332 C1e 11.102E01

TECHNICAL
SPECIFICATION
NOTE
The update status of your copy of the Technical Specification is ascertained by the
reference at the bottom of this page.
The pictures, front faces of the control boxes, panels and displays included in this
document are only given for information.
BP 107- 10 , AVENUE MARCEL CACHIN 93123 LA COURNEUVE CEDEX, FRANCE

TEL : 00.01.49.34.45.00 - TELEX : EUROCOPTER 231 268 F
TELEFAX: 00.01.49.34.45.30
332 C1e 11.102.01 E
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 2013
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Technical Specification
CONTENTS
1.
Foreword................................................................................................................. 1-1
1.1.
2.
Foreword .......................................................................................................................... 1-1
Characteristics ....................................................................................................... 2-1

2.1.
Standard lay-out ........................................................................................................... 2.1-1
2.2.
Weight breakdown of AS 332 C1e standard aircraft ................................................. 2.2-1
2.3.
Standard dimensions ................................................................................................... 2.3-1
2.4.
Standard aircraft definition .......................................................................................... 2.4-1
3.
Description ............................................................................................................. 3-1

3.1.
Fuselage ........................................................................................................................ 3.1-1
3.1.1
General .................................................................................................................................. 3.1-1
3.1.2
Canopy................................................................................................................................... 3.1-2
3.1.3
Central structure .................................................................................................................... 3.1-2
3.1.4
Polyurethane white paint anti-corrosive treatment ................................................................ 3.1-5
3.1.5
Intermediate structure and tail boom ..................................................................................... 3.1-6
3.1.5.1 Intermediate structure ........................................................................................................ 3.1-6
3.1.5.2 Tail boom ........................................................................................................................... 3.1-7
3.1.6
Cowlings and inspection doors .............................................................................................. 3.1-8
3.1.6.1 Cowlings ............................................................................................................................ 3.1-8
3.1.6.2 Access to the transmission deck ....................................................................................... 3.1-9
3.1.6.3 Inspection doors ................................................................................................................ 3.1-9
3.2.
Landing gear ................................................................................................................. 3.2-1
3.2.1
3.2.2
3.3.
Nose landing gear .................................................................................................................. 3.2-1

Main landing gear .................................................................................................................. 3.2-2
Cockpit and cabin ......................................................................................................... 3.3-1
3.3.1
Cockpit ................................................................................................................................... 3.3-1
3.3.1.1 General .............................................................................................................................. 3.3-1
3.3.1.2 Cockpit lay-out ................................................................................................................... 3.3-2
3.3.1.3 Detailed description ........................................................................................................... 3.3-3
3.3.1.4 Access to the cockpit ......................................................................................................... 3.3-7
3.3.1.5 Cockpit lighting................................................................................................................... 3.3-8
3.3.1.6 Cockpit heating and ventilation .......................................................................................... 3.3-8
3.3.1.7 Cockpit panes .................................................................................................................... 3.3-9
3.3.1.8 Seats .................................................................................................................................. 3.3-9
3.3.1.9 Rear panels...................................................................................................................... 3.3-10
3.3.2
Cabin.................................................................................................................................... 3.3-11
3.3.2.1 General ............................................................................................................................ 3.3-11
3.3.2.2 Cabin main dimensions ................................................................................................... 3.3-12
3.3.2.3 Cabin floor........................................................................................................................ 3.3-12
3.3.2.4 Access to the cabin .......................................................................................................... 3.3-13
3.3.2.5 Emergency exits .............................................................................................................. 3.3-14
3.3.2.6 Sound proofing upholstery ............................................................................................... 3.3-14
3.3.2.7 Fire safety ........................................................................................................................ 3.3-15
3.3.2.8 Cabin lighting ................................................................................................................... 3.3-15
3.3.2.9 Ventilation/heating of the cabin........................................................................................ 3.3-15
3.3.2.10
Electrical utility equipment ........................................................................................... 3.3-16
3.4.
Flight controls ............................................................................................................... 3.4-1
332 C1e 11.102.01 E
0.0-1
3.5.
Automatic flight control system .................................................................................. 3.5-1
3.5.1
Advanced Helicopter Cockpit & Avionics System (AHCAS TM) ........................................... 3.5-1
3.5.1.1 Description ......................................................................................................................... 3.5-3
3.5.1.2 FDS functions .................................................................................................................... 3.5-4
3.5.1.3 Display formats .................................................................................................................. 3.5-5
3.5.1.4 Complementary display equipment ................................................................................... 3.5-7
3.5.2
Vehicle Monitoring System .................................................................................................... 3.5-8
3.5.2.1 General description ............................................................................................................ 3.5-8
3.5.2.2 VMS functions .................................................................................................................... 3.5-9
3.5.2.3 VMS architecture ............................................................................................................. 3.5-12
3.5.3
Automatic Flight Control Subsystem ................................................................................... 3.5-13
3.5.3.1 AFCS functions ................................................................................................................ 3.5-14
3.5.3.2 AFCS Control and Reconfiguration ................................................................................. 3.5-16
3.5.4
Primary reference sensors................................................................................................... 3.5-16
3.5.5
Customized sensors and peripherals (Options) .................................................................. 3.5-17
3.5.5.1 Radio navigation sensors ................................................................................................ 3.5-17
3.5.5.2 Weather Radar................................................................................................................. 3.5-17
3.5.5.3 Flight management Subsystem ....................................................................................... 3.5-17
3.6.
Power plant ................................................................................................................... 3.6-1
3.6.1
General .................................................................................................................................. 3.6-1
3.6.2
Turbine engines ..................................................................................................................... 3.6-2
3.6.2.1 Description ......................................................................................................................... 3.6-2
3.6.2.2 Modular conception ........................................................................................................... 3.6-5
3.6.2.3 Engine/main gearbox coupling .......................................................................................... 3.6-5
3.6.2.4 Engine controls .................................................................................................................. 3.6-6
3.6.2.5 Engine ratings .................................................................................................................... 3.6-6
3.6.2.6 Fire-extinguishing system .................................................................................................. 3.6-7
3.6.2.7 Engine lubricants ............................................................................................................... 3.6-9
3.6.2.8 Engine washing facility without cowlings opening ............................................................. 3.6-9
3.7.
Fuel system ................................................................................................................... 3.7-1
3.7.1
3.7.2
3.7.3
3.8.
General description ................................................................................................................ 3.7-1

Usable fuels ........................................................................................................................... 3.7-3
Optional additional fuel tanks................................................................................................. 3.7-4
Transmission system ................................................................................................... 3.8-1
3.8.1
General description ................................................................................................................ 3.8-1
3.8.2
Main gearbox ......................................................................................................................... 3.8-2
3.8.2.1 Description ......................................................................................................................... 3.8-2
3.8.2.2 Main gearbox cooling system ............................................................................................ 3.8-3
3.8.2.3 Fire detection system in the MGB compartment ............................................................... 3.8-4
3.8.3
Tail drive ................................................................................................................................ 3.8-5
3.8.4
Gearbox lubricants ................................................................................................................. 3.8-7
3.8.4.1 Oil capacities of gearboxes................................................................................................ 3.8-7
3.8.4.2 Oil for main gearboxes plus main rotor head hinges ......................................................... 3.8-7
3.9.
Rotors ............................................................................................................................ 3.9-1
3.9.1
3.9.2
3.9.3
3.9.4
3.10.
3.10.1
3.10.2
3.10.3
3.10.4
3.10.5
3.11.
Main rotor head ...................................................................................................................... 3.9-1

Main rotor blades ................................................................................................................... 3.9-2
Tail rotor ................................................................................................................................. 3.9-3
Tail rotor blades ..................................................................................................................... 3.9-3
Hydraulic system .................................................................................................... 3.10-1

General description .............................................................................................................. 3.10-1
Hydraulic generation diagram .............................................................................................. 3.10-3
Servo units system .............................................................................................................. 3.10-3
Routing of hydraulic circuits ................................................................................................. 3.10-5
Hydraulic fluid specifications................................................................................................ 3.10-5
Electrical system ..................................................................................................... 3.11-1
332 C1e 11.102.01 E
0.0-2
3.11.1
3.11.2
General description .............................................................................................................. 3.11-1

Electrical system block diagram .......................................................................................... 3.11-5
3.12.
Exterior lighting ...................................................................................................... 3.12-1
3.13.
Air data system ....................................................................................................... 3.13-1
3.13.1
General ................................................................................................................................ 3.13-1
3.13.2
Pilot circuit............................................................................................................................ 3.13-2
3.13.3
Copilot circuit ....................................................................................................................... 3.13-2
3.13.4
Emergency circuit ................................................................................................................ 3.13-2
3.13.5
Pilot heating ......................................................................................................................... 3.13-3
3.13.5.1
Pilot system.................................................................................................................. 3.13-3
3.13.5.2
Copilot system ............................................................................................................. 3.13-3
3.13.5.3
Emergency system ...................................................................................................... 3.13-3
3.13.5.4
Failure of LCD indication ............................................................................................. 3.13-3
3.14.
Pneumatic system .................................................................................................. 3.14-1
3.15.
Ground handling and picketing ............................................................................. 3.15-1
3.16.
Structural provisions for optional equipment ...................................................... 3.16-1
3.17.
Airborne kit .............................................................................................................. 3.17-1
3.18.
Accompanying literature ........................................................................................ 3.18-1
4.
Performance ........................................................................................................... 4-1

4.1.
Main performance ......................................................................................................... 4.1-1
4.1.1
4.1.2
4.1.3
4.1.4
Performance on 2 engines..................................................................................................... 4.1-1

Performance on 1 engine ...................................................................................................... 4.1-3
Performance in external load carrying mission...................................................................... 4.1-3
Performance on 1 engine ...................................................................................................... 4.1-4
4.2.
Abbreviations ................................................................................................................ 4.2-1
4.3.
Performance charts ...................................................................................................... 4.3-1
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0.0-4
TRADE MARKS & ABBREVIATIONS

Trade Marks
EUROCOPTER, its logo, SUPER PUMA, SPHERIFLEX, M'ARMS, are trade marks of the
EUROCOPTER group.
Abbreviations
AC
Alternative Current
MGB
Main Gearbox
AFCS
Automatic Flight Control System
MGW
Maximum Gross Weight
AP
Autopilot
MTOW
Maximum Take-Off Weight
AUW
All-Up Weight
NATO
North Atlantic Treaty Organisation
DC
Direct Current
Nf
Free turbine speed
EASA
European Aviation Safety Agency
Ng
Engine Generator Speed
EEW
Equipped Empty Weight
Ng
Ng difference
ELT
Emergency Locator Transmitter
NR
Rotor speed (RPM of the main rotor)
EPC
Engine Power Check
OAT
Outside Air Temperature
FAA
Federal Aviation Administration
OGE
Out of Ground Effect
PA
Pressure Altitude
FADEC Full Authority Digital Engine Control

