FMS-PA-06-013-91-01 Issue 1 Rev B

Date: 20 July 06

Page: i of iii 350FX FLIGHT MANUAL SUPPLEMENT FMS-PA-06-013-91-01

Issue: 1 Rev: B

Sections 2, 3, 4 and 5 comprise the Approved Flight Manual Supplement. Compliance with Sections 2, Limitations, is mandatory. The information and data contained in this document supersede that contained in the basic Approved Flight Manual for the AS350 BA and other applicable Approved Flight Manual Supplements. This Supplement is to be attached to the Approved Flight Manual for the aircraft with the subject design change incorporated.

HELI-LYNX HELICOPTER SERVICES INC. Stoney Creek Airport, 684 Mud Street E, Hgr 1, Stoney Creek, ON L8J 3C9

TITLE HELI-LYNX 350 FX2

FLIGHT MANUAL SUPPLEMENT

DOCUMENT NUMBER

FMS-PA-06-013-91-01

STC NUMBER

SH06-5 A/C, REGISTRATION & SERIAL NUMBER

CANADA

DEPARTMENT OF TRANSPORT AIRCRAFT CERTIFICATION

BRANCH

JULY 2006 APPROVED

BY NAPA NO. O-06-0360 CERT / ISSUE NO. SH06-5 Issue 3

Date: 20 July 06

Page: ii of iii 350FX FLIGHT MANUAL SUPPLEMENT FMS-PA-06-013-91-01

Issue: 1 Rev: B

TCCA Approved 21 July 2006

LOG OF AMENDMENTS Rev. Date Changes By

Orig. 12 Jul 06 Initial release of Issue 1 for review/approval. All pages.

Phoenix Aero

A 19 Jul 06 Revised hover performance charts. Changes as marked.

Phoenix Aero

B 20 Jul 06 Revised to incorporate TC review comment. Change as marked.

Phoenix Aero

LIST OF EFFECTIVE PAGES Page: i ii iii 1 2 3 4 5 6 7

Rev.: B B Orig. Orig. Orig. B Orig. Orig. Orig. Orig. TCCA

approved Yes Yes No No Yes Yes Yes Yes Yes Yes

Page: 8 9 10 11 12 13 14 15 16 17

Rev.: Orig. Orig. Orig. Orig. Orig. Orig. Orig. Orig. Orig. Orig. TCCA

approved Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Page: 18 19 20 21 22 23 24 25 26 27


approved Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Page: 28 29 30 31 32 33 34 35 36 37


approved A A Yes Yes No No No No No No

Page: 38 39 40 41 42 43 44 45 46 47


approved No No No No No No No No No No

Page: 48 49 /

Rev.: Orig. Orig. / TCCA

approved No No /

Date: 12 July 06

Page: iii of iii 350FX FLIGHT MANUAL SUPPLEMENT FMS-PA-06-013-91-01

Issue: 1 Rev:Orig.

TCCA Unapproved

TABLE OF CONTENTS

1. GENERAL 1

2. LIMITATIONS 2

3. EMERGENCY PROCEDURES 9

4. NORMAL PROCEDURES 16

5. PERFORMANCE DATA 27

6. WEIGHT AND BALANCE 32

7. SYSTEMS AND DESCRIPTION 33

8. SERVICING 49

9. OPERATIONAL INFORMATION 49

Date: 12 July 06

Page: 1 of 49 350FX FLIGHT MANUAL SUPPLEMENT FMS-PA-06-013-91-01

Issue: 1 Rev:Orig.

TCCA Unappproved

1. GENERAL

The 350FX modification is a major performance and reliability improvement to the Eurocopter AS350 BA rotorcraft. The design changes associated with the modification are shown in the following image.

Figure 1: 350FX General Layout

The general intent of the modification is to increase the serviceability and maintainability of the aircraft by upgrading the electrical system and by substituting components that will have a higher serviceability and lower cost of maintenance than those of the standard AS350 BA. The aircraft gross weight limits are increased and the empty weight is decreased slightly, which results in the ability to carry a greater useful payload.

Additionally, the low speed and “hot and high” yaw control authority of the 350FX rotorcraft is increased by applying certain design improvements from the AS350 B2 and B3 models.

In the 350FX2 variant, the powerplant is upgraded by replacing the original Arriel 1B turboshaft with a Honeywell LTS101-700D-2 engine (650 HP continuous, 732 SHP5-min rating). The rotorcraft’s performance is improved by selectively incorporating main gearbox, engine cooling and other upgrades from the AS350 BA to B2 model upgrade.

Date: 12 July 06


Issue: 1 Rev:Orig.


2. LIMITATIONS

The Operating Limitations at Section 2.1 of the approved Rotorcraft Flight Manual remain applicable with the following exceptions:

Replace Para 2, Types of Operation Approved, with the following: 1 Types of Operation Approved Operating the helicopter is approved, out of icing conditions, for:

- Day VFR flight

- Night VFR flight, when the required equipment items are installed and serviceable, provided such operation is permitted by the flight regulations of the country concerned.

Engine anti-ice must be operated in visible moisture when OAT is below +5°C. Maintain minimum of 80% Ng.

4 Weight Limits - Maximum permissible weight: ----------------------- 2250 kg (4961 lb) - Maximum permissible weight with external load- 2500 kg (5512 lb)

of which at least 250 kg (551 lb) must be jettisonable.

