment, the spraying facility is con-
nected to quick-release coupling (3) (forward coupling
for RH engine, aft coupling for LH engine). On each of
the engines, the sprayed product is directed into :
1
• A scaling diffuser (1) fitted with 3 injectors (2) (cleaning
the air duct)
• An injector located on the borescope inspection orifice 2
(4) RH blanking plug (cleaning the compressors).
During a washing operation the liquid is ejected through

the exhaust pipe, during a scaling or protective treatment
operation it is collected in a collector (5) and is automati-
cally evacuated during the next starting operation.
5 4
transmitted without the express prior written authorization of EUROCOPTER and its contents shall not be disclosed. © EUROCOPTER 1998.
14.13
THM
14.15.2. COMPONENT LOCATIONS
1 -Injectors
2 -Scaling diffuser
3 -Self-sealing, quick-release couplings
2 3
14.14 d'EUROCOPTER et son contenu ne peut être divulgué. This document is the property of EUROCOPTER ; no part of it shall be reproduced or
THM
14.16 - ELECTRICAL MULTIPURPOSE ENGINE AIR INTAKES
14.16.1. SAND FILTER AND ANTI-ICING FUNCTIONS OPERATING PRINCIPLE

The multipurpose air intakes, which are interchangeable RH module LH module
with the conventional screen air intakes, protect the en- Support stub
gines against : frame
• sand. In sandy atmosphere, the sand which represents

the mortal enemy of the engine air duct, is removed from
the air taken in by the engine.
• ice. In icing conditions, the dangers of the engine air Mobile

intakes being clogged by the build-up of ice are elimi- bullet Support
nated. Filter pocket evacuation
fan
The multipurpose air intake assembly comprises two
modules (one per engine) secured to a stub frame. For
"sand filter" or "anti-icing" operation, a mobile bullet masks
the front of the air intake, forcing the air to pass through
the side via the filter pockets.
SAND-LADEN AIR
( 1 ) Sand filter function operating principle Sand separator element
The bullet is closed. The sand-laden air passes through

the separator elements where a vortex generator (1) pro- 1 FILTER POCKET :
pels it with a vortex motion. The sand is separated and
projected against the walls of tube (2). The clean air flow- Seven filter pockets
2 fitted with 1176
ing out of this tube (2) is directed towards the engine
through a concentric tube (3). The sand is then located separator elements
in an evacuation compartment from which it is taken and 3
(168 elements per
discharged overboard by an electric fan. pocket)
"CLEAN" AIR
SAND
5
ENGINE
6
4
4
Sand
( 2 ) Anti-icing function operating principle
Each filter pocket communicates with the sand evacua-
tion compartment (6) via 2 diffusers (5). The sand is Ice forms and builds up in the streamline flow impact
discharged outboard by an electric fan (4). area (leading edge, front face of air intakes, etc...). In
these areas, under the effect of shock, the supercooled
water contained in the air is transformed into ice. Out-
side the impact areas the phenomenon is much less per-
ceptible. Hence when the bullet is closed and the air en-
IN ANTI-ICING FUNCTION, ters via the filter pockets, the ice build-up on the side
THE BULLET IS CLOSED BUT faces of the multipurpose air intakes has not effect on
THE FAN (4) DOES NOT RUN. the engine operation. Thus, the anti-icing function con-
sists in simply closing the mobile bullets.
THM
14.16.2. MAIN COMPONENTS OF THE ELECTRICAL AIR INTAKES MODULES
1 2 3 10 11 12 13
9 8 7 6 15 14
1 - Module air intake 8 - Inflatable seal (supplied with P2 air)

2 - Filter pocket (7 pockets located on air intake 9 - Air intake sliding closure bullet
circumference) 10 - Bullet actuating rod
3 - Sand collector pocket 11 - Actuating rod bearing
4 - Coupling tube between bullet mechanism and 12 - Protective tube for the control mechanism, used
engine central casing as bullet sliding guide
5 - Bullet mechanism aft support arm (3 arms) 13 - P2 line
6 - Filter pockets separator 14 - Motor power supply cable
7 - Bullet mechanism front support arm (3 arms) 15 - Mounting plate for the aft support arms
14.16.3. BULLET FUNCTIONAL MECHANISM (Please refer to the opposite page )
• Operating functions - Actuator motor comes to a halt and built-in braking

- Bullet closing, and indicating in the course of opera- system is operated,
tion. - "BULLET FAIL" light goes out,
- Locking of bullet in closed position using an internal - "BULLET CLOSED" light (extended position) comes
locking mechanism situated inside actuator motor. on.
- Display of "Bullet Closed Locked" indication.
- Tightness of bullet in "air intake closed" position (bul- • Tightness of bullet in "closed" position
let extended). The same microswitch as above also controls the open-
- Switching in of sand evacuation fan (sand filter opera- ing of an electrovalve, thereby supplying P2 pressurized
tion). air which inflates seal (2). This is made possible by the
- Bullet opening. location of hole (5) on the actuating rod in the case of
this configuration, which comes right opposite the cou-
• Bullet closure pling of the P2 pressurized air inlet.
Electric motor (9), controlled via a switch, sets threaded
ballscrew (7) into rotation. • Bullet opening
Nut (8), once locked in rotation by guide rod (6), converts When the control switch is set to "OFF" :
the rotary motion of the actuator screw into a translational - motor (9) is supplied and rotates in the reverse direc-
motion of bullet actuating rod (1) which slides through tion (retraction) as compared to the "closure" operation.
bearings (3) and (4). During bullet travel, the "Bullet Fail" - the electrovalve which controls P2 air supply closes
light illuminates. and seal (2) is deflated.
• Locking of bullet in "closed" position and indicating

When the bullet reaches its "closed" end-of-travel stop,
a microswitch, triggered by nut (8), controls the following
operations :
THM
14.16.3. BULLET FUNCTIONAL MECHANISM (Cont'd)
1 2 3 4 5 6 7 8 9
BULLET
OPEN
Nut
BALL SCREW
1
The thread machined on the screw and on the
inner face of the nut acts as a ball race along To actua-
which the balls, set into motion by the rotary tor motor
movement of the screw, circulate. The axial
displacement of the nut which incorporates
recycling groove (1) redistributes, after each Retraction
revolution of the screw, the balls at the thread End-of-Travel switch
start position. In the case of this actuator nut,
it is fitted with 4 ball-equipped threads.
BULLET
CLOSED
Nut
BULLET
EXTENDED
P2
To motor
Deflated seal Inflated seal Extension

Electrovalve End-of-Travel switch
P2
THM
14.16.4. ELECTRICAL MULTIPURPOSE AIR INTAKES P2 SYSTEM
MPAI 2
ENGINE 2 ENGINE 2
1
ANTI-ICING
Inflatable
seal
Seal inflation
P2
2
Seal
Filter
pressure
reducer
Check
valves
3 ENG. 1 AND ENG. 2
SAND FILTER
Heating
Filter
4 pressure
reducer
Seal
Inflatable
seal P2
Seal inflation
ENGINE 1
5 ANTI-ICING
MPAI 1 ENGINE 1
The P2 air which supplies bullet seal is monitored by an 1 - "Engine 2 anti-icing" control switch
electrovalve (2-4). In "anti-icing" function, each of the 2 - P2 air electrovalve for "multipurpose air intake 2"
electrovalves is controlled by a switch (1-5). In "sand fil- seal inflation
ter" function, the electrovalves are controlled simultane- 3 - "Sand filter" function control switch
ously by the "sand filter" control switch (3). 4 - P2 air electrovalve for "multipurpose air intake 1"
seal inflation
5 - "Engine 1 anti-icing" control switch
THM
14.16.5. ELECTRICAL MULTIPURPOSE AIR INTAKES OPERATION
( 1 ) Anti-icing function ( 2 ) Sand filter function
• Anti-icing control set to "ON" Note : the sand filter function control current passes
through the "OFF" position of both anti-icing switches.
When the control switch is set to the "ON" position, ac- The sand filters are inoperative if the anti-icing function
tuator motor is supplied, thereby closing the air intake is set to "ON".
through forward translation of the bullet.
During bullet travel, the amber "BULLET FAIL" light A single switch control the sand filter function for both
comes on. Once the engine air intake is closed, the "BUL- engines. It may be set to one of the 3 positions :
LET FAIL" light goes out and the green "BULLET - OFF : the sand filter is cut-off.
CLOSED" light comes on. - AUTOMATIC : since the danger of sand exists par-
P2 air electrovalve is energized to open position, sup- ticularly on ground or in flight near the ground, the sand
plying pressurized air to the bullet inflatable seal. filters are automatically switched on when the landing
gear is extended and switched off when the gear is re-
• Anti-icing control set to "OFF" tracted. The pilot sets the switch to "AUTOMATIC" be-
fore starting the engines and before landing, and that is
When the control switch is set to the "OFF" position, the it !
electrovalve is no longer supplied, the seal deflates. Ac- - CONTINUOUS : the sand filters operate continuously.
tuator motor is supplied and drives back the bullet, open- The pilot sets the switch to "CONTINUOUS" when he is
ing the engine air intake. going to encounter sandy atmosphere.
"BULLET CLOSED" green light goes out while "BULLET
FAIL" light illuminates during bullet travel.
Once bullet opening is completed, the motor is cut off
and the "BULLET FAULT" light goes out.
NOTE : Once the icing conditions have disappeared, as

a safety measure, both bullets should not be opened si-
multaneously. One bullet should be opened first and the
second bullet should be opened 5 minutes later (thus
allowing time to assess the behaviour of the engine on
which the anti-icing function has been switched off).
14.16.6. ELECTRICAL MULTIPURPOSE AIR INTAKES MONITORING AND CONTROL
( 1 ) Control box
LH indicating RH indicating
lights lights
LH engine anti-icing Sand filter RH engine anti-icing

control switch control switch control switch
THM
14.16.6. ELECTRICAL MULTIPURPOSE AIR INTAKES MONITORING AND CONTROL (Cont'd)
( 2 ) LH engine circuit overview Schematic configuration :

- Anti-icing (5) and sand filter (4) switches are set to "OFF"
"Rb" relay inhibits lighting of warning light - Bullet retracted
MPAI during bullet travels.
"Rc" relay delays illumination of MPAI light OFF AUTO-LG
caused by the LH fan motor starting delay. FAN BULLET CONTINUOUS ANTI-ICING
"Rd" relay delays coupling of LH fan motor FAIL FAIL CLOSED
to avoid heavy load on simultaneous start-
ing of fans.
1 2 3 4 5
Rb
MPAI
RH motor
16WW
Rc SEC
RH GEAR R3
R2
NOSE GEAR
L/G Extended
L/G Retracted LH GEAR Rd