FAR
Federal Aviation Regulations
RH
Right Hand side
FLI
First Limitation Indication
SL
Sea Level
GHW
Ground Handling Wheel
T4
Power turbine inlet temperature
GPS
Global Positioning System
TAS
True Airspeed
GS
Glide Slope
TBO
Time Between Overhaul
ICS
Intercommunication System
TC
Transport Canada
IGE
ISA
In Ground Effect
International Standard Atmosphere
TGB
Tail Gearbox
TOP
Take-Off Power
JAA
Joint Aviation Authorities
TQ or
Engine Torque
JAR
Joint Aviation Requirements
UK
United Kingdom
LCD
LG
Liquid Crystal Display

Landing Gear
USA
United States of America
VHF
Very High Frequency
LH
Left Hand side
VIP
Very Important Person
LOC
Localizer
VNE
Never Exceed Speed
LRU
Line Replaceable Unit
VOR
VHF Omnidirectional Radio Range
MCP
Maximum Continuous Power
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0.0-5
Units
C
degree Celsius
kW
kilowatt
degree Fahrenheit
lb
pound
ampere
lb/h
pound per hour
A/h
ampere per hour
meter
bar
bar
m
3
square meter
ch
cheval-vapeur
cubic meter
cSt
centistokes
mm
millimeter
daN
dekanewton
m/sec
meter per second
ft
foot
nm
nautical mile
ft/min
foot per minute
psi
pound-force per square inch
ft
square foot
rpm
revolutions per minute
ft
cubic foot
shp
shaft horsepower
hr:min
hours:minutes
UK gal
gallon UK
kg
kilogram
UK gal/h
gallon UK per hour
kg/h
kilogram per hour
US gal
gallon US
kg/m
kilogram per square meter
US gal/h
gallon US per hour
km
kilometer
volt
km/h
kilometer per hour
VA
voltampere
kt
knot
watt
332 C1e 11.102.01 E
0.0-6
1. Foreword
332 C1e 11.102.01 E
0.0-1-1
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332 C1e 11.102.01 E
0.0-1-2
1.1. Foreword
The twin engined AS332 C1e Super Puma is the most recent evolution of the Super
Puma MK1 helicopter family which beneficiate from the most advanced avionics
developped for the EC225 aircraft, which main features are :
Reduced pilots workload for better mission effectiveness

Outstanding autopilot precision for enhanced safety
Full compatibility with the new generation mission equipment
EGPWS )
New state-of-the-art technology to solve obsolescence issues.
(Flir, D-map,
The SUPER PUMA AS332 C1e incorporates technological features introduced by

EUROCOPTER in the field of maintenance and operational capabilities :
An Advanced Helicopter Cockpit & Avionics System (AHCAS) including a

Flight Display System (4 AMLCD) and a Vehicle Management system (2 EID)
Automatic Flight Control system which is a 4-axis dual duplex digital auto-pilot,
fully integrated with the avionics
Composite material for the rotor blades
Modular design for the major transmission components
All-weather IFR capability, even under icing conditions with a special optional
equipment
.On condition" maintenance for most of the equipment items and several
transmission assemblies
Improvement of the survivability in case of crash.
The twin engine concept, combined with an extensive power reserve, makes the
SUPER PUMA an aircraft particularly suited to various missions, and means safety and
retention of operational capabilities over a wide altitude and temperature envelope. It
results in excellent performance on one engine.
332 C1e 11.102.01 E
1-1
It is a medium weight Helicopter with a large cabin particularly suited for passenger
transport.
Fitted with the appropriate equipment, the Super Puma is capable of the following
missions further to the basic passenger transport mission :
o
o
o
o
Internal load or external load carrying

Casualty evacuation and MEDEVAC missions
Search and rescue
VIP transpor
Note :
The pictures, front faces of the control boxes, panels and displays included in
this document are given for information, and could be modified without prior
notice.
332 C1e 11.102.01 E
1-2
2. Characteristics
332 C1e 11.102.01 E
2-1
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332 C1e 11.102.01 E
2-2
2.1. Standard lay-out
Minimum crew (D.G.A.C. Category A and B certification)

- VFR : 1 pilot (with at least one lane of each autopilot channel engaged)
- IFR : 2 pilots
Passenger transport (in addition to the crew)

- Up to 17 "comfort" seats
Casualty-evacuation (in addition to the crew) :

- up to 6 stretcher-patients + 6 seated places
332 C1e 11.102.01 E
2.1-1
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332 C1e 11.102.01 E
2.1-2
2.2. Weight breakdown of AS 332 C1e standard

aircraft
kg
Ib
Standard aircraft empty weight

(including unusable fuel and engine oil)
4,450
9,810
Maximum gross-weight at take-off
8,600
18,960
Corresponding useful load
4,150
9,150
160
350
. Payload + fuel
3,990
8,800
Maximum operating weight with external

load
9,350
20,615
Corresponding useful load
4,900
10,805
Maximum sling capacity
4,500
9,920
. Crew of 2
Note
The empty weight of the standard aircraft covered by this Type Specification includes the Flight
Manual, the lubricants and unusable fuel.
Tolerance on the weight breakdown : 2 %.
332 C1e 11.102.01 E
2.2-1
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332 C1e 11.102.01 E
2.2-2
2.3. Standard dimensions
Aircraft overall dimensions :
Length, rotor rotating
18.70 m
61.35 ft
Main rotor diameter
15.60 m
51.18 ft
Height at top of tail rotor*
4.92 m
16.14 ft
Tail rotor diameter
3.05 m
10.00 ft
Length with blades folded
15.53 m
50.95 ft
Width with blades folded
3.79 m
12.43 ft
Height at rotor head*
4.60 m
15.09 ft
Ground clearance under cabin*
0.47 m
1.54 ft
Ground clearance under tail rotor*
1.88 m
6.16 ft
Fuselage width
3.38 m
11.08 ft
Cabin dimensions :
Length at floor level
4.68 m
15.35 ft
Maximum length
6.05 m
19.85 ft
Maximum width
1.80 m
5.90 ft
Maximum height
1.55 m
5.08 ft
Area available
7.80 m2
84.00 sq.ft
Volume available
11.40 m3
402.60 cu.ft
At 4,460 kg (9,830 lb)
332 C1e 11.102.01 E
2.3-1
Access to the cabin :
Lateral sliding doors :
. Width
1.30 m
4.26 ft
. Height
1.35 m
4.43 ft
1.75 m2
18.83 sq.ft
. Maximum width
0.98 m
3.21 ft
. Minimum width
0.70 m
2.29 ft
. Length
1.90 m
6.23 ft
. Area
Rear panel :
332 C1e 11.102.01 E
2.3-2
332 C1e 11.102.01 E
2.3-3
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2.3-4
2.4. Standard aircraft definition
332 C1e 11.100.01 E
2.4-1
332 C1e 11.100.01 E
2.4-2
3. Description
332 C1e 11.102.01 E
3-1
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332 C1e 11.102.01 E
3-2
3.1. Fuselage
3.1.1
General
Of semi-monocoque construction, the fuselage includes from front to rear : the canopy,
the central structure, the intermediate structure and the tail boom.
Paint finish is applied in accordance with the customer's paint scheme.
1
2
3
4
5
6
7
air intake cowling

fire wall
engine cowlings
transmission deck
engine sliding cowling
upper structure
tail rotor drive shaft
fixed cowling
8 tail rotor drive shaft
opening fairings
9 tail gearbox fairing
10 pylon fairing
11
12
13
14
15
16
17
18
19
20
21
horizontal stabilizer
tail skid (steel)
lower fin
tail boom
intermediate structure
loaching hatch
cabin door (RH door
opposite hand)
cabin floor
landing gear fairing
footstep
hydraulic line
protective channel
22
23
bottom structure
fuel tank compartment
trimming
cockpit floor
console
radome
copilot's door (pilot's door
on opposite side)
canopy
forward fixed fairing
(overhead panel)
24
25
26
27
28
29
332 C1e 11.102.01 E
3.1-1
3.1.2
Canopy
The canopy is made up of a welded light alloy framework supporting transparent
panels which ensure maximum visibility for the crew.
The center windshield panel is in clear plexiglass. The lateral windshield, in front of
the pilot and the copilot, are made of triplex glass and are electricaly de-iced.
All other transparent panels are in plexiglass.
The canopy is covered by a metal box-type structure secured by screws to the cockpit
bulkhead and canopy framework.
This fairing supports the control quadrant and the overhead panel.
Two large jettisonable doors give access to the cockpit. Each of them is fitted with fixed
parts for an armour panel.
The nose of the aircraft consists in a radome made of fiberglass and resin. It is
articulated and can be swinged upwards to give access to the front avionics
compartment.
3.1.3
Central structure
It results from the assembly of the lower and upper structures, at the level of the main
frames. This assembly builds a rigid frame-work capable of protecting the
passengers from being crushed by the upper mechanical assemblies (main gearbox,
main rotor, engines) in case of a crash landing.
The engine bay floor bears the supporting brackets of the engines.
The transmission deck bears the MGB suspension mount ("barbecue"), and the 3
suspension bar attachment brackets which insure the transmission of the lift strains, the
torque and the bending moments of the main rotor mast to the central structure.
Some hard points are located on the lower structure, just in front of the sliding plug
doors, on which can be fixed such equipment as : FLIR, search lights, etc...
3 hard points have been integrated in the fuselage just above the RH sliding plug door
to receive the fittings for an optional rescue hoist.
The lower structure bears also the hard points meant to receive the floatation gear
fittings (front module and lateral modules).
332 C1e 11.102.01 E
3.1-2
Finally, the rear part of the lower structure embodies the hard points on which are fixed
the main landing gear assemblies and the optional sponsons.
Upper structure
Lower structure
332 C1e 11.102.01 E
3.1-3
Hard points
332 C1e 11.102.01 E
3.1-4
3.1.4
Polyurethane white paint anti-corrosive treatment

The polyurethane white paint is applied as shown on the drawing here under:
1 : inside sliding cowling

2 : mechanical floor
3 : structure around cabin windows
4 : structure behind sponsons
5 : nose wheel compartment
332 C1e 11.102.01 E
3.1-5
3.1.5
Intermediate structure and tail boom
3.1.5.1
Intermediate structure
The intermediate structure links the central part of the fuselage to the tail boom.
It consists of two half-shells rivetted together at the top and closed, at the bottom, by a
hatch.
A frame ends at the rear the intermediate structure and provides the punction with the
tail boom assembly.
The intermediate structures constitutes the rear section of the cabin.
It includes two LH and RH stowage compartments for the airborne kit and luggage. A
storage place is also provided for a maintenance ladder.
Intermediate structure, view toward the rear
332 C1e 11.102.01 E
3.1-6
3.1.5.2
Tail boom
It is made up of 5 main assemblies.
The horizontal structure : It extends the outside contour of the forward structure, its
upper datum line remaining in the transmission platform plane.
It is constitued by frames linked by stringers.
This structure is covered by light alloy skin panels.
The junction of this structure with the intermediate structure is made by bolts and
localing spigots making for an easy and quick assembly.
This structure supports the tail rotor drive shaft bearings, the intermediate gearbox
attachment fitting and some tail rotor controls.
The oblique structure : It consists of two longitudinal and transverse ribs. The skin
panels are in light alloy and stiffened. It is joined to the horizontal structure by rivetted
finger butt-straps. It supports the tail gear box and the stabilizer.
The ventral fin : It consists in a light alloy skin rivetted on 2 frames integral with the
tail boom
The tail skid : It is made of a steel tube flattened and curved at its free end. At the
other end, it is hinged in the vertical plane and held in its rest position by a strut
incorporating a shock absorber.
It protects the tailboom when landing approches are made in an excessively nose-up
attitude.
The stabilizer : It improves the flight qualities of the aircraft.