Replace Sub-para 5.1, Longitudinal c.g., CG limit chart with the following:

Date: 12 July 06


Issue: 1 Rev: B


Replace Para 10, Torque Limitations, with the following: When airspeed is lower than 40 kt (74 km/h – 46 MPH): - Maximum transient torque (10 s): 107 % - Maximum continuous torque: 100 % When airspeed is equal to or higher than 40 kt (74 km/h – 46 MPH): - Maximum continuous torque: 94 % Replace Para 11, Engine Limitations, with the following: 11 Engine Limitations The 350FX2 / LTS101-700D-2 engine operating limitations are determined by the gas generator rotation speed (Ng) or by the exhaust gas temperature (t4) depending upon the operating conditions. 11.1 Gas Generator Speed

- Maximum transient rating (5 sec. max.): 107.2 % - Maximum take-off rating (5 minutes): 106.6 % - Maximum continuous rating: 104.8 % - Ground Idle: 48 – 52 % Reduce the take-off Ng limit by approximately 1% for every 5oC (9oF) decrease in OAT below 0oC (32oF).

Outside Air Temperature oC oF

Ng Limit

0 and above 32 and above Observe TO and MC speed limits -5 23 106.1% -10 14 105.1% -15 5 104.1% -20 -4 103.1% -25 -13 102.1% -30 -22 101.0% -35 -31 100.0% -40 -40 98.9% -45 -43 97.9% -50 -45 96.8% -55 -48 95.7%

Date: 12 July 06


Issue: 1 Rev:Orig.


11.2 T4 Temperature - Maximum during start: 944oC

- Transient: 944oC

CAUTION: Transient temperature must not exceed 923oC for more than 30 seconds.

- Take-off rating: 923oC

- Maximum continuous rating: 890oC

11.3 Fuels

11.3.1 Standard Fuels

Wide-Cut Type ASTM D1655 (Jet B) **MIL-DTL-5624 (Grade JP-4) **NATO Code F-40 (JP-4 equivalent) GOST 10227 (Grade T-2) Honeywell EMS 53113 (Class B and **Class A)

Kerosene Type **NATO Code F34 (JP-8 equivalent) **NATO Code F35 (JA-1 equivalent) ASTM D1655 (Jet A or Jet A-1) NATO Code F-43 (JP-5 equivalent with no FSII) **NATO Code F-44 (JP-5 equivalent) **MIL-DTL-5624 (Grade JP-5) **MIL-DTL-83133 (Grade JP-8) GOST 10277 (Grade RT, -30oF minimum ambient temperature for starting) or GOST 10277-86 (Grade TS-1, -30oF minimum ambient temperature for starting) Honeywell EMS 53111 (Type A) Honeywell EMS 53112 (Type A-1 and **Grade JP-8) Honeywell EMS 53116 (**Type JP-5) PRC GB6537-94 (No. 3 Jet Fuel) DEF Stan 91-91 (Type Jet A-1) IATA Guidance Material, Dec. 94 (Kerosene) **Contains FSII per NATO S-748 or S-1745

Date: 12 July 06


Issue: 1 Rev:Orig.


11.3.2 Emergency Fuels

Special usage Diesel Fuel (Arctic Grade) to be used with an outside air temperature above +5oF (-15oC) ASTM D975 (No. 1D and Grade Low Sulfur No.1-D) Spec. requires addition of fuel biocide per MIL-S-53021 (concentrations and brands per QPL-53021), corrosion inhibitor/lubricity improver per MIL-I-25017 (concentrations and brands per QPL-25017), and up to 0.15 volume percent FSII per MIL-I-85470. Diesel Fuel (Regular Grade) to be used with an outside temperature above +40oF (+5oC). ASTM D975(Grade No. 2-D and Grade Low Sulfur No. 2-D) A-A-52557 (Grade Low Sulfur No. 2-D) MIL-F-46162 (Type 1) (use for development and verification testing only)

CAUTION COMMERCIAL DIESEL FUELS MAY CONTAIN EXCESSIVE AMOUNTS OF

WATER. THE OPERATOR MUST ASSURE THAT THE FUEL DELIVERED TO THE ENGINE CONTAINS NO MORE THAN 0.05% WATER.

Operation on emergency fuels requires logbook entry. Hot-Section Inspection (refer to LTS 101 Engine Maintenance Manual) must be performed after 400 hours of operation is accumulated on emergency fuels. Cetane improvers are not required for diesel fuels used in gas turbine engines and their use is discouraged, although not prohibited.

11.4 Fuel Pressure - Pressure in the event of filter clogging: under 0.4 bar - Preclogging indicator set for 200 mb differential pressure.

NOTE: The filter is equipped with a clogging indicator

Date: 12 July 06


Issue: 1 Rev:Orig.


11.5 Additives CAUTION

TO BE EFFECTIVE, ALL ADDITIVES MUST BE USED IN STRICT ACCORDANCE WITH MANUFACTURER’S INSTRUCTIONS

When operating with Standard Fuels, icing protection is required for operation at outside air temperatures below -20oF (-29oC). When operating with Emergency Fuels, icing protection is required for operation at outside air temperatures below 40oF (4oC). Shell Petroleum ASA3 anti-static additive at a concentration not in excess of 0.0001 percent by volume is approved. Prist MIL-DTL-27686 (NATO S-748) or Philips PFA-55MB anti-icing additive, or equivalent, at concentrations not in excess of 0.15 percent by volume is approved. The following anti-ice additives are approved for use in fuels meeting Specification GOST 10227: TGF, TGF-M, I and I-M, in concentrations up to 0.3 percent by volume. The anti-static additive SIGBOL is also approved in concentrations up to 0.0005 percent by weight. The continuous use of red-dyed diesel fuel will require reduced fuel nozzle cleaning interval, increased fuel filter inspection intervals and increased hot section inspection frequency. Refer to LTS 101 engine maintenance manual. 11.6 Ignition Unit Duty Cycle

- 2 minutes ON, 3 minutes OFF, 2 minutes ON, 23 minutes OFF

Date: 12 July 06


Issue: 1 Rev:Orig.


Replace Para 12, Lubrication System Limitations, Sub-para. 12.3, Authorized Engine Lubricants, with the following:

Type I (at ambient temperatures down to -65oF (-54oC)

MIL-PRF-7808 NATO 0-148

Type II (at ambient temperatures down to -40oF (-45oC)

MIL-PRF-23699 NATO 0-156

CAUTION MIXING OF OIL TYPES IS NOT PERMITTED. REFER TO LTS 101 ENGINE

MAINTENANCE MANUAL.