R4
R1
7
6
1XP1
Rl1
C3
C2 C1
Rl2
8
P2 ELECTROVALVE ACTUATOR
FAN
9 10
Retraction Extension
1 - "FAN FAIL" amber light R1 - "BULLET opening" contactor control relay

2 - "BULLET FAIL" amber light R2 - P2 air electrovalve control relay
3 - "BULLET CLOSED" green light R3 - "BULLET FAIL" indicating control relay
4 - "SAND FILTER" control switch R4 - Automatic "SAND FILTER" function control relay
5 - LH engine "Anti-icing" function control switch C1 - "Actuator extension" control contactor
6 - "L/G EXTENDED" sensing elements C2 - "Actuator retraction" control contactor
7 - Switching box C3 - Fan control contactor
8 - Power unit (one for each air intake) RI1 - P2 air electrovalve monitoring relay
9 - End-of-travel switch, actuator retraction RI2 - "FAN FAIL" indicating control relay
10 - End-of-travel switch, actuator extension
THM
14.16.6. ELECTRICAL MULTIPURPOSE AIR INTAKES MONITORING AND CONTROL (Cont'd)
( 3 ) RH engine circuit overview Schematic configuration :

- Anti-icing (5) and sand filter (4) switches are set to "OFF"
"Ra" relays inhibits lighting of warning light - Bullet retracted
MPAI during bullet travels.
"Rc" relay delays illumination of MPAI light OFF AUTO-LG
caused by the LH fan motor starting delay. FAN BULLET CONTINUOUS ANTI-ICING
FAIL FAIL CLOSED
1 2 3 4 5
Ra
MPAI
LH motor
16WW
Rc ESS
RH GEAR R3
R2
NOSE GEAR
L/G Extended
L/G Retracted LH GEAR R4

R1
7
6
1XP1
Rl1
C3
C2 C1
Rl2
8
P2 ELECTROVALVE ACTUATOR
FAN
9 10
Retraction Extension
1 - "FAN FAIL" amber light R1 - "BULLET opening" contactor control relay

2 - "BULLET FAIL" amber light R2 - P2 air electrovalve control relay
3 - "BULLET CLOSED" green light R3 - "BULLET FAIL" indicating control relay
4 - "SAND FILTER" control switch R4 - Automatic "SAND FILTER" function control relay
5 - RH engine "Anti-icing" function control switch C1 - "Actuator extension" control contactor
6 - "L/G EXTENDED" sensing elements C2 - "Actuator retraction" control contactor
7 - Switching box C3 - Fan control contactor
8 - Power unit (one for each air intake) RI1 - P2 air electrovalve monitoring relay
9 - End-of-travel switch, actuator retraction RI2 - "FAN FAIL" indicating control relay
10 - End-of-travel switch, actuator extension
THM
14.16.7. MULTIPURPOSE AIR INTAKES MAIN COMPONENT LOCATIONS
P2 air Power units Switching box

electrovalves
Multipur-
pose
air intakes
LH fan
FF MODE 4 DOOR/ COWL RB ON

RWR A UDI O GRD / FLT RB ARM
AFCS B /UP
MPAI APU
PWR 1 OIL P 1 DIFF NG OIL P 2
FIRE 1 APU FIRE
THM
16.1 - AIR CONDITIONING

16.1.1 - GENERAL DESCRIPTION
The air conditioning of the aircraft consists of two independent systems :
• Cockpit system
In ventilation mode provides, according
Lower demisting diffuser Upper demisting diffuser
to crew selection, outside fresh air or cool
air (see note) to :
- screens
Overhead air louvres ramp - overhead louvres
- windscreen demisting ramps.
Note : ambient air is recirculated when
cockpit air conditioning is switched on.
Screens cooling air duct
Heating In heating mode, ambient air is
diffusers recirculated and hot P2 air is added to :
- windscreen demisting ramps
Recirculated air - pilot and copilot feet diffusers
Evaporator
LH air
P2 conditioning group
Lower demisting diffuser Distributor Outside air
• Cabin system
Provides according to crew selection either : The air conditioning control unit of both system is lo-
- fresh air or cool air (see note) to overhead louvres cated on the overhead panel.
ramps
- or warm air to legs diffusers
Note : ambient air is recirculated when cabin air condi-
tioning is switched on. RH air
conditioning group
Lower heating diffusers

P2
Recirculated cabin air
Outside air
Overhead air
louvres ramps
Evaporators
P2
16.23
THM
16.1.2. CABIN AIR CONDITIONING
( 1 ) Components Purpose 1 2 3 4 5
A fan (3) picks the air either outside or inside
(recirculated) of the aircraft and blows it to
the distribution system which consists of :
- Two ducts (4) running along the roof of the
aircraft provided with louvres for fresh air dis-
tribution.
- Two hot air distribution networks (5) sup-
plied with P2 air and providing warm air on
the floor of the aircraft.
- The flap (6) electrically controlled selects the
air picking : outside (1) or inside (2).
- The flaps (7) electrically controlled select
either the cold air distribution (overhead) or
heating distribution.
An air conditioning group (11) fitted in the
RH sponson produces a coolant fluid flow to
the evaporator (9). The transformation from
fluid to vapour inside the evaporator cool the
air flow. 11
P2 8 10 5
9
3
1 Actuator
7 4
6 9
Actuator
P2
8 5
1 -Outside air inlet

9
2 -Inside air inlet (recirculation)
3 -Fan
4 -Ventilation air ducts
5 -Hot air distribution networks
6 -Outside / inside selecting flap
7 -Heating - ventilation selecting flaps
8 -P2 air diffusers
9 -Evaporators
10 -Coolant fluid lines
11 -RH air conditioning group comprising :
- a condenser
- a coolant compressor
- an electric motor driving the
compressor and the condenser fan 10 11
THM
16.1.2. CABIN AIR CONDITIONING (Cont.)
( 2 ) Cabin ventilation - Air conditioning

• Ventilation : as soon as the pilot selects to "VENT" • Air conditioning : cabin air conditioning switch
the actuator position the flap valve (1) to allow the fan pressed, and "VENT" selected, the RH air conditioning
(2) to draw air from the outside ; simultaneously the flap group starts. The flap valve (1) turns allowing fan (2) to
valves (3) rotate in order to direct the air to the cool air draw air from inside or outside according to "EXT AIR"
distribution ducts. switch position. Simultaneously the flap valves (3) turn
in order to direct the air to the cool air distribution ducts.
Cabin temperature is controlled using potentiometer (4).
RH AIR CONDITIONING
RAM AIR
GROUP
2
outside air CABIN
( 3 ) Cabin heating 3
ENGINE 1 ENGINE 2
As soon as the pilot selects "HEATING"
the actuator position the flap valve (1)
to allow the fan (2) to draw air from the
inside ; simultaneously the flap valves
(3) rotate in order to direct the air to
the heating ducts.
Simultaneously the P2 valve (4) and P2 air P2 air
the regulating valve (5) open to deliver
hot air. 4
APU
6 "P2"
APU
toward cockpit
heating system 3
Warm air
cabin air
5
1 2
RAM AIR
CABIN
NOTE : by rotating the "AUTO" button (6) the desired

temperature is selected ; for details see next page.
16.25
THM
16.1.3. CABIN TEMPERATURE REGULATION

( 1 ) Heating
The regulation unit maintains the ambient temperature When in manual mode the regulation is made by open-
(T1) in accordance with the selected temperature (T0) ing and closing the regulating valve using the "HOT/
by opening and closing the regulating valve. COLD" switch .
If the temperature reaches 80°C in the duct, the amber When in manual regulation, if the temperature drops
light "REG" on control panel comes on together with the below 80°C the warning lights go out .
amber "AIR COND" light on central warning panel If temperature exceeds 90°C, or in the event of P2 leaks,
10WW. thermal switches cut off the P2 valve supply (loss of
The crew is given 15 seconds to push in the manual cockpit and cabin heating). Warning lights "FAIL" and
latchswitch ; if no action is made the regulation switches "AIR COND" come on.
automatically off. Rotating the selector to "OFF" resets
the system .
ENG 1 ENG 2
START START
ENGINE /
HYDRAULIC PCB
16WWY3
16WWY5
3HC APU 22HC

"P2"
APU
23HC1
AMPLI-
FIER
9HC
15HC
to air conditioning
regulation
T1
T0
23HC2
24HC
14HC
16WW - Air conditioning control and monitoring PCB 22HC - Thermal switch 90°C
3HC - P2 valve 23HC1 - P2 leak detector
9HC - Cabin regulator electrovalve 23HC2 - P2 leak detector
14HC - Vent duct probe 24HC - Regulation unit
15HC - Thermistor
THM
16.1.3. CABIN TEMPERATURE REGULATION (Cont.)
( 2 ) Air conditioning
The regulation unit (24HC) maintains the ambient tem-
perature (T2) in accordance with the selected tempera-
16WW Air conditioning control and monitoring PCB
ture (T0) by acting on the air conditioning group.
24HC Regulation unit
The "FAIL" warning light illuminates to indicate a fault
8HU Regulating probe
condition in the electrical supply or a cooling system
internal malfunction.
8HU
to heating
regulation
T0
T2
24HC
ESS 16WWY5
AIR CONDITIONING ESS
CONTROL UNIT
10HU
SEC
1XA
NETWORK N°2
AIR CONDITIONING
GROUP
6HU
RH SPONSON
NOTE : If the air conditioning groups are fed by the APU generator, the power
delivered to the groups is automatically limited.
16.27
THM
16.1.4. COCKPIT AIR CONDITIONING
( 1 ) Components purpose
A fan (3) picks the air either outside or inside • Two feet diffusers supplied with P2 air and providing
(recirculated) of the aircraft and blows it to the distribu- warm air on the floor of the cockpit.
tion system which consists of : • Upper and lower demisting ramps supplied either with
• One overhead duct fitted with louvres for fresh air dis- warm or fresh air.
tribution. • A flap (1) electrically controlled selects the air picking :
outside or inside.
• An electrical air distributor (4) drives the air to the dif-
ferent ducts according to crew selection.
• A screens cooling air duct comprising :
- a secondary fan (DC powered) (6) supplying the
screens as soon as one of them is switched on, as
long as the main fan (3) is not running ; it is provided
with a non-return valve.
- a back-up fan (DC powered) (7) supplying the screens
in case of failure of the secondary fan (6), as long as
the main fan (3) is not running.
An air conditioning group (8) fitted in the LH sponson
produces a coolant fluid flow to the evaporator (2). The
transformation from fluid to vapour inside the evapora-
tor cool the recirculated air flow.
P2
4
5 Overhead
3
Demisting
Heating 1
6 2
Recirculated
Screens
air
7
Outside air
1 - Outside / inside selecting flap