The composite stabilizer consists of 5 metal sandwich ribs onto which the upper and
lower light alloy/nomex honeycomb sandwich skin panel are bonded.
It is made up of a grafite fiber spar tube which passes through the oblique structure
and rests on two bearings.
An attachment fitting on the leading edge of the profile insures a correct angular
positioning of the stabilizer.
332 C1e 11.102.01 E
3.1-7
3.1.6
Cowlings and inspection doors
3.1.6.1
Cowlings
The transmission and ancillary components are protected by light alloy or laminated
cowlings.
These removable, hinged or sliding cowlings include the following :
The engine air intake stub frame which can slide forward on rails to facilitate
maintenance. The engine air intakes are protected by grids which perform a dual
function as follows :
.
.
protection from ingestion of foreign matter

protection from ice.
For operation in severe icing conditions at temperatures close to 0C, the engine antiicing protection by grids is completed by heating mats, the purpose of which is to heat
the air intake duct.
This anti-icing device includes two heating mats per air intake, made of elastomeric
material, which are bonded inside the duct. They are fed with
3-phase 115 V a.c. current.
Heating power is 865 Watt for each air intake.
The air intake bracket is provided with a boss for housing the fan of the
heating/ventilation system.
Two engine cowlings, acting as a work platform when open
The sliding cowling
The
tail rotor drive hinged cowlings
The landing gear fairings
The hydraulic and electric line fairing
The TGB and tail servo-control fairing

1
2
3
4
5
6
7
air intake stub frame

engine cowlings
sliding cowling
tail drive hinged cowlings
landing gear fairings
hydraulic and electric line fairings
TGB and tail servo control fairing
332 C1e 11.102.01 E
3.1-8
To facilitate pre-flight inspections, ports have been drilled in cowlings 2, 3, 4 and 7 for
visual inspection of engine, IGB, TGB oil levels as well as inspection of the hydraulic
fluid level in reservoirs from the ground.
The main gearbox oil level can be checked through a small door located on the sliding
cowling, accessible from the cabin floor.
3.1.6.2
Access to the transmission deck

Located at the rear of the RH sliding door, foot-steps built into the structure and a
handle provide access to the transmission deck.
3.1.6.3
Inspection doors
3.1.6.3.1. Internal inspection doors
1
2
3
4
5
6
7
pilot station overhead Panel

starting unit cover
electrical equipment panel
electrical cabinet doors and
panels
flying control cabinet panels
inspection
door
on
pilot's
bulkhead
inspection door on pilot's floor
332 C1e 11.102.01 E
3.1-9
3.1.6.3.2. External inspection doors

These doors give access to miscellaneous equipment items of the aircraft.
Radome
Nose landing gear door
Door to transverse fuel tank content
Door to transverse fuel tank water drains

Longitudinal fuel tank connector base
door blanking panel
Door to rear transverse tank water drain

and jet pump
and door
5
Door to rear transverse tank content gauge
Central 5th fuel tank unit content gauge and

drain access door
9
10
Pylon door
Central compartment blanking panel
3.1.6.3.3. Cabin floor panels

The various floor panels give access to the following :
Electrical equipment
Fuel tanks
Fuel transfer pump
Landing gear hydraulic power generator and lower flying control bellcranks.
1
2
3
4
5
6
9
Electrical equipment
}
}
} Fuel tanks
}
}
}
7
8
Fuel transfer pump

Landing gear hydraulic power
generator and lower flying
control bellcranks
332 C1e 11.102.01 E
3.1-10
3.2. Landing gear

The Super Puma is equipped with tricycle landing gear. The nose landing gear leg
retracts into the fuselage while the main landing gear retracts into the side fairings.
3.2.1
Nose landing gear

The nose landing gear consists of a vertical oleo-pneumatic shock absorber retracted
rearwards by an actuating cylinder.
This cylinder is provided with internal mechanical systems locking the landing gear in
"UP" and "DOWN" positions.
The nose landing gear is equipped with two 6-inches aluminum alloy wheels and two
tubeless tires inflated to 7 bars.
The twin-wheel assembly can rotate through 360 and is provided with a friction type
anti-shimmy device and a self-centering system effective over 120. At the end of the
shock absorber extension stroke, wheel rolling direction automatically comes back
aligned with the center line of the helicopter.
A manual control enables the pilot to lock the gear in the centered position.
When unlocked, the wheel assembly swivels freely in accordance with the maneuvers of
the aircraft on the ground.
The total travel of the shock absorber is 0.35 m.
The twin-wheel axle is equipped with spools required for towing or steering using a tow
bar defined by EC.
332 C1e 11.102.01 E
3.2-1
3.2.2
Main landing gear

Each main landing gear consists of a trailing arm pivoting over a transverse pin secured
to the fuselage and a nearly vertical oleo-pneumatic shock absorber strut securing the
trailing arm to the fuselage.
This shock absorber strut acts both as a shock-absorber and retraction cylinder, and the
landing gear is locked hydraulically in extension and retraction.
For a normal landing, only the low pressure section is in operation. If the limit landing
conditions are exceeded, the high pressure section absorbs the additional energy
without failure.
Landing gear retraction in flight is obtained by compressing the low-pressure section
and by transferring pressurized oil to the helicopter hydraulic system.
332 C1e 11.102.01 E
3.2-2
Each main landing gear is equipped with a 10-inches wheel mounted on a swinging arm.
This wheel is fitted with a tubeless tire inflated to 9 bars (130 PSI)
The normal shock absorber travel is 0.32 m while the total travel of 0.51 m is used in
case of a crash-landing and for retracting the main gear in flight.
The landing gear system is supplied from the LH hydraulic system which incorporates
2 pumps. In the event of an electric or hydraulic failure, the landing gear can be
extended using an emergency electric pump connected to the battery, the supply of
which is provided from a reservoir independent from the main system.
The main axles are capable of accommodating mooring rings for lateral tying down.
Each wheel is equipped with a single disc wheel brake controlled hydraulically.
The hydraulic brake unit is actuated either by the pilot's or copilot's feet control
under pressure from the hydraulic power supply system or by a hand control under
accumulator pressure (parking).
In static conditions, the brake system is capable of holding the helicopter on 10 slopes.
The landing gear operation is controlled from the cockpit through an "up and down"
toggle switch, a control panel and a nose wheel locking control.
Two cockpit lights provide a warning to the crew when the landing gear is not
extended at aircraft speed below 110 km/hr (60 kts)
332 C1e 11.102.01 E
3.2-3
1
2
3
4
5
Landing gear operating and landing gear "extended locked" indicators

Landing gear operating in flight
"Retraction - extension" control switch
Emergency electric pump operating
Landing light
The following data are detected and displayed in the cockpit:
Nose landing gear extended and locked, wheel centered
Nose landing gear retracted and locked
Landing gear in motion
Main landing gear extended
Main landing gear retracted and locked
Emergency electric pump operating
Landing gear not extended and air speed < 60 kts
332 C1e 11.102.01 E
3.2-4
3.3. Cockpit and cabin

3.3.1
Cockpit
3.3.1.1
General
It has been designed for a crew with 2 pilots and possibly a 3rd man.
The pilot seat is located at the RH place, the copilot's one at the LH place (and the 3rd
man in the corridor linking the cockpit and the cabin).
The ergonomy has been thoroughly studied in order to optimize the exterior visibility,
the flight instrument lisibility and the accessibility of all controls from the crew stations.
1 - Overhead panel
2 - Pilot seat
3 - Instrument panel
4 - Radio console
5 - Copilot seat
6 - Third man seat
Cockpit ergonomy
332 C1e 11.102.01 E
3.3-1
3.3.1.2
Cockpit lay-out
Slightly raised relative to the cabin floor the cockpit floor carries the pilot and copilot
seats as well as the radio console, topped by the instrument panel, the dual controls, the
emergency hydraulic system control and monitoring equipment, the nose landing gear
self-centering device and the mechanical pitch indicator.
This floor can withstand the crash loads applied by the pilot and copilot seats.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
Jack connector
Copilot's general cut-out handle
Map reading light
Overhead light
Control lever quadrant
Overhead panel
Pilot's general cut-out handle
Ventilation outlets
Standby compass
Pilot cyclic stick
Sub-panel
Pilot door jettison handle
Pilot's rudder pedals
Pedal adjustment
Collective pitch friction lock
Circuit breaker panel
Ash-tray
Nose wheel centering device
Pilot collective stick
Lower radio console
Upper radio console
Copilot collective stick
Copilot rudder pedals
Copilot door jettisonable handle
Copilot cyclic pitch stick
Instrument panel
Ventilation control
The cockpit has been designed to accommodate all the flight instruments as well as
optional radio-communication or radio-navigation equipment enabling the aircraft to
be flown in IFR conditions.
332 C1e 11.102.01 E
3.3-2
3.3.1.3
Detailed description
3.3.1.3.1. Instrument panel

The instrument panel is anti-vibration mounted and can tilt backward for maintenance
operations. It incorporates a vizor to provide anti-glare facility.
The instrument panel layout presented here below is only indicative. It can be modified
according to the customization required by the contractual definition.
1, 4 - Piloting, Navigation and Mission Multifunction displays

2 - Ice detector (optional)
NR/ILS button indicator
Master warning light (red 'WARN' and amber 'CAUT' lights)
Landing gear warning light
3 - NR/Nf indicator
5 - Stop watch
6 - Warning panel
7 - VMS displays
8 - Automatic Flight Control Panel (AFCP)
9 - ISI (Integrated Stand-by Instrument) and dedicated lighting control
10 - Hydraulics command panel (LH, RH and Aux)
The instrument panel lay-out here above can be completed with to the customer
installation.
NB: pictures are given for information only (not contractual)

332 C1e 11.102.01 E
3.3-3
3.3.1.3.2. Sub-panel
1 Standby battery monitoring and control push-button

2 LH, RH and central windscreens de-icing control switches (central deicing in option)
3 Rear I.C.S. cut-off switch (optional)
4 Engine monitoring panels and ventilation control switches
5 Over-speed test selector switch and associated warning lights
6 Power test switch
7 Aural warning switch
8 Pitots de-icing control switches
9 Windscreens wiper control switch (3rd wiper in option)
3.3.1.3.3. Radio consoles
1 Landing gear control and monitoring

2 Auto-pilot hydraulic unit electrical preheating
3 Landing gear emergency control and parking
brake control
4 - Fuel circuits controls and monitoring
-Auto pilot control
- Optional equipment
5 VNE PITCH display plate
The console panel lay-out here above is only indicative.