Replace Para 12, Lubrication System Limitations, Sub-para. 12.4, Engine Oil Pressure and Temperature, with the following:

12.4.1 Oil Pressure

- Minimum pressure: 1.4 bar (20 psig) at flight idle and oil temperature greater than 10oC (50oF) 3.4 bar (50 psig) at flight idle and oil temperature at or below 10oC (50oF)

- Normal range: 5.4 to 6.8 bar (80 to 100 psig) at max. continuous and above with oil temperature greater than 65oC (150oF). NOTE: It is recommended that oil pressure be adjusted to high side of this range.

During engine start in cold ambient temperatures, oil pressure spikes up to 350 psig may occur. This is not a steady state condition. 12.4.2 Oil Temperature

- Max. oil temp: ambient temp. below 38oC / 100oF: 99oC (210oF) ambient temp at or above 38oC / 100oF: 110oC (230oF)

Date: 12 July 06


Issue: 1 Rev:Orig.


Replace Section 2.2, Placards and Instrument Markings, Para. 1, Placards, Sub-para 1.1 Plates Displayed in the Cockpit, Gas generator speed limitations with the following:

REDUCE MAX T.O. Ng LIMIT BY 1% FOR EVERY 5oC (9oF)

BELOW 0oC (32oF) OAT.

Replace Section 2.2, Placards and Instrument Markings, Para. 2, Instrument Markings, with the following revised Engine Instrument Markings:

INSTRUMENT MARKINGS RANGE Torque indicator Green arc

Yellow arc Red line Red triangle

0 to 94 % 94 to 100 % 100 % 107 %

Gas generator (Ng) speed indicator

Green arc Yellow arc Red line Red triangle

48 to 104.8% 104.8 to 106.6 % 106.6 % 107.2%

Exhaust gas temperature (T4) indicator

Green arc Yellow arc Red line Red triangle

0 to 890 oC 890 to 923 oC 923 oC 944 oC

Engine oil pressure indicator

Red line Yellow arc Green arc Red line

20 psig (1.4 bar) 20 to 80 psig (1.4 to 5.4 bar) 80 to 100 psig (5.4 to 6.8 bar) 100 psig (6.8 bar)

Engine oil temperature indicator

Green arc Yellow arc Red line

65 to 99 oC 99 to 110 oC 110 oC

Date: 12 July 06


Issue: 1 Rev:Orig.


3. EMERGENCY PROCEDURES

The emergency procedures given in the Flight Manual remain applicable with the following exceptions.

The original pushbutton switches on the centre console switch panel have been replaced by toggle switches on the new centre console switch panel. When reference in the Flight Manual to these former pushbutton switches is made, activate the equivalently labelled toggle switch on the centre console instead. See Section 7 of this Flight Manual Supplement for a depiction of the new switches.

Certain procedural steps associated with the electrical system, including possible electrical fire, Electrical Power System Failures and Warning Caution Advisory Panel require amendment due to the electrical systems redesign as follows.

Date: 12 July 06


Issue: 1 Rev:Orig.


Replace Section 3.1, Emergency Procedures, Para 6, Smoke in Cabin, Sub-para 6.2, Source of Smoke Not Identified with the following:

6.2 Source of Smoke Not Identified

- Shut off the heating and demisting systems - Switch on the overhead lights if necessary - Select the MAIN BUS switch OFF (to isolate electrical power

from the main bus. Only essential bus is powered by the battery).

If smoke does not clear - BATTERY switch to OFF (if overhead lights not required) - Land as soon as possible If smoke clears and additional systems are required for continued flight, proceed as follows: - Select all electrical system switches OFF except the BATTERY

switch - Select the MAIN BUS switch ON (battery now powers the

distribution busses) - Select electrical consumer switches ON as necessary - GEN switch to RESET, then ON (if extended flight required) - Land as soon as possible

CAUTION: Boost pumps are not powered when essential bus only is selected. At high altitude and high fuel flows, fuel pressure may fluctuate. NOTE: Maximum endurance on battery using minimum equipment required is as follows: - Day: 45 minutes (assume essential bus electrical loads only) - Night: 30 minutes (assume essential bus electrical loads, plus

communications and lights)

Date: 12 July 06


Issue: 1 Rev:Orig.


Add the following to Section 3.2, System Malfunction, New Para 6, Electrical Power System Failures:

6.1 D.C. Power System Failures

6.1.1 Generator failure

- Check the generator switch to ensure that generator is selected ON

- Attempt to reset generator by cycling the generator switch to RESET (hold at RESET for 2 secs minimum) then ON

If this does not work:

- Switch generator OFF (switch to neutral or centre OFF position)

- Shed non-essential loads.

If maximum endurance on battery is required:

- Select MAIN BUS switch OFF

- Land as soon as practicable

CAUTION: Boost pumps are not powered when essential bus only is selected. At high altitude and high fuel flows, fuel pressure may fluctuate. NOTE: Maximum endurance on battery using minimum equipment required is as follows: - Day: 45 minutes (assume essential bus electrical loads only) - Night: 30 minutes (assume essential bus electrical loads, plus

communications and lights)

Date: 12 July 06


Issue: 1 Rev:Orig.


- Replace Section 3.3, Warning Caution Advisory Panel and Aural Warning, Para 2, Warning Caution Advisory Panel with the following:

2 Warning Caution Advisory Panel

The warning caution advisory panel located on the instrument panel incorporates lights of different colours:

- Red to indicate a failure requiring immediate action.

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

- Green to indicate the function or activation of a system for advisory purposes.

350FX Warning Caution Advisory Panel

Date: 12 July 06


Issue: 1 Rev:Orig.