2 - Evaporator
3 - Main fan
4 - Air distributor
5 - P2 air diffusers
6 - Secondary fan
7 - Back-up fan
8 - LH air conditioning group comprising :
- a condenser
- a coolant compressor
- an electric motor driving the
compressor and the condenser fan
2 9 8
9 - Coolant fluid lines
THM
16.1.4. COCKPIT AIR CONDITIONING (Cont.)
( 2 ) Cockpit ventilation - Air conditioning
• Ventilation : as soon as the pilot selects to one of

both "VENT" position, the actuator position the flap valve
(1) to allow the fan (2) to draw air from the outside ;
simultaneously the distributor (3) rotates in order to di-
rect the air according to selector (4) position. 5
Fans can be manually controlled using switches (6) 4
should a malfunction occurs in automatic mode.
• Air conditioning : cockpit air condi- 3 6

tioning switch pressed, and any "VENT" Overhead
position selected, the LH air condition- 2
ing group starts. The actuator position Demisting
the flap valve (1) allowing fan (2) to draw
air from inside. Simultaneously the dis- Heating
tributor (3) rotates in order to direct the
air according to selector (4) position.
Cockpit temperature is controlled using Recirculated 1
Screens
potentiometer (5). air
Ventil. position
Outside air
Air cond. position
( 3 ) Cockpit heating
LH AIR CONDITIONING
GROUP
ENGINE 1 P2 air P2 air ENGINE 2

As soon as the pilot selects any "HEAT-
APU ING" position, the actuator position the
5 "P2"
APU flap valve (1) to allow the fan (2) to draw
toward cabin air from the inside ; simultaneously the
heating system
distributor (3) rotates in order to direct
6 REGULATI0N the air according to selector (4) posi-
UNIT
tion.
Simultaneously the P2 valve (5) and
7
the regulating valve (6) open to deliver
hot air.
The electrical P2 distributor (7) deliv-
ers hot air either to heating or demist-
ing ducts or both of them according to
8 selector (4) position.
Cockpit temperature is controlled us-
4 ing potentiometer (8).
3
Overhead
2
Demisting
Heating
Recirculated 1
Screens
air
Outside air
16.29
THM
16.1.5. COCKPIT TEMPERATURE REGULATION

( 1 ) Heating
The regulation unit maintains the ambient temperature automatically off. Rotating the selector to "OFF" resets
(T1) in accordance with the selected temperature (T0) the system.
by opening and closing the regulating valve (10HC). If When in manual mode the regulation is made by open-
the temperature reaches 80°C in the heating or the ing and closing the regulating valve using the "HOT -
demisting ducts the amber light "REG" comes on to- COLD" switch.
gether with "AIR COND" light on central warning panel If the temperature reaches 90°C in heating or demisting
10WW. ducts as well as in the surrounding of the electrical P2
The crew is given 15 seconds to push in manual the distributor, the P2 valve closes (loss of cabin heating)
latchswitch. If no action is made the regulation switches and the lights "FAIL" and "AIR COND" come on.
ENGINE /
ENG 1 ENG 2
HYDRAULIC START START
PCB
16WWY5
16WW
3HC APU
"P2"
APU
AMPLI-
FIER
10HC 11HC
23HC5
23HC4
to air conditioning
regulation T1
20HC
T0
17HC
18HC
24HC
19HC
16HC
16WW - Air conditioning control and monitoring PCB 19HC - Heating thermal switch 90°C
3HC - P2 valve 20HC - Demisting thermal switch 90°C
10HC - Cockpit regulator electrovalve 23HC4 - P2 leak detector
16HC - Heating vent duct probe 23HC5 - P2 leak detector
17HC - Demisting vent duct probe 24HC - Regulation unit
18HC - Thermistor
THM
16.1.5. COCKPIT TEMPERATURE REGULATION (Cont.)
( 2 ) Air conditioning
The regulation unit (24HC) maintains the ambient tem-
perature (T2) in accordance with the selected tempera-
16WW Air conditioning control and monitoring PCB
ture (T0) by acting on the air conditioning group.
24HC Regulation unit
The "FAIL" warning light illuminates to indicate a fault
8HU Regulating probe
condition in the electrical supply or a cooling system
internal malfunction.
to heating
regulation
T0
7HU
T2
24HC
SEC 16WWY5
AIR CONDITIONING ESS
CONTROL UNIT
9HU
SEC
1XA
NETWORK N°1
AIR CONDITIONING
GROUP
5HU
LH SPONSON
16.1.6. TEST OF COCKPIT VENTILATION SYSTEM

The test is there to check the correct operation of the - It is therefore possible at any time to "force" one of
fans. the fans to run by setting the relevant guarded control
The aircraft has to be supplied with AC either from al- switch (5-6-7) to "MANU".
ternator or from ground supply and selector (8) set to 1 2 3 4
"OFF".
By pressing the test button (2) a sequence takes place
as follow :
- Test light (2) "ON"
- Main fan rotation check
- Secondary fan rotation check
- Back-up fan rotation check
- Test light (2) "OFF"
If one of the fans is defective the relevant light "FAIL"
(1-3-4) illuminates together with the "AIR COND" light.
NOTE :
- Should one fan "FAIL" light (1-3-4) illuminates the rel-

evant guarded control switch (5-6-7) has to be set to
"OFF" to cancel the "AIR COND" light on central warn-
ing panel.
8 7 6 5
16.31
THM
THM
18.1 - ROSEMOUNT ICE DETECTOR
Icing of the surface of a helicopter is the result of the The icing accretion rate depends on humidity.
impact of supercooled waterdrops in the atmosphere with It is therefore necessary for the pilot be be informed on
surfaces such as the blades, the stabilizers, the wind- the severity of the icing conditions in relation to the liquid
shields, etc... water content in the air when the temperature drops be-
The deformation of the airfoil characteristics caused by low 0°C.
the build-up of ice could have disastrous consequences.
waterdrops at
• Supercooled state : T°<0°C
Water in a stable state, when cooled slowly , remains
liquid below 0°C. It remains liquid, in a pseudo-equilib-
rium conditions, when undisturbed, until a single shock
terminates this equilibrium : the supercooled waterdrops
solidify immediately and become ice.
Impact = ICE
18.1.1. ICE DETECTION SYSTEM
Ice deposit Ice probe
ICING SEVERITY
AMBIENT INDICATOR
AIR
Detection Excitation coil F A

IL
coil
Spring
failure flag
REGULATOR P2 air, Reduced ARMING
F/T
CONVERTER
ELECTRONIC ICE
MIXER
PROCESSOR
AMPLIFIER
TEST
BOARD
OSCILLATOR
The ambient air is directed through a «Vacuum» device The difference of frequency between excitation and de-
consisting of a diffuser into which P2 air is injected. tection is processed electronically to warn the pilot of :
This «vacuum» device maintains a constant air flow at - The beginning of the icing condition by illumination of
any airspeed. the ICE light.
The ice probe, located upstream in the diffuser receives - The concentration of water in air indicated in gr/m3 on
high frequency axial vibrations (| 40 KHz) by electromag- the severity indicator
netic effect (magnetostriction). A TEST push-button enables the continuity of the detec-
The accumulation of ice on the probe changes its vibra- tion system to be checked.
tion frequency in proportion to variation of weight. A FAIL flag on the indicator indicates a detection system
failure.
THM
18.1.2. ICE DETECTOR PRINCIPLE
( 1 ) No ice -The detector is «on the watch»
The system operates when outside temperature reaches

DRY +5°C.
The ambient air is circulated around the probe by P2 in-
AIR duced air.
When the probe is not covered by ice, the electronic sys-
tem does not detect any difference between the excita-
tion frequency and the detection frequency of the probe.
Everything is normal. No indicator/light is activated.
MIXER
P2
AMPLIFIER
Detection No frequency difference
Excitation
OSCILLATOR
( 2 ) Momentary icing
The accumulation of ice on the probe reaches 0.38 mm

includes. The frequency difference is processed by the
electronic system. The pointer moves slightly on the se-
verity indicator but the ICE light does not come on.
The information is displayed for 30 seconds. Then the
probe is heated and the detection system is «on the
38/100 mm watch» again.
Thickness
ICE
P2 F A
IL
Frequency
difference
( 3 ) Icing severity measurement

When the ice accretion on the probe reaches 0.5 mm, a
90 second cycle is started with an indication on the se-
verity indicator and the illumination of the ICE light. There
are two possibilities at the end of this cycle :
• The ice disappears, which takes us back to momentary
icing configuration.
• The ice thickness increases up to 1.5 mm : a severe
Thickness > icing sequence is started.
50/100mm
ICE
P2 F A
IL
Frequency
difference
THM
18.1.2. ICE DETECTOR PRINCIPLE (Cont.)
( 4 ) Severe icing
When the ice thickness reaches 1.5 mm, a new cycle of
60 seconds is started. The icing severity is displayed on
the indicator and the ICE light remains on.
The information is stored and cannot be changed. If the
icing "severity" remains unchanged a new cycle is started,
after heating of the probe, each time a new ice accretion
1.5 mm has occurred on the probe.
Thickness
ICE
F A
IL
Maximum
frequency
difference
( 5 ) Heating and cleaning

To present the «vacuum» device from being obstructed
by ice accretion, this device is heated by a resistor which
is energized as soon as the system is switched on.
Wheneyer the ice thickness reaches 1.5 mm, the probe
is cleaned by melting the ice covering it. The probe heat-
ing resistor is supplied for 5 to 7 seconds each time.
1.5 mm
THRESHOLD STARTING
F A
IL
P2
SIGNAL
PROCESSING
( 6 ) Test
A severe icing sequence is simulated by pressing the
TEST push-button. The pointer should indicate maximum
severity on the indicator, the ICE light illuminates during
25 seconds, and the probe heating is energized during 5
to 7 seconds.
TEST ICE
Push-button
F A
IL
ELECTRONIC
PROCESSOR BOARD
THM
18.1.3. FUNCTIONAL DIAGRAM OF THE ROSEMOUNT ICE DETECTOR
1
2 ENGINE 2
3
Heating
E 9
X
D
C
E
I 4WM
T 4
T
E
5 P> 3.1 bar P< 0.4 bar
A
C ICE
T
T
I
I 1WM 3WM
O
O 6 ENGINE 1
N
N
ELECTRONIC PROCESSOR 10 11
BOARD 6WM 5WM ICE D. WARN
7
OFF ON
AC right
TEST 8
115 V / 400Hz 16WW
DC ESS
28 V
1 - Vacuum device heating resistor 9 P2 pressure reducing valve