It can be modified according to the customer requirements.
332 C1e 11.102.01 E
3.3-4
3.3.1.3.4. The "cap" fairing and the overhead panel

An extension of the transmission platform provides the cockpit ceiling.
It accommodates the control and monitoring equipment for the various installations,
chiefly electrical, the fuel flow and fuel shut-off levers as well as the rotor brake control
and the master cut-off handles.
(example of installation)
The master cut-off handles, one above the pilot and the other above the copilot are
available to the crew, including the 3rd crew member. They cut off the electrical power
generators and operate the fuel shut-off cocks when they are actuated in the event of a
crash. Then, only the equipment connected to the direct battery bus bar remain
energized.
These controls or warning lights are normally fitted in the locations described below.
However, they may be relocated depending on the supplementary equipment fitted to
the aircraft.
Other controls, associated with optional installations, are also located on the overhead
panel.
332 C1e 11.102.01 E
3.3-5
1
2
3
4
5
6
7
8
9
Mission selector switch

Electrical generation
Overhead panel lighting control
Console and sub-panel lighting control
Instrument panel lighting control, Pilot's
side
Light-up signs, lighting control
Map reading light, RH side
Landing lights
Emergency exits, lighting control
10
11
12
13
14
15
16
17
18
Cabin lighting control

External lighting control
Fire extinguisher control panel unit
Electrical generation monitoring panel
Fire detection circuit test panel
Air conditioning control panel (*)
Ventilation control switch
Map reading light, LH side
Instrument panel lighting control Copilot's
side
19 Master Switch
(*) Optional
332 C1e 11.102.01 E
3.3-6
3.3.1.4
Access to the cockpit

Access is provided :
From the outside, on the RH and LH sides by footsteps built into the structure and
two jettisonable doors (pilot and copilot)

The travel of the cockpit doors is controlled by pneumatic door stops
The pilot and copilot doors are fitted with a map case.
From the cabin, by a central corridor located between two cabinets. A partitioning
curtain is fitted between the cockpit and the cabin.
332 C1e 11.102.01 E
3.3-7
3.3.1.5
Cockpit lighting
There are four white lighting systems on the cockpit overhead panel :
a bi-mode general lighting by dome light

an extension light used in an emergency and supplied from the battery
two white map spot lights (pilot, copilot)
The instrument panel and sub-panel (pilot, copilot), the control pedestal and the
overhead panel are supplied by two circuits (normal and emergency circuit). These
circuits are separately supplied and the lighting brightness is adjustable through
4 potentiometers :
-
one for the instrument panel pilot's side,

one for the instrument panel copilot's side,
one for the console and sub panel,
one for the overhead panel.
NVG Compatibility can be proposed as an option.
3.3.1.6
Cockpit heating and ventilation

Ventilation and heating of the cockpit are ensured by :
one front aerator
two panel demisting diffusers, located behind the instrument panel
two diffusers at floor level
two adjustable aerators on the ceiling
A control located behind the pilot's

seat makes it possible to direct the
cold air or the hot air either to the
upper demisting ramps in the cockpit
or to the lower ones or to both of them
simultaneously.
The ventilation and heating system of
the cockpit is part of the general
ventilation heating system described
after.
332 C1e 11.102.01 E
3.3-8
3.3.1.7
Cockpit panes
The pilot and copilot front panes are made of triplex glass. All the other panels are made
of perspex.
The pilot and copilot front panes are de-iced. The de-icing controls (one for each
pane) are located on the instrument sub-panel.
The pilot and copilot front panes are fitted with windshield wipers. Their controls are
fitted on the instrument sub-panel. The lateral windshield wipers three positions
control switch makes it possible to select the following operating conditions:
manual (the wiper is operated by a push button located on the collective
lever),
slow speed,
fast speed.
3.3.1.8
Seats
The pilot's and copilot's seats are adjustable in height and fore-and-aft.
They are equipped with belts and extensible shoulder harnesses.
332 C1e 11.102.01 E
3.3-9
A "third man" seat is located in the corridor connecting the cockpit to the cabin. This
seat can be folded up and locked when not in use. It has a back rest and an extensible
belt.
3.3.1.9
Rear panels
The cockpit is separated from the cabin by two cabinets (flying controls cabinet on the
RH side, and electrical cabinet on the LH side).
The bulkhead behind the copilot's seat carries a battery of circuit breakers.
In the corridor, the electrical cabinet panel carries the remaining circuit breakers.
1
2
3
4
5
6
Distribution panel
Utility light
Distribution panel
Distribution panel
Emergency total and static
pressure selector cocks
Fire extinguisher
Cockpit bulkhead and access
332 C1e 11.102.01 E
3.3-10
3.3.2
Cabin
3.3.2.1
General
The cabin, of a straightforward shape without projections, is largely centered under
the main rotor axis. It offers ample loading space over a wide C.G. range.
The cabin paint and trimmings are in light beige colour.
View of the cabin toward the front

With utility seats installation (option)
332 C1e 11.102.01 E
3.3-11
3.3.2.2
Cabin main dimensions
3.3.2.3
Cabin floor
The cabin floor, fitted with 13 tie-down rings, can withstand a distributed load of
310 lb/sq.ft (1500 kg/m2).
It is made up of panels screwed to the bottom structure. These panels are also used for
access to the various items of equipment located under the floor (tanks, fuel system
etc.).
332 C1e 11.102.01 E
3.3-12
3.3.2.4
Access to the cabin

Access is gained through 2 footsteps and 2 lateral sliding plug doors. These doors
can be opened and locked in the open position in flight. The maximum speed for
opening these doors is 100 km/hr (55 kts) and the maximum speed with one or both
doors open is 278 km/hr (150 kts). A warning light on the instrument panel comes on
when a door is not locked.
The rear of the cabin includes a removable panel. It can be used to introduce long
loads into the cabin.
Flying is possible with this panel removed, at any speed.
Rear panel removed
Rear panel installed
Lateral sliding plug door
332 C1e 11.102.01 E
3.3-13
3.3.2.5
Emergency exits
Emergency exits include the two cabin sliding doors and the pilot and copilot doors
(these four components can be jettisoned from inside and outside) plus all the cabin
windows and the bubble window of the rear panel.
Main emergency exit doors
Window jettison
3.3.2.6
Sound proofing upholstery

This consists of removable padded cloth panels so as to facilitate maintenance
operations. It limits the noise in the cabin to a comfortable level.
332 C1e 11.102.01 E
3.3-14
3.3.2.7
Fire safety
An extinguisher and an axe are fitted to the door of the flight-control cabinet at the front
of the cabin. An anti-smoke device (oxygen bottle + mask) is located in the corridor
between the cockpit and the cabin.
3.3.2.8
Cabin lighting
The cabin lighting system includes two fluorescent light strips, controllable from the
cockpit. Lighting of the panels bearing emergency markings close to the sliding doors,
and of both "emergency exit" panels is ensured by the standby battery which also
supplies the three dimmer lamps in the fluorescent strips in the case of failure of the
main system.
3.3.2.9
Ventilation/heating of the cabin

The ventilation and heating are provided by a flow of cold air or a mixture of cold and
hot air into the cabin.
cold air is taken from the outside by a fan located between the two engine air intakes
hot air is bled from the engines
The hot air flow is adjusted by the control located behind the pilot. The installation is
capable of increasing the cabin temperature by 35C relative to the outside air
temperature. The fan control is located on the overhead panel.
Heating is controlled from a needle valve mounted on the RH side of the cockpit
overhead panel.
A three-way valve ensures the following functions :
332 C1e 11.102.01 E
3.3-15
hot air supply to the cabin and cockpit

hot air supply in the cockpit and autopilot hydraulic unit pre-heater
complete shut off of the heating.
Upper diffuser unit
Lower diffuser unit
Air is distributed through 10 inlets in the upper part of the cabin and through 4 diffusers
in the lower part of the cabin. Stack air is evacuated through 2 openings installed
rearwards of the cabin.
3.3.2.10
Electrical utility equipment

6 power receptacles (28 volts, 15 A) are located in the cabin for feeding heating
blankets or extension lights.
On the rear upright of the RH door a utility connector (28 volts, 25 A) enables ground
utility equipment to be plugged in.
332 C1e 11.102.01 E
3.3-16
3.4. Flight controls

The SUPER PUMA cockpit is provided with dual controls (pilot on the RH side, copilot
on the LH side). The controls, of a conventional type, include :
Two floor hinged cyclic control sticks controlling the variation of the swash plate tilt
angle
Two collective pitch levers which control the vertical movements of the swash
plate.
By high wind, when the aircraft is on the ground, the cyclic stick can be secured by
two rods and the collective stick by one rod.
Collective pitch lever handles
1
Hoist cable cutter*
Landing light on/off and automatic retraction
Landing light elevation and azimuth control
Emergency floatation gear inflation control*
Collective pitch lever disengagement
Engine bleed valve control
Windshield wiper control
Go around engagement/disengagement
Collective lever trim
10
AP hydraulic unit cut-off
11
Free
Operational only if the relevant optional items of
equipment have been ordered
332 C1e 11.102.01 E
3.4-1
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 2013
Cyclic stick handles

1
2
3
4
5
6
7
8
9
10
11
Free
Free
Ground speed
Cyclic trip
Free
Cyclic stick disengagement
Disengagement of AP higher modes
Free
Cargo sling load release*
Autopilot disengagement
I.C.S. PTT*
Operational only if the relevant optional

items of equipment have been ordered.
Two adjustable pedal units acting on the tail rotor pitch setting, thereby controlling
the aircraft in yaw. A mechanical coupling is provided to vary automatically the tail
rotor pitch setting for any change in collective pitch setting
Four hydraulic servo units, three of them acting upon the swash plate (cyclic and
collective pitch channels), and the fourth one on the spider of the tail rotor control
system
Each of the structurally independent chambers of the servo units is equipped with a
distributor and is fed by a separate hydraulic system
The hydraulic unit of the autopilot (auxiliary servo controls).
332 C1e 11.102.01 E
3.4-2
Flight control block diagram
332 C1e 11.102.01 E
3.4-3
Main and tail rotor controls
332 C1e 11.102.01 E
3.4-4
3.5. Automatic flight control system