Revise Section 3.3, Warning Caution Advisory Panel and Aural Warning, Para 2, Warning Caution Advisory Panel, Sub-para 2.1, Red Lights, HYD as follows:

2.1 Red Lights

Indicator Lights Failure Pilot Action

HYD NOTE: The yaw servo-control is equipped with a load compensator and a hydraulic accumulator which remains pressurized indefinitely after a hydraulic pump failure or after hydraulic power cut-off via the collective lever hydraulic power release control.

The accumulator may be de-pressurized by selecting the HYD. TEST switch ON.

Do not select the HYD TEST switch ON during flight. This would cause immediate depressurization of the accumulator and the resulting control loads could be heavy.

Per original manual

Date: 12 July 06


Issue: 1 Rev:Orig.


Revise Section 3.3, Warning Caution Advisory Panel and Aural Warning, Para 2, Warning Caution Advisory Panel, Sub-para 2.2,

Amber lights by adding the following additional indications:

2.2 Amber Lights

Indicator Lights Fault Indicated Pilot Action

COWL LH or

COWL RH

The engine cowling indicated is not locked

- Reduce airspeed - Land as soon as possible - Conduct a shallow

approach to landing, maintaining a reduced rate of descent.

DOOR LH or

DOOR RH or

DOOR AFT

The baggage door indicated is not locked.

NOTE: If sliding doors fitted, see relevant supplement

- Reduce airspeed (Max 120 kt / 222 km/h / 138 MPH)

- Check visually that doors are closed

- If one or both doors are open, or if checking is impossible: Land if possible or continue the flight at reduced speed (Max 120 kt / 222 km/h / 138 MPH)

- Conduct a shallow approach to landing, maintaining a reduced rate of descent.

Date: 12 July 06


Issue: 1 Rev:Orig.


Revise Section 3.3, Warning Caution Advisory Panel and Aural Warning, Para 2, Warning Caution Advisory Panel, by adding a new Sub-para 2.3, Green lights:

2.3 Green Lights

Indicator Lights Advisory indication ANTI ICE - Engine anti-ice has been activated

CARGO SWING - External cargo hook release has been armed

LAND LIGHT - Landing light has been activated

EPU - An external power unit is connected

Date: 12 July 06


Issue: 1 Rev:Orig.


4. NORMAL PROCEDURES

The normal procedures in Section 4 of the approved Rotorcraft Flight Manual remain applicable with the following changes:

Add the following to Section 4.1 Operating Procedures, Subsection 1, External Checks:

Station 2

- Rear Hold: Open circuit breaker access panel and check for any open circuit breakers. An open breaker is an indication of a fault that must be cleared before flight.

Change Section 4.1 Operating Procedures, Internal Checks:

Delete: - Fuses: Fitted

Add: - Essential circuit breaker panel: Check for any open circuit breakers. An open breaker is an indication of an electrical fault that must be cleared before flight.

Date: 12 July 06


Issue: 1 Rev:Orig.


Revise Section 4.1 Operating Procedures, Subsection 2, Checks Before Starting the Engine with the following:

2 Checks Before Starting the Engine

Determine aircraft performance limits for the expected flying conditions (Refer to Performance Section).

Ensure that the weight and C.G. limits are observed.

- Doors: Closed

- Seats and control pedals: Adjusted

- Seat belts Fastened

NOTE: Check particularly that the co-pilot seat belt is fastened when this seat is not occupied.

- Ground power unit (if used) Confirm connected

- BATTERY switch ON and confirm annunciator panel EPU single segment legend illuminated if ground power unit used.

- MAIN BUS switch ON and check voltage. Confirm annunciator panel EPU dual segment legend illuminated.

- GEN switch OFF

- Anti-collision light ON

- Fuel quantity gauge Quantity checked

- Warning caution advisory panel Test light. Set dimmer as required (+ or -)

- Instruments Checked. Readings correct

- Heating and demisting systems Off

- Engine air intake anti-ice Off and light out

- Rotors Clear

Date: 12 July 06


Issue: 1 Rev:Orig.


- Yaw control pedals Check freedom of travel. If necessary, re-centre by selecting the HYD Test switch to TEST. Confirm freedom of travel. Release HYD Test switch.

- Collective pitch control lever Locked in low pitch position

- Cyclic pitch control stick Neutral. Friction clamp tight

- Fuel shut-off control Lever forward. Locked

- Rotor brake Off. Front stop

- Fuel flow control lever Aft position

NOTE: Lights on: HYD, GEN, MGB P, PITOT, ENG P, FUEL P, EPU (if EPU connected)

Replace Section 4.1 Operating Procedures, Subsection 3, Starting with the following:

3 Starting

- Switch BP1 and BP2 up to ON.

- Check the pressure on each boost pump separately by alternately switching each pump off. Confirm fuel pressure remains within limits and that FUEL P annunciator light illuminates when only one BP ON.

- Depress the starter switch (on fuel control lever). Ng increases

When Ng = 10%:

- Push the fuel flow control lever forward approx. 1/4 travel. Monitor Ng, T4, engine oil pressure, NR, torque

NOTE: If T4 increases quickly, move the fuel flow control lever back slightly. If Ng acceleration is slow or erratic, move the fuel flow control lever forward slightly. Fuel control lever may be manipulated between 25% and 45% position during start depending upon ambient temperature, battery condition, etc.

Date: 12 July 06


Issue: 1 Rev:Orig.


To extend engine life, recommend T4 be kept below 700C during start sequence.

When Ng = 40 to 42%:

- Release the start button

- Select GEN switch up to ON Check that GEN light goes out.

- Accelerate the engine by pushing the fuel flow control lever forward to the “FLIGHT” position. Check for normal response of engine and rotor parameters.

NOTE 1: During engine acceleration do not allow rotor speed to remain constant between 300 and 320 RPM.

NOTE 2: In low OAT conditions, during the starting sequence, the maximum engine oil pressure may temporarily be exceeded (up to 350 psig at low ambient temps). It is therefore recommended to move the fuel flow control lever forward slowly.