2 - Resistor (1) thermal switch 10 Failure amber light on 32 =
3 - Probe heating resistor 11 Warn amber light on instrument panel
4 - Resistor (3) thermal switch 1WM Controls and indicators unit
5 - "Icing conditions" indicator light 2WM Probe
6 - Icing severity indicator 3WM Pressure switches block
7 - Test push-button 4WM P2 air bleed electrovalve
8 - On/off switch 16WW Amber indication PCB'S
• Switching on the system • System failure

Setting switch (8) to ON causes the following to happen In the event of faulty operation of the electronic process-
on the 28 VDC circuit : ing unit :
- the electronic processor board of control unit is sup- - the FAIL flag appears on the indicator
plied. - relay 5WM is de-energized and activates the logic of
- relay 6WM is excited. PCB 16WW through its rest position contact.
on the 115 V/400 Hz : - D. ICE and WARN lights come on.
- Heating of probe by resistor (1), monitored by thermal ICE D. and WARN lights also come on in case of a 115V
switch (2), is initiated. power supply failure through the rest position of relay
5WM.
- Excitation of relay 5WM causes P2 solenoid valve to
open ; the low pressure switch then opens as pressure is An abnormal pressure detected by one of the pressure
over 0.4 bar. ICE D. and WARN amber lights are off. switches activates PCB 16WW which causes both lights
to illuminate.
THM
18.1.4. DETECTOR PNEUMATIC SYSTEM COMPONENT LOCATIONS

7
2 3 4
1 -Probe casing
2 -Wiring connector
3 -Pneumatic system union
4 -Electronic unit
5 -Pressure switches block
6 -P2 pressure reducing valve
7 -P2 air bleed electrovalve
18.1.5. ICE DETECTOR CONTROLS AND INDICATING

CONTROL UNIT
IC E D E T E C T O R
L W C g
/m 3
L M
T H O N
.4 .6 .8
.2 1
P R E S S F A I L
0
T O
T E S T
O F F
1 2 3 4
1 - Test push-button
2 - Icing severity indicator
3 - Fail flag
4 - On/off switch
5WM - Relay
WARN WARN 6WM - Relay
ICE D. ICE
THM
THM
20.1 - AUXILIARY POWER UNIT (A.P.U.) INSTALLATION
The Auxiliary Power Unit (APU) is there Alternator Auxiliary Power Unit
to provide power to the aircraft.
Generator Control Panel
This power can be used either for :
- Heating and demisting
- Air cooling
- Starting of the main engines
- Hydraulic generation through the auxiliary
electric pump
- Operation of electrical equipments
APU control box
AC master unit
DC master unit
Regulator unit
20.1.1. DESCRIPTION OF THE INSTALLATION

The installation consists of :
• A pack fitted on the RH side of the back of the MGB • A fuel supply system connected to the RH fuel system
compartment.
This pack includes : • A “P2” air distribution system connected to the aircraft
- The engine and its equipments (starter, fuel system, basic heating system
etc...)
- A 40KVA alternator • A fire fighting system
- A fire detection system
( 1 ) Engine pack attachment

The engine pack is fitted onto the upper platform on the - The engine expels gases through an exhaust pipe
RH side of MGB compartment by means of two front passing through the RH side of the MGB sliding cowl-
tripods and a rear support. ing.
- The engine impels air through an air intake provided Both air intake and exhaust pipe pass through a junc-
on the upper part of the MGB sliding cowling. tion system which allows fore-and-aft moving of the MGB
sliding cowling.
Air intake
(integral with
Sliding cowling Air intake sliding cowling)
Air intake
(integral with APU pack)
Air intake
junction system
APU
Rear support
Tripods
20.39
THM
20.1.1. DESCRIPTION OF THE AUXILIARY POWER UNIT INSTALLATION (Cont'd)
( 2 ) "APU" fuel system supply

The fuel supply to the “APU” pack comes ENG. 2
from the RH fuel system, an electrovalve
allows the RH system to supply the
“APU” ; a pressure relief valve is
mounted in parallel for safety.
These electrovalve and relief valve are
located in the RH engine compartment
beneath the engine front part.
APU
RH GROUP
( 3 ) "P2" air distribution system

- A line of hot air (“P2”) joins the aircraft basic heating turn of basic “P2” air as soon as one at least of the main
installation for use of the heating system while the “APU” engines is running.
is running. - The electrovalve is located in the RH engine compart-
- An electrovalve is installed on the line to prevent re- ment at the rear side of the engine.
ENGINE 1 ENGINE 2
P2 air P2 air
"P2"
APU
APU
towards cockpit towards cabin

heating heating
( 4 ) Auxiliary power unit fire fighting system

- A fire detection system is installed integral with the - A fire extinguisher system cylinder is installed at the
“APU” pack. rear side of the “APU” pack ; it can be fired from the
cockpit to stop any “APU” fire occurrence.
THM
20.1.1. DESCRIPTION OF THE AUXILIARY POWER UNIT INSTALLATION (Cont'd)
( 5 ) AC distribution system
Pressing "APU" control switch on the generator control Regulation and protection of the "APU" alternator is con-
panel connect the "APU" alternator on both 3-phases trolled by the aircraft AC master unit.
AC networks of basic aircraft installation.
APU
ALT 1 GPU APU ALT 2
GLC1 EPLC GLC3 GLC2
LC1 BTC1 BTC2 LC2
3-PHASE NETWORK 1 3-PHASE NETWORK 2
GLC Generator Line Contactor ALT 1 Alternator 1

LC Line Contactor ALT 2 Alternator 2
BTC Bus-Tie Contactor GPU Ground Power Unit
EPLC External Power Line Contactor APU Auxiliary Power Unit
( 6 ) Auxiliary power unit control panel
- The “APU” control panel installed on the lower side of 1

the cockpit console is divided in two areas : APU
- The LH area for “APU” arming, starting, stopping, fuel
10WW
electrovalve monitoring and “P2” valve monitoring and
reset.
- The RH area for fire detection, fire detection test and 2 3 4 5
fire extinguisher firing.
AUXILIARY POWER UNIT
FUEL
V
1 -"APU" repetition warning light for any amber A FAIL ARM S
L H
light of the system V OPEN
E O
2 -Fuel electrovalve indicating light T
3 -Engine starting pushbutton and indicating light S OFF
T S
4 -"APU" system arming switch A
R ON
5 -"SHOT" extinguisher firing button T
P2
6 -Fire detection test switch R V R FIRE D
O
7 -"FIRE.D" light for detection of a broken line F
E
S
A
L
FAIL E
S
8 -"P2" electrovalve "RESET" pushbutton and F E V OPEN E
FIRE LINE
T E T
indicating light SIMU. TEST
9 -Engine stopping button
9 8 7 6
20.41
THM
20.1.2. "APU" ELECTRICAL SYSTEMS

( 1 ) Fuel electrovalve operation
- The system allows the electrovalve
7QA to open when the arming switch APU APU CONTROL PANEL
16XK is set to “ARM”. OFF
- The electrovalve closes either when FAIL
pressing the switch “APU OFF” 17KK ARM OPEN
or when switching off the arming
OFF
switch 16XK.
- The electrovalve can also be auto-
matically closed in case of fire detec-
tion thanks to relay 18WG and flip-flop
relay 3QA.
- The “FAIL” light 1QA illuminates in
case of improper closure of the elec-
trovalve 7QA.
OPEN
FIRE
DETECTION
ESS
FIRE
CLOSE
2PP
FUEL ELECTROVALVE
Note : the circuitry is shown at rest (APU not running) battery switched “ON”
( 2 ) Starting system operation - Starting is made possible only by pressing the “START”
- The electronic card 35EQ which belongs to the “APU” button 16KK.
controls the different engine functions : - Stopping is automatic in case of engine overspeed
(Nominal 60000 Rpm, overspeed 63800 Rpm)
ESS APU CONTROL +28V SUPPLY

PANEL EQUIPMENT
OVERSPEED
SAFETY
APU engine stop
2PP APU OFF
S
ON ON
+28V SUPPLY
START LOGIC
APU engine starting
accessories
APU
ARM PP2
ESS
OFF FIRE
FIRE
Note : The circuitry is shown DETECTION
at rest (APU not running)
THM
20.1.2. "APU" ELECTRICAL SYSTEMS (Cont'd)
( 3 ) "P2" electrovalve operation

- The system allows the “P2” electrovalve to open to - The “P2” electrovalve would also close in case of over-
deliver hot air to the basic aircraft heating system. heat in the basic heating system thanks to thermal de-
- The electrovalve 47HC can only be opened with the tector set at 90°C.
rotor brake safety lever in open position (backwards) - The “FAIL” light illuminates on 48HC in case of im-
and the rotor brake lever in 21bar position through re- proper closure of electrovalve 47HC.
lays 27EQ1 and 27EQ2 at rest. - A reset function is possible on 48HC after operation of
- The ”P2" electrovalve would close when moving the the protections.
rotor brake lever to “0bar” position or “105bar” position.
APU CONTROL
ESS PANEL
APU ARM
OFF
START
R
E
S FAIL
E
T OPEN
35EQ
APU ENGINE PCB

ESS +28V
AIRCRAFT BASIC
HEATING SYSTEM 21b OPEN
HEATING
"ON" 90°C
0b/105b
CLOSE
RB ARM
P2
ESS ELECTROVALVE
Note : The circuitry is shown at rest (APU not running) battery switched “ON”.
20.43
THM
20.1.2. "APU" ELECTRICAL SYSTEMS (Cont'd)
( 4 ) 40KVA alternator system operation

• Regulation and protection
- When the APU engine runs the alternator delivers - Protection cuts off the excitation current of the alterna-
power 115V/400Hz to the basic aircraft installation. tor in case of :
- Regulation is made by a PCB which controls the exci- Low frequency ....................................... 315Hz +/- 5Hz
tation current of the alternator in relation with the output Undervoltage ........................... 103.5V +/- 1.5V (T=5s)
voltage of the latter. Overvoltage ........................................ 123.5V +/- 1.5V
1XL APU ALTERNATOR
GPU
CT
Excitation
ALT ALT
1 2
GLC1 EPLC GLC3 GLC2
REGULATION
CT CT
U ref.
LC1 BTC1 BTC2 LC2
CT CT FAULT
CT
2XL
CT EMERGENCY
CUT-OFF
Note : The circuitry is shown at rest, battery switched “ON”
• Connection to the aircraft AC system
- The control of the power is made by a latchswitch "APU"

on the electrical generation control panel, overhead.
- When the APU is running the white and blue lights
show presence of "APU" power available.
- Should the pilot want to connect the "APU" alternator,
by pressing the APU latchswitch the white light goes off,
the blue light remains on, meaning that the alternator is
connected to the aircraft AC system, then the contac-
tors GLC3, LC2 and BTC1 trip to work ; the green light
"transfer" illuminates , both RH and LH AC networks
are supplied by the "APU".
APU control
latchswitch
THM
20.1.3. FIRE DETECTION AND EXTINGUISHING SYSTEM OPERATION
( 1 ) Fire detection system