The helicopter is fitted with a new basic avionics system, the Advanced Helicopter
Cockpit & Avionics System (AHCASTM)
The AHCAS is designed to assist the crew in performing Flight management, Navigation
and Communication management, Vehicle management and Mission management
through glass cockpit displays, digital computers and associated centralized cockpit
controls.
Depending on customer's requirements, the AHCAS is completed with dedicated :
3.5.1
Flight Management Subsystem
Radio-navigation subsystem
Radio-communication subsystem
Advanced Helicopter Cockpit & Avionics System (AHCAS TM)

The AHCAS is mainly composed of the following subsystems, each being redundant
and re-configurable in case of failure:
Flight Display Subsystem (FDS) - quadruplex
Vehicle Management Subsystem (VMS) duplex with backup
Automatic Flight Control Subsystem (AFCS) dual/duplex
These subsystems are tightly integrated so as to provide the best crew functionality and
availability, to save space and load, while reaching the required rules and safety level for
civil and military certification.
The general system architecture is presented on the following page.
332 C1e 11.102.01 E
3.5-1
(*) optional
System architecture
Flight management system, radio navigation, radio communication and mission systems
are optionals.
332 C1e 11.102.01 E
3.5-2
Flight Display Subsystem
The Flight Display Subsystem (FDS) is a full glass cockpit display system built from up
to date Active Matrix Liquid Crystal Display (AMLCD) technology.
Symbology and control modes are enhanced from the proven MK2 IFDS, with for
instance a Flight and Navigation Display (FND) mode gathering piloting and short term
navigation information on a single format, thus allowing use of the other displays for
mission purpose (FLIR/DMAP/NAV PLAN.)
All the sensors data are concentrated in every display, resulting in a quadruplex system
which allows great Minimum Master Equipment List (MMEL) enhancement.
3.5.1.1
Description
The FDS comprises four 6" by 8" landscape AMLCD displays hereafter called MultiFunction Display (MFD) suitable to display every available format (FND, Video, DMAP,
FLIR).
6 x 8 AMLCD Multi Function Display

The four physically identical MFDs are installed on the instrument panel, two in front
of each pilot.
These MFDs are controlled by mean of bezel software keys.
Each MFD is a smart display, composed of a Processing Unit (PU) and a Keyboard &
Display Unit (KDU).
The Processing Unit includes the following parts:
Symbol generator
Processing unit
I/O interfaces including Arinc 429, Arinc 453, discrete and video
DC 28V Power supply
The Keyboard & Display Unit includes the following parts:
Flat screen
Soft keys on the screen bezel
332 C1e 11.102.01 E
3.5-3
3.5.1.2
FDS functions
Each MFD acquires data from Primary reference sensors, radio-navigation sensors, and
computed data from AFCS, FMS, VMS and generates the relevant formats to be
displayed using its own symbol generator.
Therefore the display system works in a quadruplex mode, so ensuring the MMEL
requirement.
Each MFD performs checking of data to be displayed at several level of processing from
acquisition up to LCD physical screen.
The MFD will raise an appropriate flag if :
invalid, failed or out of range data to be displayed is received
discrepancy detected between data coming from duplex sensors
manual reconfiguration on remaining sensor
The MFDs act as data concentrators and re-emitters for cross monitoring purpose, for
control acknowledgment and to provide necessary data to any subsystems.
The data exchange between MFDs and the system is performed according to Arinc 429
standard and using few discrete signals (for pin-programming and safety redundancy).
The MFD's soft-keys are designed such a manner they control the current display format
function. As examples :
when Navigation Display format is selected, soft-keys permit to select navigation

source or declutter of navigation data
The MFDs receive video directly from available video sensors (e.g. FLIR, DMAP..).
332 C1e 11.102.01 E
3.5-4
3.5.1.3
Display formats
The basic display formats on the MFDs are the following :
3.5.1.3.1. Flight and Navigation Display (FND)

This format gathers every information allowing piloting and control (on the upper part of
the format) as well as navigation short term trajectory (on the lower part).
The FND is declined in several sub-modes which differs mainly by changing the lower
part of the screen (horizontal situation) according to the flight phase.
This sub-modes are:
HSI
:
Horizontal Situation Indicator
SCT
:
120 sector flight plan
WRX
:
weather radar mode to be super imposed or not on SCT format
HOV
:
hovering situation
FND format with HSI sub mode
332 C1e 11.102.01 E
3.5-5
3.5.1.3.2. Navigation Display (NAVD)

This format, associated to navigation management, presents the long term flight plan in
several sub-modes :
ROSE
360 heading rose
SCT
120 sector horizontal situation (with or without weather radar)
PLAN
360 horizontal situation with or without radar
NAVD format with SCT sub mode
332 C1e 11.102.01 E
3.5-6
3.5.1.4
Complementary display equipment
The complementary display equipment set comprises the following equipment:
ISI (Integrated Stand by Indicator) that delivers back-up attitude and Air data
parameters displayed in a PFD format
Integrated Standby Indicator
Warning and Caution

Master warning (red): one in front of each crew member
Master caution (amber): one in front of each crew member
NR/Nf: indicating to the pilot and copilot the rotor and free turbine RPM
one clock
332 C1e 11.102.01 E
3.5-7
3.5.2
Vehicle Monitoring System
3.5.2.1
General description
The Vehicle Monitoring System (VMS) provides engine and vehicle data concentration
for display with high safety levels. Its main function is to process and display the
following parameters:
Gas generator speed (N1)
Total Output Temperature (TOT)
Torque (TRQ)
Pressure and Temperature of Engines
Pressure and Temperature of Gear Boxes
Hydraulic pressure
Fuel Pressure
Outside Air Temperature
Weight
System maintenance function
The System is composed of a duplex computer (AMC: Aircraft Management Computer)

and two 3.9x5.2 displays (EID: Electronic Instrument Display) located one over the
other on the central part of the instrument panel.
A set of sensors is directly linked to the computer or through an ancillary board (SIU:
System Interface Unit).The AMC computes these analog data to deliver on a digital link
the value of the parameters to be displayed on the two EIDs.
This Link also delivers to Flight Management System (FMS) the following informations:
Fuel Flow, fuel quantity and gross weight
Pressure and temperature coming from the ADC
A dedicated maintenance mode provides basic maintenance data of

analogs sensors connected to VMS, FMS and AFCS status.
VMS, ADC,
A maintenance PC can be linked to the system for up and down load.
332 C1e 11.102.01 E
3.5-8
3.5.2.2
VMS functions
The VMS performs the functions listed hereafter.
3.5.2.2.1. Engine data monitoring

The engines are monitored on the following format (ENG format):
Engine 1 & 2 N1 value

Engine 1 & 2 TOT value
Torque (TRQ) value
OAT
Engines states (Start / Training /
Bleed valve/Bleed valve offset)
System messages
Attention getters for OEI duration
AMC reconfiguration yellow
rectangle
OFS
STA
TRQ %
70.0
N1 %
98.0
N1 %
65.0
25.0
45.0
T
AMC 2
TOTC
750
TOTC
650
START
OAT 24.5 C
MESSAGE LINE
ON
+
-
OFF
3.5.2.2.2. Vehicle data monitoring

The vehicle data formats are displayed on the lower EID in a normal mode of operation
a)
The vehicle parameters are monitored on the VEH format:
Engine 1 & 2 oil temperature

Engine 1 & 2 oil pressure
Main gear box oil temperature
Main gear box oil pressures
Hydraulic pressures
Fuel pressure
ENG 1 OIL
P T
MGB OIL
128 C
3.0 BAR
T STBY
67 C
FUELP
FUEL
P
6.0 BAR
P
3.5 BAR
HYP P
170 BAR
1.1 BAR
3.0 BAR
T
67 C
2 FUEL
FUEL PP
FUEL
P
175 BAR
AUX
120 BAR
ON
ENG 2 OIL
P
STATUS
1.1 BAR
NUM
ENG
+
-
OFF
332 C1e 11.102.01 E
3.5-9
b)
The STATUS format displays miscellaneous information relevant to subsystem

parameters:
ADC parameters
Fuel flows
NR value
IGB & TGB temperature values
Failure Message (at LRU level)
1
------120
SYSTEM STATUS
2
OAT
17
ALT
900
TAS
120
F.F
120
IGB
TGB
NR
125
110
280
C
FEET
KNOTS
L/H
C
C
RPM
LRU FAILED:
ON
MAINT
VEH
+
-
OFF
Illustrations for information only, symbology not representative
c)
The WEIGHT format displays performance versus weight/flight envelope:
332 C1e 11.102.01 E
3.5-10
3.5.2.2.3. System ancillaries and maintenance

In addition to the information available in flight, the following pages can be displayed on
the ground only:
a)
Display of maintenance data (MAINT format)
List of tests involved in failure

detection and LRU/LRM concerned
including Sensors, Ancillary Units,
EID AMC, ADC, FMS and AFCS
status
b)
Configuration management (CONFIG format)
Unit
selection,
selection.
c)
Configuration
Uploading and Downloading on PC (PC format) allows exchange of data recorded

during flight.
All the controls are under PC management.
332 C1e 11.102.01 E
3.5-11
d)
Test and maintenance page (Test format)

This mode selected by the crew includes:
3.5.2.3
A process to test displays softkeys.