NOTE 3: Operate engine at ground idle until min oil temp of 10 oC reached.

NOTE 4: Recommend engine be allowed to warm up sufficiently to prevent oil pressure from exceeding 120 psig during acceleration to “FLIGHT” position.

NOTE 5: If start is aborted but T4 limits have not been exceeded, wait 15 secs after Ng has returned to zero before attempting restart. This permits excess fuel to drain from combustion chamber.

NOTE 6: Troubleshoot if start is not successful after three attempts. DO NOT EXCEED STARTER OR IGNITION DUTY CYCLES.

- Check that the ENG P, HYD, MGB P lights go out at 200 RPM approx.

- Check that HORN light is ON from 250 RPM

- Check that horn sounds at 350 RPM approx. by momentarily selecting HORN switch to ARM.

- Check NR indicator is in the bottom of the green

- Check fuel flow control is in “FLIGHT” position.

Date: 12 July 06


Issue: 1 Rev:Orig.


- Ground power unit (if used) Disconnect. Check that EPU light is out.

- Voltage and current Correct

- All engine and rotor parameters Correct

- Instruments Working

- AVIONICS MASTER Switch up to ON

- Radios & radio nav eqpt Set as required

- PITOT HEAT Switch up to ON. Confirm PITOT light goes out.

- Aural warning system Select HORN switch up to ARM Confirm HORN light goes out.

- Instrument and Ceiling Lights If night flight is anticipated, confirm that cabin and cockpit ceiling lights function and confirm that with INST 1 LIGHT and INST 2 LIGHT switches ON and with dimmer controls turned fully clockwise the (4) glow strip lights, the edge lit panels and all internal instrument lights illuminate properly.

- Carry out a hydraulic accumulator test as follows:

- Check: Collective pitch – locked

- Cut off hydraulic pressure by selecting the centre console HYD TEST switch up to ON.

- Check that the HYD light illuminates and the HORN sounds.

- Move the cyclic stick 2 or 3 times along both axes separately on +/- 10% of total travel, check for hydraulic assistance by absence of control load.

- Select the HYD TEST switch down to NORMAL.

- Check that the HORN is cancelled and the HYD light goes out

- Carry out a hydraulic pressure isolation check as follows:

- Isolate hydraulic pressure by actuating the switch on the collective pitch lever aft to OFF. Check that the HYD light

Date: 12 July 06


Issue: 1 Rev:Orig.


illuminates and control load is felt immediately, except on yaw pedals, where control load should remain low because of load-compensating servo.

- Restore hydraulic pressure using the switch. Check that the HORN sounds until the HYD light goes out (2 to 3 secs.).

- Carry out a self-test of the engine overspeed system as follows. This check is required before the first flight of the day.

- Accelerate engine to an NR of 390 RPM

- Select and hold the EOS switch up to TEST (momentary switch action)

- Observe a drop in NR and Ng

NOTE: There will be a rapid and large decrease in Ng (>20%) and corresponding decrease in NR as long as the switch is held in the TEST position.

- If there is no drop in NR and Ng, troubleshoot the system before proceeding with flight.

Date: 12 July 06


Issue: 1 Rev:Orig.


Add the following item to Section 4.1 Operating Procedures, Para 7 Cruising Flight, Manoeuvers:

7.3 Engine Anti-icing At temperatures below + 5oC and depending on external conditions, (visible dampness), select ANTI ICE ENG switch up to ON. Confirm anti-ice on by the green ANTI ICE lights on the warning caution advisory panel and by an increase in T4 (approx. 8oC).

Replace Section 4.1 Operating Procedures, Subsection 9 Rotor and Engine Shut-down, with the following: 9 Rotor and Engine Shut-down

- Collective pitch Locked, minimum pitch position

- Cyclic pitch and yaw control pedals Neutral

- Fuel flow control lever Reduce power to 70% Ng for two minutes. See Note.

- AVIONICS MASTER switch Select down to OFF

- All electrical equipment Select switches down to OFF

- Fuel flow control lever Shut down position

- GEN / BP1 &BP2 Select switches down to OFF

- Rotor brake On when NR drops: - to 140 RPM (normal)

- to 170 RPM max (high wind)

- Select the HYD switch up to TEST for 1 or 2 seconds, then release in order to discharge the hydraulic accumulator and centre the yaw pedals, if necessary.

- MAIN BUS switch OFF

- BATTERY switch OFF

NOTE: In high wind condition for instance, these two minutes idle might be accomplished at nominal power rating.

Date: 12 July 06


Issue: 1 Rev:Orig.


Replace Section 4.2 Engine Power Check, with the following:

1. In-Flight Check Procedure

The engine power check is made in flight as follows:

- Fly a stabilized, level course, preferably at an altitude where there is little or no turbulence; shut off heating, air conditioning (if installed) and engine anti-ice.

- Apply pitch to obtain the maximum engine speed compatible with the mechanical limit and Ng limit (MCP).

- Record the parameters per Para. 3 below.

2. Ground Check Procedure

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

In a 5-ft hover, before assuming forward flight, increase the collective pitch enough to ensure a momentary Ng increase of at least 1%.

After having reached a safe altitude, a normal in-flight power assurance check may be performed.

3. Using the Power Check Chart

In stabilized, level flight, with anti-ice, heating and air-conditioning shut off, note the following parameters:

- T4, Torque, NR, pressure altitude and OAT

- Read the chart in the direction indicated by the arrows, entering as follows:

- Torque – NR – Altitude; and

- OAT – Ng

Follow the example to locate point “5”.

Engine power is acceptable if the T4 value at point “5” is equal to or greater than the measured T4.

NOTE: If in doubt about the condition of the engine, repeat the check to eliminate any error of reading.

If necessary, check the Torque, Ng and NR indicating systems.

Date: 12 July 06


Issue: 1 Rev:Orig.