- The electronic card 20WG operates the same way as - The line test can be done with the arming switch to "ARM"
the basic engine detection system (refer to chapter 15) position.
with a line test and a fire test. - In addition an aural warning is operating together with
the “APU FIRE” red light through relay 18WG.
( 2 ) Fire extinguisher system
- A fire extinguisher is installed at the back side of the

Tank volume ................................................. 1410 cm3
“APU” pack.
Weight of gas (13B1) ....................................... 1.13Kg
- It can be fired by the pilot by pressing the button “SHOT”
Charging pressure .............................................. 42 bar
on ”APU” control panel.
Safety disk bursting pressure ........................ P>98bar
- The extinguisher cylinder bears a pressure indicator for
Pyrotechnical cartridge firing resistance ...... 0.15 Ohm
pressure check.
Pressure indicator
Safety disk
towards APU
Pyrotechnic cartridge Charging apparatus

firing head with over pressure
safety disk
towards APU
( 3 ) Electrical lay-out
Pyrotechnical
cartridge
2PP
ESS 4WB
19WG ARM 18WG

OFF
ICS
SHOT
FIRE D.
FIRE LINE
SIMU TEST
20WG
APU FIRE
36EQ
LINE BREAK FIRE 10WW
20.45
THM
THM
20.2 - EXTERNAL LOAD CARRYING
20.2.1. SYSTEM OPERATING PRINCIPLES

( 1 ) Brief description
The external load transport installation is particularly well
suited for aerial work. It allows carrying of bulky or heavy
loads (3.8 tons maximal weight). A rotary hook and re-
lease unit is mounted directly underneath the main rotor
shaft as close as possible to the aircraft center of gravity
to minimize the effect of the movements of the suspended
load on the aircraft attitude. Obviously, the release unit
must be secured to the primary airframe structure : it is Rotary Oscillating beam
mounted on an oscillating crossbeam attached to the two release unit supporting the
longitudinal beams of the lower structure. release unit
The release unit allows the load to be automatically 3800 kg
hooked and released. In an emergency (engine failure, maxi
dangerous aircraft motion that cannot be controlled by
the pilot, etc.) the jettison function is vital : the load can IMPORTANT NOTE : TRANSPORTING A SUSPENDED
be dropped instantly in flight. LOAD IS A DELICATE OPERATION : THE FLIGHT
MANUAL PROCEDURES AND LIMITATIONS ARE OF
PARTICULAR IMPORTANCE IN THIS CASE.
( 2 ) System functions
MISSION
The release unit has three degrees of freedom
CYCLIC STICK SELECTOR it is free to rotate on the X, Y and Z axes.
push-button
COPILOT PILOT
1 2 3 4 5
Electric
release
control
"SLING"
position
TRIGGER
switch on pilot's
Mechanical
collective lever
jettison 1
control
FWD
8 7 6 3
LOAD INDICATOR
• Release Unit Installation. The release unit (7) is sus- failure) the pilot can release the load mechanically by
pended from an oscillating beam (4) rotating in two swivel means of a trigger switch on the collective pitch lever. A
bearings (3) secured to fittings (2) on the lower structure final control possibility is a lever on the release unit itself
longitudinal beams (1). When no load is attached to the that allows the load to be released directly by ground
release unit it is pulled aft by an elastic cord (5) to in- personnel.
crease the aircraft ground clearance.
• Load Monitoring System.
• Load Release Controls. A push-button on the pilot’s A digital load dynamometer (8) serie-mounted with the
and copilot’s cyclic sticks can be pressed to open the hook measure the weight of the load carried.
release unit hook electrically. These controls are active The hook configuration and the "weight transported" are
only when the mission selector is set to SLING position. indicated by the "Navigation and Mission Display".
In an emergency (or in the event of an electrical circuit
THM
20.2.2. LOAD RELEASE UNIT MECHANISM AND OPERATION INDICATING SYSTEM
• Mechanism general operating principle. The hook or by pressing the manual control lever.
locking mechanism comprises a follower, a locking rod
and a locking lever. The follower immobilizes the locking • Hook configuration indicating system : two
rod and lever against which the hook abuts. The load is microswitches integrated in the release unit indicates the
released simply when the locking rod is released by ro- configuration of the hook.
tation of the follower, either by energizing the control elec- - Microswitches A actuated indicates "hook unlocked".
tromagnet, or by pulling on the mechanical control cable - Microswitches B actuated indicates "load off".
( 1 ) Release Unit Free (Load Off) - Hook Locked

The hook returns under the action of its
Locking spring until it is up against the locking le-
Emergency mechanical Follower rod ver.
control cable Zero kilo load appears in the "sling" win-
dow of the NMD.
Manual control lever
(accessible from the ground)
INDICATING SYSTEM
Electromagnet (Navigation and Mission Display)
(electric release control)
Stop lever
Locking lever Indicating system lever
Safety pawl
Hook return spring
Safety catch HOOK "LOAD OFF"

POSITION
( 2 ) Release Unit Loaded (Load On)
LOAD OFF
LOAD ON
Under the action of the load P, the Microswitch B trips to rest position :
hook rotates and abuts against the - the symbol and the weight of
locking lever (The minimum load for the load appear on the NMD.
the release unit to operate is 5 kg). WEIGHT
THM
20.2.2. LOAD RELEASE UNIT MECHANISM AND OPERATION INDICATING SYSTEM (Cont'd)
( 3 ) Releasing the Load
3 1
2
5
4
6
LOAD ON
The release unit is shown in
"electric release" configuration.
LOAD
RELEASE 7
• Release Mechanism. Under the action of the control After release, the hook is brought back up under the ac-
which may be : tion of its spring returning the mechanism to "release unit
- electric : electromagnet (5) locked" position.
- mechanical, remote controlled : cable (3)
- manual, direct : lever (4) • Indicating System. Microswitch "A" trips to work po-
... follower (2) pivots and releases locking rod (1). Under sition. The Navigation and Mission Display indicates
the weight of the load, hook (7) then swings pushing lock- "hook open" in the sling window.
ing lever (6) : THE LOAD IS RELEASED
( 4 ) Incorrect Locking
If the hook does not return to "locked" position, the indi-

cating switches remains in the same position (micros-
witch "A" in "working" position).
The pilot may try to lock the release unit by actuating the
electric release control.
THM
20.2.3. LOAD RELEASE UNIT CONTROL AND MONITORING SYSTEMS
( 1 ) Electric Control and Monitoring System
Pilot
1
OFF
HOIST
SLING
Copilot
3
RELEASE
SOLENOID
2 HOOK
The system is shown with mission

selector switch (3) set to SLING
HOOK
CONFIGURATION
MICROSWITCHES
PILOT DISPLAY
CONTROL UNIT
COPILOT DISPLAY AMPLIFIER

CONTROL UNIT
POWER SUPPLY
STRAIN GAUGE
1 - Pilot’s cargo release push-button

2 - Copilot’s cargo release push-button
3 - Mission selector switch
12ME - Mission control unit
The system is operational when the mission selector 27ME - Contactor unit
switch (3) is set to "SLING". Note that mission switch set 28ME - Interface unit
to "OFF" inhibits unintentional load releasing. 56VU - Test panel
• Cargo release operation : when the pilot or copilot • Measuring system operating principle : the load
presses the control push-button (1 or 2) once, control detector is a strain gauge bridge. The sensitive elements
relays K1- K2 are energized ; they trip into working posi- (resistors) are deformed under tension of the load. This
tion and supply the solenoid contactors (22ME - 23ME) : deformation modifies the electric specifications of the
the release unit hook is unlocked and the load is released. bridge.
"HOOK OPEN" appears in the "sling" windows of the pi- The interface unit supplies the strain gauge bridge. The
lot's and copilot's NMDs (Navigation and Mission Dis- return voltage is proportional to the load. The amplified
play). signal is applied to the pilot's and copilot's DCUs and
The "hook configuration" informations given by the processed in the NMDs. The weight of the load carried is
microswitches are displayed on the NMDs via the DCUs displayed in the "sling" window.
(Display Control Unit).
THM
20.2.3. LOAD RELEASE UNIT CONTROL AND MONITORING SYSTEMS (Cont'd)
( 2 ) Calibration
The calibration consists in setting two values of the am- Span potentiometer can be adjusted according to the
plifier slope : value of a known load.
- ZERO adjustment by acting on the "ZERO" Note that the "SLING" push-button located on the TEST
potentiometer so that 0000 is displayed on the NMD. panel has the same function as the "SPAN" push-button
- SPAN adjustment by acting on the "SPAN" located on the interface unit. It is used to check the unit
potentiometer (while pressing the "SPAN" push-button) before each sling mission.
so that the value mentioned on the hook is displayed on
the NMD (ex : 3400).
( 3 ) Load indication
Load indication are displayed in the window located at
the bottom of the NMDs (Navigation and Mission Dis-
play) screens fitted on the instrument panel.
NMD NMD
This window is used to display several informations se-
cop. pil.
lected on the DCUs (Display Control Unit).
Sling informations are displayed depending on two pos- DCU DCU
sibilities :
- Mission selector on "SLING" position : sling informa-
tions are displayed whatever the DCU selected position
may be, except "aircraft weight" which have priority.
- Mission selector on "OFF" position : sling informations
are displayed by selecting the "sling" function using the
DATA key of the DCU.
Sling in use
Locking fault or releas-
Hook locked
ing (transitory)
Load off
Hook locked
Load on Hook not installed
THM
20.2.3. LOAD RELEASE UNIT CONTROL AND MONITORING SYSTEMS (Cont’d)
( 4 ) "Emergency" mechanical load release control

1 - Load release lever on pilot’s collective pitch lever
2 - Flexible sheathed cable
3 - Control arming unit
4 - Spring inhibition rearming should lock spring (10) fail
1 5 - Release springs (2 springs in series)
6 - Bellcrank
7 - Release unit cable quick release coupling end-fitting
8 - Control rearming lever
9 - Locking bellcrank
2 10 - Lock retaining spring
A. CONTROL ARMED 11 - Lock
A. Control armed
Locking bellcrank (9) abuts against lock
3 4 5 (11) which maintains both release
springs (5) extended.
11
6
2 7
10
9 8
B. RELEASE
"Aircraft" fuselage line