A display pattern to test symbol generator.
The reference part number of EID and AMC.
A display of active pin program of EID and AMC.
The reference of the maintenance table.
VMS architecture
Inside the computer signal conditioning is simplex but independent for each signal so
that a single component failure results in the loss of at most a single parameter
After conditioning, electrical signals are received and processed by the two processing
modules and the results, exchanged through the cross-talk links, are compared by the
two processors. In case of discrepancy a failure message is displayed. In case of one
module failure, all the functions remain available on the other module.
VMS architecture
332 C1e 11.102.01 E
3.5-12
3.5.3
Automatic Flight Control Subsystem

The 4-axes AFCS of the AS332C1e is based on the Avionique Nouvelle AFCS family
concept, designed for the new Eurocopter range from light single engine to heavy twin
engine helicopters.
The AFCS comprises two Autopilot Modules which are linked to the MFDs and
controlled by several stick buttons, an AFCAU (Automatic Flight Control Auxiliary Unit)
for APM and Trim engagement/disengagement, and two FCP (Flight Control Panel)
located within close reach of each crew member for upper mode engagement or
reference modification.
AFCS Flight Control Panel
AFCS Flight Control Panel with SAR modes (in option)
AFCAU front panel

Each APM includes 2 separate processing units which self-monitor themselves (dual
fail-passive architecture). In case of failure of one APM, the other takes full control over
the actuators and maintains full operationality (fail-operative feature).
332 C1e 11.102.01 E
3.5-13
3.5.3.1
AFCS functions
The digital computer performs:
Flight control (basic stabilization and upper modes)
Sensor monitoring and pre-flight test
Flight envelope processing
Integrated maintenance
3.5.3.1.1. Flight Control Function

Upon AFCS engagement, the default mode of operation (called basic stabilization)
includes:
On the pitch and roll axis : attitude hold
On the yaw axis : heading hold with turn coordination
It also includes automatic piloting-help adaptation to hand-on/feat-on flight and axes

decoupling.
On the basic version of the digital AFCS, the following modes are available:
IAS
Airspeed acquisition and hold
ALT
Pressure altitude hold
ALT/A
Selected pressure altitude acquisition
V/S
Vertical speed acquisition and hold
CR/HT
Capture and retention of radio height
HDG
Selected heading acquisition and hold
LOC
Acquisition and hold of a localizer beam
G/S
Glide slope capture and hold
NAV
Coupling to the navigation computer
VOR
VOR navigation
GO-AROUND :
Missed approach mode corresponding to the acquisition and hold of

a self climbing flight path with collective and pitch axes
Moreover, for SAR operations, specific optional modes are available:
F/TDN
Automatic transition to the hover
TUP
Automatic transition from the hover
HT/HOV
3D Hover hold
GSPD
Ground speed acquisition and hold
CRHT
Hold of radio altitude on collective axis
332 C1e 11.102.01 E
3.5-14
3.5.3.1.2. Monitoring function

The digital computer of each half-system monitors the data received from the following
sensors, and raises an appropriate alert to the crew in case of discrepancy between
dual sensor data or detected failure:
The 2 AHRS's and ADC's for attitudes and air data
The aircraft / engine sensors used to compute the flight envelope
The 2 radio altimeters for radio height (applicable only with the optional second radio
altimeter)
In addition, the AFCS uses ISI sensors as a third data source to improve safety and
operational availability according to MMEL (Master Minimum Equipment List)
requirement in case of AHRS failure.
The RCU (Reconfiguration Control Unit) permits to select a precise unit in case of failure
of the nominal one:
Front panel of the basic RCU
3.5.3.1.3. Flight envelope function

The purpose of this function is to provide the crew with:
The VNE
The VTOSS
The best climb speed
These information are calculated with the aircraft weight which is initialized at take-off by
the crew, and then updated during the flight, according to the fuel consumption.
332 C1e 11.102.01 E
3.5-15
3.5.3.2
AFCS Control and Reconfiguration

AFCS modes engagement is operated from two AFCS Control Panel located on the
instrument panel (on pilot side and on copilot side), and from cyclic and collective sticks
grips and from AFCAU.
The AFCS sub-systems can be reconfigured whether automatically upon failure
detection or upon crew selection
3.5.4
Primary reference sensors

The AHCAS is fitted with:
Two digital ADC which compute standard and corrected altitude, indicated airspeed,
true airspeed, static air temperature, vertical speed
Two digital AHRS, using FOG technology, which compute magnetic heading,
attitudes, attitude rates, body acceleration, baro-inertial vertical speed
The so called primary reference sensors provide data directely to each MFD and each
APM for safety reasons.
Air Data Computer
Attitude and Heading Reference System
332 C1e 11.102.01 E
3.5-16
3.5.5
Customized sensors and peripherals (Options)

Thanks to open architecture and use of standard interface, the AHCAS can
accommodate various type of optional subsystem or equipment, according to particular
mission needs and customer requirements.
The customizable system parts associated with AHCAS are the following.
3.5.5.1
Radio navigation sensors

The AHCAS provides display of radio-navigation data issued from a customized radionavigation set.
Each MFD of the FDS receives radio-navigation data in A429 form to display on FND or
NAVD formats, from various sensors, for example:
VOR/ILS
DME
DF or ADF
TCAS
Some of the radio-navigation data are forwarded to the AFCS to operate the relevant
upper modes.
The customized set of radio-navigation equipment (optional) is described in a separate
chapter.
3.5.5.2
Weather Radar
The AHCAS can process and provide display of weather radar data received from a
standard A453 equipment or in video form.
3.5.5.3
Flight management Subsystem

The AHCAS can interface a customized FMS, according A429 IFDS or A702 standard,
with its own sensors (Doppler, INS or GPS).
This subsystem can be more or less powerful and complex, depending on customer
requirements.
Each MFD of the FDS provides basic data to the FMS through multipurpose
concentrated data A429 lines and receives navigation data (track, ground speed,
distance-to-go, cross track, route waypoints, etc) from the FMS in A429 form to
display on FND or NAVD formats.
332 C1e 11.102.01 E
3.5-17
Blank
332 C1e 11.102.01 E
3.5-18
3.6. Power plant

3.6.1
General
The power unit consists of two Turbomeca Makila 1 A 1 free turbine engines mounted
side by side above the fuselage.
The engines are installed ahead of the main gearbox in two totally independent
compartments.
The engines are identical and interchangeable after turning the tail pipe. Each one
transmits power to the main gearbox directly through a diaphragm type coupling.
332 C1e 11.102.01 E
3.6-1
3.6.2
Turbine engines
3.6.2.1
Description
The Makila turbine engine comprises from the front to the rear
an air intake casing
a 3-stage axial compressor, with titanium wheels
a centrifugal compressor, with titanium wheel
a combustion chamber, of the annular type.

Centrifugal fuel injection through an injection wheel insures, in a simple way, correct
pulverization at all engines speeds under a moderate injection pump pressure.
a 2-stage high pressure turbine (which drives the compressor)
a 2-stage high pressure turbine which drives the output power shaft.
the power take-off located at the rear which rotates at a nominal speed of
22,850 rpm.
an exhaust pipe which may be directed to the left or the right according to the engine
location (RH or LH).
Each engine assembly constitutes a self contained unit comprising all the systems,
equipment and accessories required for its operation, mainly :
332 C1e 11.102.01 E
3.6-2
1 fuel system
Each engine is fitted with a fuel filter including a clogging indicator, besides the filters
provided on the aircraft on the fuel supply line.
The fuel inlet is borated at the platform level and the connections to the engines are
made through a fire resistant hose equipped with a quick-disconnect self sealing
coupling.
The fuel is heated through a heat exchanger by cooling the oil of the engine.
1 governing system
This system does not require any action from the crew on the fuel flow (no throttle
twist grip on the collective pitch lever).
One of the functions of this governor system is to maintain a constant free turbine
r.p.m. between maximum and minimum demands. Through its design, it ensures an
even load distribution between the two engines without requiring the addition of a
matching system.
In flight the pilot controls the power through rotor pitch only.
Other functions ensured by the governor system :
.
Limitation of the gas generator r.p.m. to its maximum value in case of free turbine
overloading
Optimum acceleration of gas generator when pitch is increased ; from idle r.p.m.
maximum power is reached in less than 3 seconds.
Insensibility to a booster pump pressure drop
Fuel metering through throttle lever, in case of governor system failure. Thus,
engine power is not lost in the event of governor failure.
Automatic starting of gas generator and governor idle r.p.m.
332 C1e 11.102.01 E
3.6-3
These functions are possible through :

.
An electronic control box, located in the electrical cabinet, for the free turbine
governing and automatic starting sequence.
A hydro-mechanical governor unit, located in the engine accessories area. This

unit uses only fuel as a servo-mechanism operating fluid.
The electronic control box serves the free turbine r.p.m. and gives a signal, corrected for
the collective pitch level position, which is then used in the gas generator r.p.m. sharing
channel.
A warning light, located in the cockpit, warms the pilot of a governor system defect, but
the system being redundant, flight may be continued.
The hydromechanical governor system meters the fuel flow according to the gas
generator r.p.m. and the reference value set by the electronic governing system.
An acceleration control system allows engine acceleration in good conditions. A
deceleration control system prevents engine flame-out when power is decreased
suddenly.
1 lubricating system
The Makila 1 A 1 engine is provided with a self-contained lubrication system with

integral oil tank and cooling system.
The main components are :
.
One oil tank located in the engine air intake casing (8 liters), with sight gauge
One gear type oil pump
One filter, complete with by-pass valve
Four scavenge pumps, each sucking oil, from the different engine modules. Each
pump includes a strainer and a magnetic plug.
One heat by changer (oil is cooled by the fuel supplied to the engine)
In flight monitoring is ensured by :

.
.
temperature and pressure indications

filter clogging indication
1 engine anti-icing system making use of engine lubricating oil flow through an oil/fuel
heat exchanger
332 C1e 11.102.01 E
3.6-4
3.6.2.2
Modular conception
The Makila turbine engine is of modular design. It is composed of 5 modules plus the
exhaust pipe.
The two Makila engines are installed side-by-side at the top of the fuselage, forward of
the main gear box, in two separate compartments. Titanium fire-walls are provided
between the engine and main gearbox compartment.
The platform supporting the engines is also titanium.
The compartments are enclosed by hinged cowlings.
The engines are attached :
3.6.2.3
on one side, to the main gear box through the gimbal joint tube which absorbs the
axial loads and the torque
on the other side, to the structure through struts, with spherical bearings, which
absorbs the transverse and vertical loads.
Engine/main gearbox coupling

The engine power is transmitted to the main gearbox through a shaft having a
flexible coupling at both ends. On the main gearbox side, the drive flange slides on the
input gear shaft.
The coupling shaft is housed in a coupling tube equipped with a gimbal joint located at
mid-distance between the flexible couplings to allow for slight engine/input shaft axis
misalignment.
332 C1e 11.102.01 E
3.6-5
3.6.2.4
Engine controls
The fuel flow levers and the shut-off cocks are grouped together at the front of the
overhead panel.
1
2
3
4
3.6.2.5
LH engine fuel flow control

RH engine fuel flow control
RH engine fuel shut-off cock control
LH engine fuel shut-off cock control
Engine ratings
Power per engine, in standard atmosphere, at sea level :
Maximum emergency power

Take-off power
Intermediate emergency power
Maximum continuous power
kW
1,400
1,357
1,330
1,185
ch
1,902
1,845
1,807
1,610
332 C1e 11.102.01 E
shp
1,877
1,819
1,783
1,588
3.6-6
3.6.2.6
Fire-extinguishing system
3.6.2.6.1. Detection system

The engine compartments are protected by a dual fire detection system comprising
a serie of detectors fitted to each engine. A logic circuitry and a warning system on the
instrument panel, complete the installation.
3.6.2.6.2. Extinguishing system

The extinguishing system includes two interconnected freon-filled fire bottles, each
equipped with dual percussion heads and supplying two discharge lines which are
routed into the engine compartments. Push-buttons allow the crew to fire and discharge
the selected system bottle.
An emergency button allows the opposite fire bottle to be operated, to provide a second
shot.
Ventilation of the engine compartment is normally provided by ram air via opening into
the engine intake cowling.
332 C1e 11.102.01 E
3.6-7
In the event of fire, this ventilation is automatically "cut-off" by activation of blanking flaps
which are operated either from the fuel "shut-off levers" or from the emergency electrical
"cut-off" handle.
1
2
3
4
5
6
7
8
"Engine 1 fire" indicator lights