If the condition of the engine is proven to be unsatisfactory, refer to the engine maintenance instructions for corrective action.

To use the chart:

- Enter the chart with the measured Torque

- Move diagonally along the Torque value to the measured NR

- Move vertically to the measured pressure altitude

- Move horizontally to the measured OAT

- Move vertically to the allowable T4

- If T4 measured is equal to or less than the allowable T4, then engine performance is considered to be acceptable.

Example:

1. Torque = 85%

2. NR = 393

3. P Alt = 6,000 ft

4. OAT = -10C oC

5. T4 Allowable = 815 oC

6. T4 Measured = 735 oC

7. Engine condition = T4 allowable - T4 measured = +80 oC (acceptable)

Date: 12 July 06


Issue: 1 Rev:Orig.


350FX2 (LTS101-700D-2) Power Check Chart

100 95 90 85 80 75 70 65 60 55 TORQUE (%)

0 ft

1000 ft

2000 ft

3000 ft

5000 ft

6000 ft

7000 ft

8000 ft

9000 ft

10000 ft

4000 ft

+40C

+35C

+30C

+25C

+20C

+15C

+10C

+5C

0C

-5C

-10C

-15C

-20C

-25C

-30C

T4 (oC) NR

OAT (oC)

P Alt (ft)

1

2

3 4

5

Date: 12 July 06


Issue: 1 Rev:Orig.


Add to Section 4.3 Daily Operating Checks, Subsection 1 Checks before the first flight of the day (BFF):

STATION 2 Aft baggage compartment: Open circuit breaker access panel and check for any open circuit breakers. An open breaker is an indication of a fault that must be cleared before flight.

Date: 12 July 06


Issue: 1 Rev:Orig.


5. PERFORMANCE DATA

The performance data presented in Section 5 of the approved Rotorcraft Flight Manual remains applicable with the following revised charts used in place of the original as noted below.

350FX AIRSPEED-HEIGHT ENVELOPE (H-V Diagram)

Date: 19 July 06


Issue: 1 Rev: A


0

2000

4000

6000

8000

10000

12000

14000

16000

3000 3500 4000 4500

Weight (lbs)

Pre

ssur

e A

ltitu

de (f

t)

40

30

20

10

-10

-20

-30

0

External tem p(OAT - oC)

4961

50

(1364 kg) (1591 kg) (1818 kg) (2045 kg) (2250 kg)

350FX2 HOVER IGE

Conditions: Height – 5 Ft / 1.5 m Heat & De-Mist and Engine Anti-ice OFF Maximum T/O Power

Date: 19 July 06


Issue: 1 Rev: A


0

2000

4000

6000

8000

10000

12000

14000

16000

3000 3500 4000 4500 5000 5500

Weight (lbs)

Pres

sure

Alti

tude

(ft)

50

40

30

20

10

0

-10

-20

-30

External temp(OAT - oC)

(1364 kg) (1591 kg) (1818 kg) (2045 kg) (2500 kg)(2273 kg)

350FX2 HOVER OGE

Conditions: No wind Heat & De-Mist and Engine Anti-ice OFF Maximum T/O Power

Date: 12 July 06


Issue: 1 Rev:Orig.


350FX CORRECTED WGT FOR DETERMINING RATE-OF-CLIMB

(on next page) Conditions: Weight limitation with internal load 2250 kg (4961 lbs)

Date: 12 July 06


Issue: 1 Rev:Orig.


RATE-OF-CLIMB

Conditions: CAS = 55 kt (102 km/h) MCP, No heat, demist or anti-ice

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

6. WEIGHT AND BALANCE

The rotorcraft’s basic weight is updated upon completion of the 350FX modification. Refer to Section 6 of the Flight Manual for the current Weight and Balance equipment list records.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

7. SYSTEMS AND DESCRIPTION

Replace Section 7, Systems and Description, Sub-section 7.1 Cockpit, with the following:

7.1 Cockpit

4

5

6

22

7

15

10

8

9

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

ITEM DESCRIPTION ITEM DESCRIPTION

1 Control quadrant 12 Cabin fire extinguisher (optional)

2 Headphone jacks (NOT SHOWN) 13 Cyclic control friction ring

3 Overhead cabin lighting (NOT SHOWN) 14 Rudder pedal friction knob

(optional)