(under cockpit floor) Resetting
(16 daN)
LEVER VISIBLE
AFTER RELEASE
B. Load Release
The pilot actuates lever (1), lock (11) pivots and release
bellcrank (9), which rapidly returned under the action of
springs (5) pulls control cable (2) : RELEASE.
After release, cable (2) pulled by the retraction of springs (5) prevents
automatic locking of the release unit. To lock the release unit, actuate le-
ver (8) for extending the springs (5) and returning to the armed position. W
THM
20.2.4. EXTERNAL LOAD CARRYING INSTALLATION COMPONENTS
( 1 ) Release Unit, Mechanical Control and Mount (3.8 tons)
RELEASE UNIT
5
8
7 6
10
11
12 10 13
1 -Electric connector (load release- 8 - Oscillating beam supporting the

indicating system) release unit
2 -Emergency mechanical control cable 9 - Emergency mechanical release lever
3 -Direct manual control lever 10 - Flexible cable
6
4 -Fittings 11 - Arming unit
5 -Swivel bearings 12 - Arming lever
6 -Load release unit 13 - Quick-release coupling sleeve
7 -Return bungee cord (to increase ground
clearance)
THM
20.2.4. EXTERNAL LOAD CARRYING INSTALLATION COMPONENTS
( 2 ) Release Unit, Mechanical Control and Mount (5 tons) 1 -Release unit trigger
2 -Trigger flexible cable
3 -Rearming unit
4 -Rearming lever
5 -Intermediate flexible cable
6 -Quick-release coupling sleeve
7 -Release unit flexible cable
8 -Release blade
( 3 ) «Pole-Release Unit» Assembly
1 - Pole attachment bolt

2 - Fixed pole
3 - «Emergency» release pushbutton
4 - Cable protective fairing
5 - Universal joint
6 - Bungee cord which holds the release unit in aft
position to increase the ground clearance
7 - Load release unit
8 - Oscillation pole
9 - Release unit
10 - Steel cable which limits load aft swing
11 - Transmission deck feed-through swivel bearing
THM
20.2.4. EXTERNAL LOAD CARRYING INSTALLATION COMPONENTS (Cont’d)
( 4 ) Electrical Controls
MISSION SELECTOR
OFF
HOIST
SLING
CHUTE DROP
Navigation and
Mission Display
Release
push-
button
Interface unit
CYCLIC STICK HANDLE

(PILOT'S AND COPILOT'S)
Contactor unit
THM
THM
20.3 - EMERGENCY FLOTATION GEAR

20.3.1. EMERGENCY FLOTATION GEAR OPERATING PRINCIPLES
( 1 ) Buoyancy Volumes, Reserve Buoyancy and Water Line

The emergency flotation gear is designed to keep the Once the passengers have evacuated, the aircraft may
aircraft afloat in the event of ditching. be towed on the water (maximum speed : 4 knots). Since
the floats are slightly higher than the wheels, if neces-
The buoyancy is ensured by : sary, the aircraft can land with the floats inflated but at
zero horizontal speed so as not to damage them.
- 4 floats inflated, prior to ditching, from pressurized
helium bottles Note that the buoyancy volumes (floats + structure com-
- The lower structure compartments which are made partments) add up to 13240 dm³. At the maximum
"non-floodable". weight, this gives a reserve buoyancy of 45 %.
When the aircraft is at maximum weight, the water line The reserve buoyancy is the difference between the
is approximately at the cabin floor : water should not thrust of the water corresponding to the volume of the
enter the cabin when the sea is calm. hull (buoyancy volume) and the aircraft maximum weight.
FORWARD FLOATS : 1800 dm³ AFT FLOATS : 6140 dm³
TOTAL VOLUME OF FLOATS : 8520 dm³
Total buoyancy volume :
Floats ............................................................ 7940 dm³

Water line at Structure compartments ............................... 5300 dm³
maximum weight
13240 dm³
and mean center
of gravity
"Non-floodable" structural compartments : 5300 dm3
THM
20.3.1. EMERGENCY FLOTATION GEAR OPERATING PRINCIPLES (Cont’d)
( 2 ) Emergency Flotation Gear General Functional Organization

The system comprises four
float assemblies which are con- ARMING THE SYSTEM
trolled simultaneously by a sin- When the switch is set to "ON" the
gle electric circuit. The four firing push-buttons B-C-D are "live"
floats (1-4-5) are inflated with (+ at push-button input)
compressed helium which is
contained in bottles (3) and
freed by electric firing systems.
• Inflation time : 4 seconds. A
Electric circuits dual power
supply from :
• Essential bus (ESS)
• Secondary bus (SEC)
B
C D
Firing Firing Firing
COPILOT'S COLLECTIVE
PITCH LEVER PILOT'S COLLECTIVE
PITCH LEVER
1
2
3
2 separate firing
2
system per bottle
5
3
Inflation head
with electric firing system 3
4
Pressure gauge (visible through structure windows)
A - System arming switch • Arming the System. When switch "A" is set to "ON",
B - Firing push-button with built-in amber "system the system is armed and it is possible to "fire" the bot-
armed indicator Iights ("1" LH bottle system tles. Both indicators are lit to indicate that the inflation
"2" RH bottle system) head connectors are correctly connected and that the
C-D - Firing push-buttons system is ready to operate.
1 - RH float (5 compartments)
2 - Helium distribution tubes • "Firing" of Bottles. When one of the push-buttons
3 - Inflation bottle (helium) "B-C-D" is pressed once the inflation heads are fired :
4 - LH float (5 compartments) the helium inflates the floats. Further details on the op-
5 - Forward float (5 compartments) eration of the inflation heads are given below.
THM
( 3 ) Float Assemblies-Specification Data
FORWARD FLOAT FORWARD BOTTLE AFT BOTTLES AFT FLOATS

• Polyurethane coated • Light alloy and wound Kevlar • Light alloy and wound Kevlar • Polyurethane coated
polyamid fabric • Volume : ............... 7.93 dm³ • Volume : .................. 18 dm³ polyamid fabric
• Volume : ................ 900 dm³ • Weight of helium : ...... 275 g • Weight of helium : ...... 640 g • Volume : .............. 3070 dm³
• Helium servicing pressure at • Relative pressure at 15°C : . • Relative pressure at 15°C : . • Helium servicing pressure at
20°C : .................. 180 mbar ............................... 230 bar ............................... 230 bar 20°C : .................. 180 mbar
• Proof pressure : • Proof pressure : ..... 516 bar • Proof pressure : ..... 516 bar • Proof pressure :
- at works ............ 360 mbar - at works ............ 360 mbar
- at operator's ...... 345 mbar - at operator's ...... 345 mbar
On each float compartment :
1 manual inflation coupling
1 pressure relief valve
1 supply coupling
Supply coupling Inflation Pressure relief valve (345 mbar)

Quick-disconnect coupling with (and deflation) coupling In the event of accidental percussion
check valve, connected to dis- Using a source of compressed air or a at high altitude or high temperature,
tribution tube. bellows, enables the compartment seal- it cancels the danger of excessive
ing to be checked after repair. inflation.
• Maximum Inflation Altitude. The reduction in the at- and there is a limit altitude above which the bottles must
mospheric pressure results in a corresponding increase not be tired. The altitude limit (refer to the Flight Manual)
in the helium relative pressure in the floats (the total is determined by the setting of the pressure relief valves :
helium pressure remains constant) : the higher the alti- it must be possible to fire the bottles without there being
tude the more the floats are inflated. For this reason the a risk of losing the helium through the pressure relief
float compartments are fitted with a pressure relief valve valves.
THM
( 4 ) Inflation Head Firing Principle and "Connectors Connected" Indicating system (System Armed)
SYSTEM ARMED
1 - Plastic frangible disk with melting resistor
2 - Spring
3 - Piston towards "system 1"
4 - Calibrated hole (0.5 mm) (Aft LH bottle)
ARMING
5 - Calibrated orifice plate controlling the
helium flow rate
6 - Bottle filling valve SYSTEM 2 Aft RH bottle
(RH connector
7 - Frangible safety plug (for draining the bottle
bottles)
in the event of an abnormal rise in
temperature - e.g. fire)
8 - Pressure gauge
2
NOTE : The word "firing" is used to describe the 3
1 A
action of releasing the helium from the FIRING
1
bottles ; although the action does not cor-
respond exactly to this term, it does im- FORWARD
B
ply the "suddenness" of the bottle dis- BOTTLE
charge control.
C
8 7 6 4
• "Inflation Head Connectors Connected" In- 5
dicating System. The indicator lights (only sys- towards float
tem 2 is shown here) are grounded via the for-
ward and aft RH bottle connectors. When the INFLATION HEAD
arming switch is set to "ON", the indicator light
does not come on if a connector is not connected.
FIRING
(melting frangible disk 1)
• Inflation Head in Rest Configuration - (fig-

ure above). Chambers A and B on either side
of piston head (3) are submitted to the helium
ARMING pressure. Chamber C, which communicates with
the floats, is isolated from the bottle by the pis-
ton which is held firmly in its lower position by
spring (2).
One of the firing • Firing of Inflation Heads. When the pilot

push-buttons is "presses" one of the firing push-buttons, frangi-
pressed ble disks (1), which are heated by their resis-
tors, melt instantaneously, opening chamber A
to the atmosphere. The piston balance is dis-
A
turbed : the helium pressure which no longer
FIRING
acts under the piston head (chamber B) pushes
the piston upwards, compressing the spring.
Chamber C communicates with the bottle which
empties and inflates the float.
C WARNING
DISASSEMBLY OF THE INFLATION HEAD
OR OF ITS COMPONENTS IS STRICTLY
towards float PROHIBITED WHEN A BOTTLE IS FULL.
THM
20.3.2. INSTALLATION OF EMERGENCY FLOTATION GEAR ASSEMBLIES
RH FLOATATION
GEAR ASSEMBLY
Supply lines
LH FLOATATION
GEAR ASSEMBLY
Inflation bottles
Float folded and

FORWARD packed in its
container
FLOATATION GEAR Snap wire which breaks
ASSEMBLY on inflation to release the
float from the container
FORWARD FLOAT MOUNT LH FLOAT MOUNT

(RH mount opposite hand)
Float supply
tube Forward cradle- STRUCTURE Swivel bearing rods
container secured to the
structure by fittings
Float supply
tube
Spindle
Bottle mounts
Cradle container
DETAIL OF FOLDED FLOAT AND CONTAINER
Flap covering snap

The floats are secured to welded steel tube cradles :
Container cover
fabric wire (secured with
VELCRO tape) - the forward cradle is attached to the structure by fit-
tings
Float folded
"like a concertina" - the aft cradles are secured by swivel bearing rods.
The cradle upper tube, onto which the bottle line is

connected, distributes the gas to the float compart-
ments (float hoses connected to tube).
The floats are secured to their cradles by ropes and