"Engine 2 fire" indicator lights
Engine 1 "normal" percussion push-button
Engine 1 "emergency" percussion push-button
Engine 2 "normal" percussion push-button
Engine 2 "emergency" percussion push-button
Fire extinguisher bottle n1
Double check valve
9
10
11
12
13
14
15
16
"Emergency" percussion head

Fire extinguisher bottle n2
Pressure gauge
"Normal" percussion head
Freon distribution line
Freon diffuser
"Fire extinguisher bottle n1" discharged
"Fire extinguisher bottle n2" discharged
3.6.2.6.3. Operation of the fire extinguisher system

In case of fire in one of the engine compartments, the fire detectors cause the relevant
red "engine fire" indicator light to come on. The pilot has then to press the corresponding
"normal" (1st shot) percussion push button which causes the fire extinguisher bottle n1
to discharge its freon load in the engine compartment. The amber "fire extinguisher
bottle n1 discharged" indicator light comes on.
Should the fire extinction not be achieved with the fire extinguisher bottle n1, the pilot
has the possibility of a second shot by pressing the "emergency" percussion push button
which causes the fire extinguisher bottle n2 to discharge. The amber "fire extinguisher
bottle n2 discharged" light indicates the achievement of the second bottle
dischargment.
332 C1e 11.102.01 E
3.6-8
3.6.2.7
Engine lubricants
Normal lubricant
French
U.K.
U.S.
Specifications Specifications Specifications
-
DERD 2499
MIL L 23699
NATO
Symbols
Remarks
0.156
Synthetic
Oil
Alternative lubricants
French
U.K.
U.S.
Specifications Specifications Specifications
NATO
Symbols
0.148
MIL L 7808
Remarks
Synthetic
AIR 3514
3.6.2.8
DERD 2497
0.150
-
Oil
0.160
Engine washing facility without cowlings opening

Following a flight in sand or salt laden atmosphere, it is necessary to rinse the engine
compressors. To ease this task, a built-in engine wash system is provided to permit
washing of the engine compressor sections with engines at idling speed, rotor turning,
but without the need to open engine cowls.
The installation comprises a spray ring integral to each engine air intake and equipped
with a self-sealing coupling. A plumbing links this self-sealing coupling on each engine
to an externally mounted self sealing connection located on the LH side of the helicopter
fuselage, where a ground power wash rig may be connected.
332 C1e 11.102.01 E
3.6-9
The surplus liquid is evacuated through the engine exhaust dump valves.
332 C1e 11.102.01 E
3.6-10
3.7. Fuel system

3.7.1
General description
The fuel system of the Super Puma comprises 5 fuel tanks housed in the fuselage
bottom structure.
The fuel is contained in two independent groups of flexible cells. The total fuel
capacity is 1,537 litres (407 US gal.), 1,517 litres (402 US gal.) of which are usable.
Each fuel tank group feeds the engine located on the same side. The RH and LH
longitudinal tanks include a fuel gauge incorporating high level and low level switches,
2 booster pumps, a drain cock and a water bleed.
Group 2
- RH longitudinal tank
- Forward transverse tank
Group 1
- LH longitudinal fuel tank
- Rear transverse tank
- Rear tank
The forward and rear transverse fuel tanks include a fuel gauge with a high level switch
and a jet pump, which boosts the fuel into the longitudinal tanks.
The rear fuel tank is fitted with a fuel gauge with a high level switch ; the fuel contained
in this tank flows into the rear transverse tank by gravity.
The bodies of the fuel gauges are embrittled at the bottom the prevent the fuel tank
walls from being perforated in the case of a crash landing.
Each fuel tank is provided with its own air vents composed of hoses capable of
absorbing structural distortions during a crash landing.
A roll-over valve is installed on each hose.
332 C1e 11.102.01 E
3.7-1
Fuel can be transferred from one tank group to the other through a cross feed system
including a two-way pump which is controlled from the instrument panel.
Fuelling is performed through two

ports located on the RH side of the
aircraft, connected to the central and
rear transverse tanks. A socket near
each port enables the aircraft to be
earthed during refuelling.
The
controls
and
monitoring
instruments of the fuel system are
operated from the cockpit (instrument
panel-pedestal).
Two filter clogging mechanical indicators are located in the cabin and can be inspected
through a sight fitted on each filter case cover.
1.
2.
3.
4.
5.
6.
7.
Fuel shut off cocks

Low pressure switch
Pressure transmitters
Check valves
Filter by-pass
Filters
Clogging differential
pressure switch
8. Gauges
9. Jet pumps
10 .Check valves
11 .Transfer pump
12. Check valve
13 .Booster pumps
Fuel system diagram
Fuel system diagram
332 C1e 11.102.01 E
3.7-2
1
2
3
4
5
6
3.7.2
Filling points
RH longitudinal tank
Forward transverse tank
LH longitudinal tank
Rear transverse tank
Rear tank
Usable fuels
Dsignation
French
Specifications
U.K
Specifications
U.S.
Specifications
NATO
Symbols
KEROSENE*
F34
KEROSENE
F35
JET A1
KEROSENE
JET A
WIDE CUT*
JP4 - TR4
WIDE CUT
JP4
(AVTAG)
WIDE CUT
AIR 3405
F34
AIR 3405
F35
D ENG RD 2453
MIL-T-83133
JP8
ASTM-D-1655
Jet A1
F34
ASTM-D-1655
JET A
MIL-T-5624
GRADE JP4
MIL-T-5624
HIGH FLASH
POINT TR5-F43
HIGH FLASH*
POINT TR5
AIR 3404
F43
AIR 3404
F44
AIR 3407
D ENG RD 2494
D ENG RD 2454
D ENG RD 2486
F35
F40
ASTM-D-1655
JET B
D ENG RD 2498
AVCAT
D ENG RD 2452
AVCAT
F43
MIL-T-5624
GRADE JP5
F44
Note :
Use suffixes and amendments in force.
* Fuels including anti-icing additive.
332 C1e 11.102.01 E
3.7-3
3.7.3
Optional additional fuel tanks

The Super Puma can accommodate, as optional equipment :
2 external fuel tanks

1 central auxiliary fuel tank
1 cabin compartment fuel tank
2 groups of ferrying fuel tanks installed in the cabin
CAPACITY OF THE OPTIONAL FUEL TANKS

External fuel tanks
2 x 318 litres
2 x 83 US gal.
2 x 251 kg
2 x 553 lb
Central fuel tank
1 x 321 litres
1 x 84 US gal.
1 x 254 kg
1 x 560 lb
Ferrying fuel tanks

5 x 475 litres
5 x 126 US gal.
5 x 375 kg
5 x 826 lb
332 C1e 11.102.01 E
3.7-4
3.8. Transmission system
3.8.1
General description
The transmission components conveying torque to the rotors essentially comprise
shafts and gearboxes (main, intermediate and tail gearboxes).
Engine to main rotor transmission is provided by :
Two coupling shafts conveying the motion of the engine free turbines to the main
gearbox
The main gearbox
The main rotor head with integral hub.
332 C1e 11.102.01 E
3.8-1
3.8.2
Main gearbox
3.8.2.1
Description
The main gearbox is attached to the transmission deck through 3 suspension bars
and a flexible mounting plate.
The main gearbox includes 5 stages reducing the engine output shaft speed
(22,841 r.p.m.) to :
- 265 r.p.m. for the main rotor
- 4 888 r.p.m. for the tail rotor drive
The MGB is provided with two free wheels whose drive shafts are fitted with
torquemeters.
The MGB drives all the accessories required for the ancillary systems (2 alternators,
2 hydraulic pumps, oil cooler fan and rotor brake).
It is equipped with the following monitoring equipment :
Dual system oil filter
Magnetic plug
Oil sight gauge
Oil sampling port for analysis purposes
Oil pressure taps and contactor
Ports for endoscopic inspection of the power system pinions (A, B, C)
Oil temperature probe connectors
The main gearbox includes a rotor brake enabling the rotor to come to a complete stop
within about 12 to 15 seconds.
332 C1e 11.102.01 E
3.8-2
The main gearbox transmits the following power :

- With 2 engines running :
.
Max. power
2,235 kW
3,040 ch
3,000 shp
1,550 kW
2,105 ch
2,080 shp
- With 1 engine running :

.
3.8.2.2
Max. power
Main gearbox cooling system

The MGB includes two oil systems consisting of a main oil system and an emergency
oil system.
In the main system, the oil is cooled by way of a pump which sucks the oil from the
bottom of the MGB casing and forces it to the oil cooler. The oil is then ducted into the
MGB through a filter. The fan on the cooling unit is driven by a shaft which is directly
connected to a main gearbox power take-off.
In the emergency system, the oil is filtered but not cooled. A pump delivers the oil via the
filter to the jets.
1
2
3
4
5
6
7
8
9
rotor shaft
lubrication
line
strainer
Oil pressure
warning
filter by-pass
MGB filter
main oil pressure
indicator
oil cooling
malfunction
fan
} cooling
oil cooler } unit
10
11
12
13
14
15
16
17
oil cooler relief

valve
emergency
system oil
pressure
indicator
magnetic plug
MGB chip
warning
main oil pump
emergency oil
pump
oil temperature
indicator
oil temperature
warning
MGB oil system diagram
332 C1e 11.102.01 E
3.8-3
The cooling unit is located under the sliding cowling. It maintains the temperature of the
MGB oil below the maximum authorized value for ambient air temperatures of up to
50C.
1
2
3
4
5
3.8.2.3
Fan drive shaft

Fan protective grid
Fan duct
Heat exchanger
Fan exhaust
Fire detection system in the MGB compartment

The MGB compartment is provided with a fire detection system composed of 14-fire
detectors. Fire warning is given on the warning panel ; a test light is installed on the
overhead panel. All the vital components such as servo control levers, horizontal
transmission shaft, tail rotor control cable and hydraulic and electric circuitry have been
designed to resist fire.
In the MGB compartment, the fire

detectors are arranged in pairs : one
detector for MGB system 1 and one for
MGB system 2. Both systems monitor
the same sensitive points in the MGB
compartment.
Critical points monitored by the fire detector in the MGB compartment :