4 OAT thermometer 15 Yaw pedals

5 Standby compass 16 Collective pitch lever

6 Instrument panel 17 Cabin heating control

7 Avionics circuit breaker panel 18 Demisting control

8 External load monitor (optional) (NOT SHOWN) 19 Collective control friction ring

9 Switch panel 20 Control quadrant

10 Pilot’s cyclic stick 21 (Not used)

11 Door jettison handle 22 Radio console

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

7.1.1. Instrument Panel

ITEM DESCRIPTION ITEM DESCRIPTION

1 Failure warning panel 10 Torque indicator

2 Instrument light dimming 11 Turn & bank indicator

3 Fuel quantity indicator 12 Clock

4 T4 indicator 13 NR indicator

5 Ng gauge 14 Airspeed indicator

6 Fuel pressure 15 Attitude indicator

7 Engine oil pressure 16 Altimeter

8 Engine oil temp 17 Vertical speed indicator

9 Ammeter 18 Optional equipment locations

350FX Instrument Panel Layout

13 4 5

6789

10

11

12

13 14 15 16

17

18

18 18

2

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

7.1.2 Centre Console

350FX Centre Console

7.1.3 Essential Circuit Breaker Panel

350FX Essential Circuit Breaker Panel

Essential circuit breaker panel

Switch panel assembly

Radio controls

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

Centre Console Switch Panel

350FX Switch Panel

7.1.5 Control Quadrant

350FX Control Quadrant

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

Replace Section 7, Systems and Description, Sub-section 7.3 Powerplant with the following: 1. Description 1.1 Installation The engine is mounted on top of the body structure in a fireproof bay. It is installed aft of the main gearbox, to which it is connected by a shaft mounted between two flexible couplings. 1.2 Brief Description of the Engine The LTS101-700D-2 is a turboshaft engine in the 5 pounds per second airflow class. The single-stage gas generator turbine drives a single-stage axial and centrifugal compressor. Gas flow is directed though a reverse flow annular combustor, through the gas generator turbine and then through a single-stage free power turbine. Output power is transmitted to a front-mounted reduction gearbox via a through-shaft concentrically mounted within the compressor rotorshaft. Main power is taken forward via a flexibly mounted shaft to the main gear box and aft via another shaft to the tail gearbox. All engine accessories are conveniently located on the forward mounted accessory and reduction gearbox. The gearbox case material is aluminum. A modular design concept has been employed resulting in a total of three easily maintained and serviced components: the Accessory / Reduction Gearbox, the Gas Generator, and the Combustor / Power Turbine Assembly. The engine is equipped with an engine control system that consists of a gas generator fuel control (which includes a fuel pump), an ambient temperature compensator and a power turbine governor control. The gas generator fuel control consists of governed and metered sections, which combine inputs from engine compressor discharge pressure, ambient temperature, gas generator RPM and fuel control power lever (connected through linkage to a fuel flow control in aircraft cockpit) position to regulate engine fuel flow. Maximum and minimum fuel flow limits govern acceleration (including starting) and deceleration. A cut-off valve stops fuel flow with power lever in cut-off position. The power turbine governor control biases the signal derived from compressor discharge pressure, through a reset mechanism to the gas generator fuel control, to adjust fuel flow for power turbine RPM and speed selector lever position (connected through linkage to the collective stick in aircraft cockpit).

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

The engine has an overspeed limiting system that comprises sensors located at the forward end of the power turbine shaft that feed signals to an airframe-mounted control box. If an overspeed is sensed, the control box causes the fuel control to go to the minimum fuel schedule, causing the engine to decelerate until the overspeed condition no longer exists.

2. Oil System The engine includes a self-contained lubrication system with a thermostatically controlled external oil cooling system and oil tank. The lubrication system comprises:

- Oil tank

- Oil cooler

- Thermostatic valve

- Scavenge full flow chip detector

- Engine oil pressure and temperature indicators

- Lines

- Vent line

The engine oil system also includes a full flow disposable filter with a bypass system and visual impending bypass indicator. The indicator has a thermal lockout mechanism that prevents operation when the oil temperature is below 85 +/- 15 oF (29 +/- 8 oC).

Replace Section 7, Systems and Description, Sub-section 7.8 Electrical Power Systems with the following:

7.8 – I D.C. Power System

1. General

7.1.4 350FX Electrical Power Generation System

The general intent of the electrical system design change is to increase the serviceability and maintainability of the aircraft by upgrading the electrical system and by substituting components that have a higher serviceability and lower cost of maintenance than those of the standard AS350 BA. The existing 150-amp starter-generator is retained (with the future option of fitting a 200 or 250 amp starter generator). The system downstream of the

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

starter-generator is completely rejuvenated including the installation of a new generator control unit and new electrical control components to control and feed the electrical power to a new electrical distribution system.

In the revised system design, the starter-generator feeds a primary bus. This bus supplies power to those rotorcraft circuits, such as the avionics bus or external equipments that require high current. The primary bus also feeds power to three new distribution busses described in the next section.

During normal operation, the battery is connected to the high power bus for battery charging. Alternatively, the battery can feed the high power bus and the distribution busses if the generators are not operating, or just the new essential bus if battery power needs to be conserved.

Electrical power generation system control is accomplished via pilot operated switches located in the new cockpit centre console to allow pilot control of system functions similar to the original rotorcraft system; namely, generator controls and battery controls.

2. Ground Power Receptacle Circuit

The ground power unit is coupled to the rotorcraft D.C. power system when:

- Electrical power is available to the ground power receptacle, and - MAIN BUS switch is in the ON position, and - BATTERY switch is either in the OFF or ON position

When ground power is connected, the battery is automatically disconnected to prevent damage. Note that the GEN and EPU lights in the annunciator panel will be illuminated when ground power is applied. Note also that if the engine is running and the generator is selected ON, EPU power will be disconnected.

3. Battery Circuit

During normal operation, the battery is connected to the main bus for battery charging.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

Battery power is supplied to the rotorcraft’s D.C. power system for starting and other electrical services when:

- BATTERY switch is selected ON, and - MAIN BUS switch is selected ON, and - EPU power is not connected

Battery power is supplied to the essential D.C. bus only for emergency purposes when:

- BATTERY switch is selected ON, and - MAIN BUS switch selected OFF

In this case, the battery is connected directly to the essential bus and the feed from distribution bus 3 to the essential bus is disconnected. That is, the battery and essential bus are connected, but isolated from all other power busses. This switch position combination would be used in emergency situations only.

4. Generator Circuit

The generator is connected to the primary bus when:

- MAIN BUS switch is selected ON position, and - Engine CRANK switch is in the OFF position, and - Start starter switch is released, and - The GEN switch is selected ON

The generator is disconnected from the primary bus:

Manually when: - MAIN BUS switch is selected OFF, or - START switch is engaged, or - Engine CRANK switch is engaged, or - GEN switch is selected OFF

Automatically when

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

- the Generator Control Unit (GCU) senses a fault (e.g. overvoltage, reverse current, ground fault)

AS350 FX Power Generation System Functional Diagram

5. Controls

System control is via pilot operated switches located in the cockpit centre console that allows control of generator and emergency functions.

a) Electrical power coupling and isolation controls:

MAIN BUS switch: A locked two-position power control switch in the upper left hand position on the centre console. When selected ON, it enables the battery and generator to be connected to the main bus and primary bus when the GEN or BATTERY switches are selected ON. When selected OFF, normal battery, external and generator power cannot be enabled.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

BATTERY Switch: A locked, two-position power control switch in the upper left hand of the centre console adjacent to the MAIN BUS switch. In the OFF position, the battery is disconnected from the busses. When the BATTERY Switch and the MAIN BUS switch are selected ON, the battery is connected to the main or high power bus to allow battery-powered engine starting. If ground power is connected, the battery is disconnected automatically to prevent damage to the battery circuit. When the BATTERY switch is ON and the MAIN BUS switch is OFF, the battery is connected directly to the essential bus and the feed from distribution bus 3 to the essential bus is disconnected. That is, the battery and essential bus are connected, but isolated from all other power busses. This switch combination would be used in emergency situations only.