Float attachment to lugs which transmit the loads to which they are sub-
cradle (ropes and mitted to the structure. The "support" cradles also act
attachment lugs) as the container for the folded float. The float is held
folded by 2 fabric covers assembled with snap wire
Container cover fabric
secured to the container which breaks on inflation.
by a laced lanyard
The forward bottle is mounted in the nose landing gear
well. The aft bottles are secured to the cradle-container.
Cover fabric
Cradle container snap wire
THM
20.3.3. EMERGENCY FLOTATION GEAR CONTROL AND MONITORING SYSTEM
The system is shown in "armed" configuration.
1GR
Arming
8GR
ON
Firing
7GR
Firing Firing
A B
4PP
3GR 2GR
SEC
DC electrical
master unit
DB
5GR 4GR 8PP
Main
battery
11GR AFT LH BOTTLE 12GR AFT RH BOTTLE 10GR FORWARD BOTTLE
(1) Arming the System

When the switch 8GR is set to "ON" the system is ready
1 - "Circuit 1 armed and LH bottle to operate :
connected" indicator light
2 - "Circuit 2 armed and bottles - the indicator lights are lit, indicating :
connected" indicator light • indicator light (1) that the LH bottle connector are
A-B - Copilot’s and pilot’s firing push-buttons correctly connected
1GR - Control unit • indicator light (2) that the RH bottle connectors are
2GR - 3GR - Distribution units correctly connected.
4GR - 5GR - Firing control relays (the indicator lights are grounded via the connectors).
7GR - Firing push-button on console
10GR - 12GR RH bottles - a positive voltage is present at each firing push-but-
11GR - LH bottle ton input.
THM
20.3.3. EMERGENCY FLOTATION GEAR CONTROL AND MONITORING SYSTEM (Cont'd)
( 2 ) Firing the Bottles
1GR
Arming
8GR
ON
Firing
7GR
Firing Firing
A B
4PP
3GR 2GR
SEC
DC electrical
master unit
DB
5GR 4GR 8PP
Main
battery
11GR AFT LH BOTTLE 12GR AFT RH BOTTLE 10GR FORWARD BOTTLE
The control circuit power supply is doubled (direct bat- • Pressing the push-button energizes both control re-
tery from 8PP and secondary bus from DC electrical lays 4GR - 5GR. When the relays are closed, the frangi-
master unit) as are the control systems themselves : 2- ble disk resistors are energized as are the relay self-
stage push-buttons, two melting resistors per bottle sup- holding circuits (red broken lines on the figure). The re-
plied by 2 different buses. IF ONE POWER SUPPLY lays remain energized when the push-button is released
FAILS ALL THE BOTTLES CAN STILL BE FIRED. thus guaranteeing that the disks are melted.
When switch 8GR is set to OFF the relay excitation

Follow the firing circuit on the figure (in this case it is the power is cut off.
pilot who has pressed push-button B) :
THM
20.3.4. EMERGENCY FLOTATION GEAR CONTROLS AND INDICATORS

CONTROL UNIT
1
1 - Firing push-button with built-in indicator lights

(the push-button is protected by a cover which
must be burst)
2 - Arming switch
3 3 - Pilot’s and copilot’s firing push-buttons
4 - Pressure gauge
PILOT'S AND COPILOT'S COLLECTIVE PITCH LEVERS
HELIUM
BOTTLE
Distribution units
THM
20.4 - HOISTING INSTALLATION (VARIABLE SPEED HOIST)
20.4.1. THE HOIST : DESCRIPTION-SPECIFICATION DATA-OPERATING PRINCIPLES

( 1 ) Description of the Hoisting Installation
The hoist is above all the rescue equipment for persons in
danger in places where access is difficult. But it may also
be used for raising or lowering loads of various types.
Driven at variable speed by a hydraulic motor, the hoist in

mounted on an external boom over the RH cabin door.
The hydraulic power which actuates the motor is supplied
by the LH hydraulic system.
The pilot has at his disposal a "hoisting" authorization

control (mission selector switch) and a cable cutter con-
trol. The hoist operator monitors the cable lowering and
raising operations from a mobile control grip. "Hoist-boom"
assy
PILOT'S ELECTRIC CONTROLS HOIST OPERATOR'S ELECTRIC CONTROLS
OFF MISSION SELECTOR Hydraulic

HOIST pressure cut-off
SLING
CHUTE
DROP Raising and
"Hoisting authorized" lowering control
control
Emergency cable
cutter control
COLLECTIVE PITCH LEVERS
( 2 ) Hoist Specification Data
• Maximum load ................................................ 267daN • Required hydraulic pressure ............................ 154 bar
• Effective cable length .......................................... 75 m • Motor consumption (raising/lowering) .............. 20 l/mn
• Hoisting and lowering speed ..................... 0 to 0.9m/s • Maximum load tilting angle .................................. £30°
• Hoisting /lowering end-of-travel speed ....... 0 to 0.3m/s • Cable : high tensile galvanized steel, rotating hook
THM
20.4.1. THE HOIST : DESCRIPTION-SPECIFICATION DATA-OPERATING PRINCIPLES (Cont’d)

( 3 ) Very Simplified Hoist Functional Diagram
The hoist is a complex mechanical equipment item. Its Reference should be made to the hoist manufacturer’s
different functional aspects are presented here very sim- publications for a more detailed study of this equipment.
ply so that the hydraulic and electric control systems can
be fully understood.
Variable speed Reduction in Cable winding Automatic drum braking.

1 2 3 and unwinding 4 The brake immobilizes the drum
hoist drive rotation speed
when the hydraulic motor stops and
slows down the unwinding of this
"Hydraulic off" cable if drum speed greater than
Drum motor speed.
braking
Up
EPICYCLIC
HYDRAULIC SUPPLY REDUCTION
HYDRAULIC DRUM
(servo-valve GEAR
MOTOR BRAKE
controlled) (2 STAGES)
Down
11
"Lowering" end-of-travel detection. 5
At the "lowering" end-of-travel point, the slide driven
by the screw, trips the microswitch : the motor hy- Cable tension compensator.
draulic power supply is cut off (there are still 3 me- When the hoist is not loaded, the
tres of cable to be unwound). compensator exerts a tension on
the cable to ensure correct winding
10 and unwinding.
"Raising" slowing-down –2 metres.

When only two metres of cable remain to be
wound, the slide driven by the screw trips the
microswitch : the servo-valve reduces the hydrau- 6
lic fluid flow rate, the motor slows down.
Winding Mechanism
Driven by a crossed-thread screw,
a fairlead transmits a coming and
going motion to the cable accord-
ing to the drum generatrix. The
crossed-thread screw is driven by
pinions from the reduction gear.
9
"Lowering" slowing-down –2 metres. 7
When only 2 metres of cable remain to be un- Emergency Cable Cutting
wound the slide trips the microswitch : the servo- A pyrotechnical cartridge is fired
valve reduces the hydraulic fluid flow rate, the electrically by the pilots. The explo-
motor slows down. sion of the charge projects a cutter
against the cable which is then cut.
Safety mechanical stopping at "lowering" end-of-travel stop.
Drum 8
"Raising" end-of-
travel detection.
At the "raising" end-of-travel point,
Feeler the hook stop enters into contact
(floating wheel) Notch with a stop lever : the microswitch
trips switching off the motor hydrau-
Immobilizing pin lic power supply.
Should the "lowering" end-of-travel stopping mechanism not oper-

ate, when only 3 metres of cable remain wound, the immobilizing
pin engages in the drum notch to immobilize it.
THM
20.4.1. THE HOIST : DESCRIPTION-SPECIFICATION DATA-OPERATING PRINCIPLES (Cont’d)

Piston bearing plate
( 4 ) Hydraulic motor operating principle Driving plate (fixed part)
Seven pistons, supported by a revolving barrel are sub-

jected to the hydraulic pressure on one half-turn of the Output shaft
barrel (the driving phase) and are open to the return line Piston
on the other half-turn (the release phase). During the driv-
ing phase, the pistons rotate a driving plate, which drives
the barrel via the pistons. The barrel and output shaft are
connected by a universal joint driving system. BARREL
RETURN Universal joint drive

• DISTRIBUTION OF ("raising" direction)
HYDRAULIC FLUID Hydraulic fluid drainage
PRESSURE
("lowering" direction)
PRESSURE
("raising" direction) DISTRIBUTION SCREEN
(fixed) Pistons
RETURN
(lowering" direc- Distribution open-
tion) ings
• PISTON ACTION UP DOWN
d x FT = motor torque
for one piston
Each piston, subjected to the pressure,
develops a force, the component FT of • C,D,A : the pistons are subjected The rotation direction is re-
which rotates the driving plate and the to the pressure (driving sector) versed :
component FN of which is applied nor- • A,B,C : pistons are open to return • C,B,A : driving sector
mally to the bearing plate. line. • A,D,C : fluid discharge.
• FLOW RATE REGULATION. Two flow rate regulators main-

tain the hydraulic motor speed constant irrespective of the
weight of the load attached to the hoist hook. 1 2 3
The figure shows the hoist power supply in the "raising" di-
rection (operation is opposite hand in the "lowering" direc-
tion).
P P1 P2
A
- Light Loads. The motor friction torque is low. The flow rate
in the motor tends to increase (so does the speed) resulting
"RAISING" REGULATOR
in a reduction in the P2 pressure on the metering orifice (3)
outlet. The "inlet" pressure P1 pushes the spool (2) which D B
blanks off the inlet orifice (1) the flow rate is reduced until the
hoist nominal speed is re-established.
- Heavier Load. The opposite happens. The motor labours, C

the flow rate drops, the P2 pressure increases, the spool R
"opens" orifice (1) and the flow rate increases to re-establish
the hydraulic motor nominal speed.
Note that the regulator on the return line is fully open. "LOWERING" REGULATOR
THM
20.4.2. HOIST SYSTEM OVERVIEW

LH HYDRAULIC SYSTEM
DB SEC ESS
1 2
MAIN SERVO
CONTROLS
Cable
cutter
TAIL SERVO.
Hoist in A.P.
operation
MISSION
3 HOISTING
SELECTOR 4
AUTHORIZED
3ME 4ME
NC
U 7ME
0
CONTROL 2ME
D
U
UNIT
HOIST
D
HYDRAULIC
CUT-OFF
6ME
5
Pyrotechnical
cartridge test
connector
6
5ME
• Switching on the HOIST function 1 - 2 - "Cable cutter" push-button

When the mission selector switch is set to "HOIST", it 3 - "Hoisting authorized" indicator light
supplies the control unit, opens the general hydraulic power 4 - Self-sealing couplings
supply electrodistributor (7ME) during 3 seconds and illu- 5 - Cable monitoring microswitches
minates indicator light (3). 6 - "Cable cutter" pyrotechnical cartridge
2ME - Hoist unit
• Hoist power supply in "lowering" or "raising" 3ME - Hoist operator’s grip
direction 4ME - Relay box
Rotating the potentiometer on the hoist operator's control 5ME - Pyrotechnical cartridge relay box
grip actuates the "Up" or "Down" microswitch and modu- 6ME - Servo-valve
lates the opening of the hydraulic control servo-valve. Hoist 7ME - Electrovalve
motor speed is proportional to the amplitude of the action.
A regulator limits the maximum hydraulic flow rate.
potentiometer located on the control unit.
• Stopping during cable winding or unwinding.
Releasing the potentiometer brings it back to the "zero" • Cable travel control
position. The hoist motor stops. 3 seconds later, the Two end-of-travel microswitches detect the cable winding
electrovalve 7ME closes. and unwinding limits and switch off hydraulic power.
A pulse on the "HYDRAULIC CUT-OFF" push-button will Two meters before reaching these limits, the speed is
close immediately the electrovalve 7ME if a slight winding slowed down.
of the cable occurs. This drift can be adjusted by a
THM
20.4.3. HOIST CONTROL AND MONITORING SYSTEMS
( 1 ) Electrical circuit
1
DB
4
3
5ME
2
5 The circuit is shown in hoisting

SEC authorized configuration (mis-
sion selector switch (3) in
"HOIST" position)
ESS
3ME K4
RE 4ME
K1
UP
HOIST
K2 R2
D
6
RS LS R1
K3
7
LE
K5
7ME
6ME
NC
Hydraulic pressure
1-2 -Pilot’s and copilot’s "cable cutter" push-buttons K1 "Raising" relay

3 -Mission selector switch K2 "Lowering" relay
4 -"Cable cutter" pyrotechnical cartridge K3 "Slowing-down" relay
5 -"Hoisting authorized" indicator light K4 Servo-valves relay
6 -Speed control potentiometer K5 Electrovalve 7ME control relay
7 -Hydraulic CUT-OFF push-button R1 Servo-valve balance potentiometer
3ME -Hoist operator’s grip R2 "Slowing-down" resistor
4ME -Control unit RE "Raising" end-of-travel microswitch
5ME -Pyrotechnical cartridge relay box RS "Raising slowing down" microswitch
6ME -Servo-valve LS "Lowering slowing-down" microswitch
7ME -Electrovalve LE "Lowering" end-of-travel microswitch
• Electrovalve power supply :

When control unit is powered on, the electrovalve, sup- on the control grip potentiometer energizes relay K4, cut-
plied through rest contact of relay K5, opens. At the same ting-off power supply of K5 causing the opening of
time, the 3 seconds timer is supplied through rest con- electrovalve 7ME. 3 seconds after potentiometer release,
tact of relay K4. After that delay time, relay K5 is ener- K5 is energized and electrovalve closes.
gized and self-supplied. Electrovalve closes. An action
THM
20.4.3. HOIST CONTROL AND INDICATOR SYSTEM (Cont'd)
( 2 ) Servo-valve operating principle

By means of an electrical control (here the hoist opera-
tor’s hand control potentiometer), the servo valve is used
1
to control the flow rate of the pressurized hydraulic liquid
2 so that the hoist engine rotates in one direction or an-
other, at a variable speed.
• Servo valve live, control at 0
A polarized cutout arm (3) is maintained in equilibrium by

3
2 springs. By polarizing the core S2, the adjusting
potentiometer (2) enables the cutout arm to be pivoted
5 5 between the two nozzles (5) so that the leak flow rates
P maintain identical pressures in chambers A and B. In
this case, the slide valve (4) remains stationary in a neu-
R tral position.
B A
4
HYDRAULIC MOTOR
• Polarization of the servo-valve in the "ascent" di-

rection
When the potentiometer cursor (1) is moved, current is 1
circulated in the coils S1 and S2 in the direction + 24 V to 2
the potentiometer ground (1), and the cores are polarized.
The intensity of the core magnetic fields is proportional to
the voltage of the current circulating in the coils. This
voltage is zero when the cursor is at the midpoint (0) of
the hand control potentiometer (1). The unbalance of the
3
leaks varies the pressures in chambers A and B. The
slide valve moves (here to the left).
5 5
P
R
1
2 B A
4
HYDRAULIC MOTOR
3
• Polarization of the servo-valve in the "descent"
direction
5 5
P If the cursor is moved downwards, the current circulates
in the hoist operator potentiometer direction through the
R coils to the potentiometer ground (2). The polarization of
the coils is reversed, making the cutout arm pivot in the
B A opposite direction, which results in unbalance in the pres-
sures of chambers A and B and movement of the slide
4
valve (here to the right).
HYDRAULIC MOTOR
THM
20.4.4. THE COMPONENTS OF THE HOIST INSTALLATION
( 1 ) Pilot controls
MISSION SELECTOR
OFF
HOIST
SLING
CHUTE
DROP
"CUT CABLE"
PUSH-BUTTON
(under safety screen)
COLLECTIVE PITCH LEVERS
( 2 ) Cabin equipment
5ME
Pyrotechnical
cartridge relay box
4ME
Hoist control unit
1 2
6
4
Shears
"HOIST OPERATOR"
SAFETY BELT
1 - Belt cable attachment

2 - ICS and electric control cables "HOIST OPERATOR"
3 - "Hoist authorized" light CONTROL GRIP
4 - Flexible metal cable (mobile control)
5 - Hydraulic CUT-OFF push-button
6 - Control ring (raising - lowering)
THM
20.4.4. THE COMPONENTS OF THE HOIST INSTALLATION (Cont'd)
( 3 ) The hoist
Servo-valve
Regulating block
Hydraulic motor
Access to cable
attachment to drum
Electric control
connectors
Oil filler plug
Microswitch unit
Oil sight gauge
Adjustment of cable Cable distribution

tension mechanism slide on drum
Flare cartridge
( 4 ) The hoist support arm
1 2
THE TWO ARM POSITIONS
A On the ground
In flight
Operating position ARM LOWERED to allow
opening of the engine
cowling.
A
1 - Counter-brace
2 - Hoist support plate
3 - Support rod
4 - Support rod manipulation handle
The support arm can be lowered in ground position by
A - Pins (rapid assembly and disassembly of the arm)
removing the upper pin of the bracket.
THM
20.4.4. THE COMPONENTS OF THE HOIST INSTALLATION (Cont'd)
( 5 ) Hydraulic circuit components
towards LH R
hydraulic unit No-return valve basically
mounted on the hydraulic
P
unit (maintain the ancillary
accumulator pressure)
towards brakes and landing gear
2 3
1 -Self-sealing couplings
2 -Flexible pipes
3 -Electrovalve 7ME
5 4 -Servo-valve 6ME
5 -Hydraulic motor
( 6 ) Additional equipment
Hoist operator equipment

storage bag.
THM

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13.6 - PRESSURE REFUELING SYSTEM ................................................................................................. 3

14.15 - "ENGINE FLUSHING" SYSTEM .................................................................................................... 13

14.16 - ELECTRICAL MULTIPURPOSE ENGINE AIR INTAKES .............................................................. 15

16.1 - AIR CONDITIONING ....................................................................................................................... 23

18.1 - ROSEMOUNT ICE DETECTOR ..................................................................................................... 33

20.1 - AUXILIARY POWER UNIT (A.P.U.) INSTALLATION .................................................................... 39

20.2 - EXTERNAL LOAD CARRYING ...................................................................................................... 47

20.3 - EMERGENCY FLOTATION GEAR ................................................................................................ 57

20.4 - HOISTING INSTALLATION (VARIABLE SPEED HOIST) ............................................................. 65

This document is the property of the

13.6 - PRESSURE REFUELING SYSTEM

13.6.1. GENERAL SYSTEM OPERATING PRINCIPLE AND SPECIFICATION DATA

Refueling unit "adaptater" union Suction pressure (defueling)

( 1 ) General System Operating Principle ( 2 ) System Specification Data

The refueling line is connected to a refueling connector, • Refueling time (t)

13.6.2. SIMPLIFIED DIAGRAM OF THE PRESSURE REFUELING SYSTEM

The refueling connecter valve (3) is

13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS

( 1 ) Control and Monitoring System Operating Principles

LH Ext tank RH Ext tank

13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS (Cont.)

( 3 ) Simplified Functional Diagram of refueling sequence

• Q1 is the fuel amount contained in the fuel tanks. Electromagnet energized,

• Functional Analysis of the Refueling Logic Circuit

13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS (Cont.)

( 4 ) Simplified Functional Diagram of defueling sequence

• Q1 is the fuel amount contained in the fuel tanks. Electromagnet energized,

1QH Fuel tank N°4

"LH group" fuel

The amount of fuel which should be kept on board (Q0)

• Functionnal Analysis of the Defueling Logic Circuit

Q0 is selected. Since Q1 is greater than Q0, logic circuit

13.6.3. PRESSURE REFUELING SYSTEM ELECTRIC CONTROLS AND INDICATORS (Cont.)

( 5 ) Solenoid valves signalisation 1 2

On the "DEFUEL / REFUEL" panel, there are five en-

1 - LH group solenoid valves indicator lights 3 -"TEST" push-button

Correct operation of the control 1 Q H LEDs lighting

13.6.4. PRESSURE REFUELING SYSTEM COMPONENTS LOCATION

CONTROL UNIT 1 -"LH solenoid valve" opening indicator light

1 - Pressure relief valve 7 - Pressure relief valves 10

13.6.5. PRESSURE REFUELING AND DEFUELING VALVE

1 - Electrovalve 7 -Valve seal

( 1 ) Pressurization without valve opening

The pressurized fuel reinforces the spring load

Setting the switch to "REFUEL" on the control unit

When the electrovalve is deenergized, the valve is

13.6.5. PRESSURE REFUELING AND DEFUELING VALVE (Cont.)

( 4 ) Depressurization without valve opening

Fuel suction generates depressurization inside

( 5 ) Valve opening during defueling

Opening the electrovalve generates fuel flow behind

( 6 ) Non-return valve function

When the electrovalve is closed, the fuel flowing

14.15 - "ENGINE FLUSHING" SYSTEM

14.15.1. SYSTEM LAYOUT

NOTE : a dry run is required after each treatment

IN ALL CASES, SWITCH OFF THE AIR CONDITIONING (P2 bleed)

With the engines operating, in cranking or idling mode,

During a washing operation the liquid is ejected through

14.15.2. COMPONENT LOCATIONS

14.16 - ELECTRICAL MULTIPURPOSE ENGINE AIR INTAKES

14.16.1. SAND FILTER AND ANTI-ICING FUNCTIONS OPERATING PRINCIPLE

• sand. In sandy atmosphere, the sand which represents