Generator Control Switch: A GEN switch which disconnects the generator unit from the primary bus. This switches also allow the generator control to be reset (clears fault logic within the generator control unit).

b) emergency controls:

MAIN BUS switch: When selected OFF, it disconnects the generator from the primary bus and disconnects the battery from the main bus. In other words, this switch isolates the normal electrical system from all power sources. Note that if the BATTERY switch is ON, battery power is still provided to the essential bus.

BATTERY switch: Selecting the BATTERY switch OFF removes battery power from all electrical circuits.

RESET position on the GEN switch: Used to reset the generator control unit.

c) engine start control:

- Start fuel control lever

- Engine CRANK on the centre console switch panel. This control only motors the engine. There is no fuel flow and the igniter does not activate.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

6. Monitoring Lights

The annunciator warning panel incorporates the following lights related to the D.C. power system:

- Red light

o BATT TEMP - Amber lights

o GEN - Green lights

o EPU 7. Monitoring Indicators

System monitoring is achieved by:

- An ammeter

- A voltmeter

7.8 –A.C. Power System

The A.C. power system is an optional installation that currently is not installed on the basic 350FX rotorcraft.

7.8 –Electrical Power Distribution

In the 350FX modification, the existing cockpit centre console panel busses and fuses are removed and replaced with a new D.C. power distribution panel located at the main cargo hold forward bulkhead. All fuses are replaced by appropriately sized, re-settable, circuit breakers. The panel is mechanically protected by a panel with a quick-opening door such that the circuit breakers are protected from accidental damage but the state of each breaker can be easily confirmed. A new panel containing the circuit breakers protecting systems essential to safe flight is added to the cockpit centre console.

The 350FX D.C. power distribution panel contains the three distribution busses together with the individual circuit breakers required to protect the wiring to each of the rotorcraft systems. These re-settable circuit breakers replace the original rotorcraft’s glass fuses and provide a more up-to-date level of wiring protection.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

For those rotorcraft electrical systems where the ability to reset the circuit breaker is considered essential to safe flight, a new circuit breaker panel has been added to the redesigned cockpit centre console. This panel holds the essential circuit breakers, and is normally fed from distribution bus 3. It is fed directly from the battery under an emergency situation, such as the loss of generator power. The 350FX D.C. power distribution panel also incorporates two switches the D.C. power generator control unit (GCU). These switches are used during regular maintenance to test the GCU’s overvoltage, ground fault and overcurrent protection circuits.

350FX Essential Circuit Breaker Panel

Aft Baggage Compartment Circuit Breaker Panel

The following circuit breakers and their associated busses are found in the aft baggage compartment circuit breaker panel shown in the previous figure:

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

Primary Bus Essential Bus Bus 1 Feeder Generator Reset

Bus 2 Feeder

Bus 3 Feeder

Bus 1 Bus 2 Bus 3 Long Line Bp 1 Eng Start

Nr Warning Taxi Light Sling

Nf Counter Land Light

Oil Cooling Ctrl Fuel Gauge Pulse Light

Eng Anti Ice Bp 2 Aux Start

Warning Panel Gen. Reset Ext Load

Hyd Passenger Lights Eng Start

Pitot Release Sling

Cabin Power Ng Land Light

Multi Ind. Torque Pulse Light

50a/Long Line Ctrl Anti Col Lt Essential Bus Feeder

Inst Lights 1

Strobe Light

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

A separate circuit breaker panel assembly located in the front cockpit and accessible from the RH foot well houses the circuit protective devices for the avionics bus.

Front Cockpit Avionics Bus Circuit Breaker Panel

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

Replace Section 7, Systems and Description, Sub-section 7.11 Lighting, Paragraph 2 Instrument Panel and Console Lighting with the following:

2. Instrument Panel and Console Lighting

The instruments are lighted by two separate circuits:

- Lighting circuit 1 provides lighting to the instrument panel glow strips (panel flood illumination).

- Lighting circuit 2 provides lighting to:

o Edge-lit switch and breaker panels

o Internally lit instruments and avionics

o Internally lit push-button switches

Should one circuit fail, the light-dimming unit automatically provides power to all light sources through the remaining circuit and the light intensity of all sources is controlled through the functioning potentiometer. The potentiometer for the failed circuit becomes inoperative.

Lighting circuit 1 is activated by the INST 1 LIGHT switch and controlled by the potentiometer marked INSTRUMENT LIGHTS 1.

Lighting circuit 2 is activated by the INST 2 LIGHT switch and controlled by the potentiometer marked INSTRUMENT LIGHTS 2.

In the event of a complete failure of the primary instrument panel and console lighting, the overhead lights provide backup lighting. The overhead lights are powered by the essential bus.

Date: 12 July 06


Issue: 1 Rev:Orig.

TCCA Unapproved

8. SERVICING

The servicing instructions presented in Section 8 of the Rotorcraft Flight Manual remain applicable except that references to Turbomeca and the Arriel engine should be replaced with Honeywell and the LTS101-700D-2.

9. OPERATIONAL INFORMATION

The operational information presented in Section 9 of the Rotorcraft Flight Manual remains applicable.

Documents

FMS-PA-06-013-91-01 Issue 1 Rev B