1
2
3
4
detector for ventilation air outlet

detectors for hydraulic pumps & alternators
detectors for RH & LH hydraulic units
detectors for servo controls
332 C1e 11.102.01 E
3.8-4
3.8.3
Tail drive
Power transmission to the anti-torque rotor is achieved from the main gearbox rear
reduction gear through the following :
the horizontal drive shaft assembly divided into seven separate sections.
The front and rear shafts have no bearing blocks. The other shafts are each
supported by a self-lubricated bearing. The shafts are connected by flexible
couplings. They are interchangeable and factory balanced.
the intermediate gearbox is situated at the tail boom/pylon junction and changes the
drive angle by 40. The reduction obtained is down from 4,888 r.p.m. to 3,751 r.p.m.
the oblique shaft
the tail gearbox, changing the drive angle by 92. This reduces the speed from
3,751 r.p.m. to 1,279 r.p.m. and drives the tail rotor shaft.
1
2
3
4
5
6
7
8
Front shaft
Dual bearing support
Central shafts
Bearing supports
Rear shaft
Intermediate gearbox
Oblique shaft
Tail gearbox
332 C1e 11.102.01 E
3.8-5
Intermediate gearbox
Tail gearbox
The intermediate and tail gearboxes are splash-lubricated. Each gearbox is fitted with a
level sight, a filler plug, a drain valve with a magnetic plug, a temperature probe
connector and a port for an endoscopic check.
332 C1e 11.102.01 E
3.8-6
3.8.4
Gearbox lubricants
3.8.4.1
Oil capacities of gearboxes

Gearbox oil capacity
3.8.4.2
MGB
24 litres
6.3 US gal
(cooling unit included)
IGB
0.75 litre
0.2 US gal
TGB
1.5 litre
0.40 US gal
Oil for main gearboxes plus main rotor head hinges
Normal lubricant
French
Specifications
U.K
Specifications
U.S.
Specifications
NATO
Symbols
Remarks
DERD 2499
MIL L 23699
0.156
Synthetic oil
Alternative lubricants
French
Specifications
U.K
Specifications
U.S.
Specifications
NATO
Symbols
Remarks
DERD 2497
0.160
Synthetic oil
AIR 3514
0.150
Synthetic oil
MIL.L.7808
0.148
Synthetic oil
AIR 3525
DTD 581 C
MIL.L.6086
0.155
Mineral oil
Note : Use suffixes and amendments in force.
332 C1e 11.102.01 E
3.8-7
Blank
332 C1e 11.102.01 E
3.8-8
3.9. Rotors
The main rotor consists of a rotor head and 4 blades rotating clockwise (viewed from
above) at a rated speed of 265 r.p.m.
3.9.1
Main rotor head

It consists of a four-arm hub integral with a vertical shaft. Each arm includes
flapping/drag and feathering hinges (interchangeable modules). The drag hinge is linked
to a viscoelastic frequency adaptor. The rotor head is equipped with droop restrainers to
limit the rotor blade flapping downwards and with coning restrainers making easier rotor
spinning in high wind conditions.
The rotor head is also fitted with a self-contained lubricating system including four oil
tanks sight gauges.
At the bottom of the rotor shaft, a strainer prevents the main gearbox from being
contaminated by metal particles. In association with this strainer, a magnetic plug is
used to detect particles. Each blade pitch change and flapping/drag hinge is fitted with a
magnetic plug at its lowest point.
A dome shaped fairing on the main rotor hub is used to reduce the rotor head drag.
The main rotor head hinges are lubricated either with NATO O.156 (MIL-L 23699) or
NATO O.155 (MIL-L 6086) synthetic oil. Alternative oil NATO O.148 (MIL-L 7808).
332 C1e 11.102.01 E
3.9-1
3.9.2
Main rotor blades

The rotor blades, with evolving profile, mainly consist of a fiber glass roving spar,
carbon and glass fabric laminated skins, with moltoprene and honeycomb fillers.
Leading edge protection against erosion is afforded by stainless steel capping.
The trailing edge is reinforced by a carbon-fibre strip.
Each blade ends in a removable tip cap enclosing the balance weights. The blades are
each secured by 2 pins to the rotor head.
length :
7.00 m (22.96 ft)
chord :
0.60 m (1.97 ft)
airfoil section :
cambered with tapeting thickness ratio
twist :
from 0 to -8.74 over 5.65 m (18.53 ft)
paint finish :
dark green on upper and lower surfaces
The main rotor blades are individually interchangeable.
332 C1e 11.102.01 E
3.9-2
3.9.3
Tail rotor
The five-blades tail rotor is attached
to the tip of the pylon, on the right
hand side.
It rotates clockwise (viewed from the
left of the aircraft) in a vertical plane
at a rated speed of 1,279 r.p.m.
The tail rotor hub is integral with the
rotor shaft. The rotor, articulated in
the flapping plane, is controlled in
collective pitch setting by a spider.
3.9.4
Tail rotor blades

The tail rotor blades are of composite construction and consist of the following :
a glass roving spar

a glass fibre skin
a titanium leading edge
a foam filler
a tip balance weight support
The rotor blades are individually interchangeable.
length :
1.22 m (4.00 ft)
chord :
0.20 m (0.66 ft)
airfoil section :
curved and tapered
paint :
dark green
332 C1e 11.102.01 E
3.9-3
Blank
332 C1e 11.102.01 E
3.9-4
3.10.
3.10.1
Hydraulic system
General description
The hydraulic installation includes two fully independent main hydraulic generation
systems, and a third independent power source used for landing gear emergency
operation only.
The main RH power generation system (one main gearbox driven pump), supplies
the lower section of the main servo controls body, and the RH section of the tail
servo-control body.
The main LH power generation system (one main gearbox driven pump) supplies the
upper section of the main servo controls body, the LH section of the tail servo-control
body, and the ancillary hydraulic units which incorporate the following items : the
autopilot, the landing gear, the rotor brake, the wheel brakes and the hoist*.
In addition, the main hydraulic system incorporates a D.C. supplied auxiliary electrical
pump. It is used by the pilot or maintenance crew to operate the flight controls prior to
rotor engagement. It is also used as a back up for some consumers of the LH
hydraulic system in case of failure of the main LH pump and for landing gear
extension in order to reduce relevant time.
The auxiliary pump also supplies hydraulic power to permit rigging of the flying
controls and related adjustments of the autopilot. It is also used to charge up the
parking brake accumulator.
A landing gear emergency power source is provided. This system includes an

independent hydraulic fluid reservoir and an electrical pump which powers the
landing gear struts extension chambers to provide landing gear emergency extension
operation.
The main (LH) and RH systems have their operating and monitoring equipment grouped
into independent self contained units. The LH group incorporates the auxiliary electrical
pump and its own monitoring system.
The operating pressure of each system is 175 bars (2500 psi). This optimum pressure is
supplied by the two self-governing main gearbox hydraulic pumps. The LH pump
provides a flow of 27 litres/min (7.13 US gal/min) and the RH pump 12 litres/min (3.17
US gal/min).
332 C1e 11.102.01 E
3.10-1
Each system includes a reservoir with a useful capacity of 8 litres (2.11 US gal.)
including a sight level, a filter and a low level sensor.
* Optional equipment
The pipes are protected by stainless steel sheaths on the RH system and by stainless
steel sheaths plus silicone sheaths on the LH system. The ancillary system is connected
to the LH system through rigid pipes routed outside the cabin and protected by a gulley.
Pressure gauges on the instrument panel and warning lights on the warning panel are
provided for the hydraulic generation system monitoring.
For ground testing, two external self-sealing connectors (power receptacle) are provided
on the LH system, and two internal ones on the RH system.
1
2
3
4
5
6
filler cap
strainer (100 microns)
low level sensor
vent
hydraulic fluid reservoir
fluid level sight
7 self-sealing union for

unit pressure line
8 self-sealing union for
unit suction line
9 drain plug
10 hydraulic accumulator
332 C1e 11.102.01 E
ground
power
ground
power
3.10-2
3.10.2
Hydraulic generation diagram
3.10.3
Servo units system

The aircraft is controlled by 4 hydraulic servo-units, three active on the main rotor and
the fourth on the tail rotor control shaft.
Each servo unit is of the dual tandem cylinder type. Each cylinder, supplied from a
separate hydraulic system, is controlled through two distributor valves with seizure
warning.
The RH hydraulic system supplies the lower cylinders of the main servo units and the
RH cylinder of the tail servo unit.
The LH hydraulic system supplies the upper cylinders of the main servo units and the
LH cylinder of the tail servo unit.
The RH system is "simple" because used only for the servo-units. It is less vulnerable
than the LH system which, further to the servo units, is used to supply other hydraulic
systems.
The servo-unit system is supplied by 2 pumps. In the event of a single pump failure,
there is no consequence on the operation of the system since the remaining one is
sufficient to supply one cylinder of each servo-unit.
332 C1e 11.102.01 E
3.10-3
In the event of leakage on the hydraulic system itself, the servo-units system is
automatically isolated.
332 C1e 11.102.01 E
3.10-4
3.10.4
Routing of hydraulic circuits
3.10.5
Hydraulic fluid specifications

Normal fluid
French
Specifications
U.K
Specifications.
U.S.
Specifications
NATO
Symbols
Remarks
MIL.H.83282
H.537
Synthetic
oil
Remarks
Alternative fluid
French
Specifications
U.K
Specifications.
U.S.
Specifications
NATO
Symbols
AIR 3520
DEF STAN 91
48/1
MIL.H.5606
H.515
Mineral
oil
GRADE OM 15
Note : Use suffixes and amendments in force.
332 C1e 11.102.01 E
3.10-5
Blank
332 C1e 11.102.01 E
3.10-6
3.11.
3.11.1
Electrical system
General description
In addition to GPU receptacles (115VAC 400Hz and 28VDC), the electrical installation
mainly includes two 20/30 KVA, 400 Hz alternators driven by the main gearbox. It
comprises :
Fed by alternator no.1

.
A three-phase A.C. generation network delivering 115/200 volts, 400 Hz
A single phase A.C. generation network delivering 115 volts, 400 Hz. This
single-phase systems is derived from the above 3-phase system.
Fed by alternator no.2

.
A three-phase A.C. generation network delivering 115/200 volts, 400 Hz
A 28-volt D.C. network through 2 transformer-rectifiers.

This network charges the aircraft battery (43 A.hr) and the standby battery.
Power distibution scheme

332 C1e 11.102.01 E
3.11-1
Fed by a standby battery :

.
Emergency supply of the standby horizon, emergency exits and ordinance lights.
Each network is fitted with the various accessories required for the protection and
governing of the circuits. In case of failure of one of the alternators, an automatic switchover system caters for the power supply to the A.C. and D.C. networks from the other
alternator.
Safe, reliable operation of the vital components is ensured by several protective
devices :
Shorting of the bus bars : automatic switching device isolating the shorted
bus bar on the D.C. power system and supplying the vital equipment items
through the bus bar remaining available on the A.C. power system.
Battery network : disconnection of the battery from the structure (grounding

suppressed) through differential protection of the electrical control in case of
crash landing. This network is specially routed and the cables are fire-proof.
Ground power receptacles :
.
.
D.C. voltage surge and drop

A.C. voltage surge and drop and phase and frequency inversion
All simple cases of failure are covered by circuit redundancy.

All the circuits are composed of high temperature-resistant cables coated with kapton
insulator.
The control protection and monitoring boxes of all circuits are grouped in the LH cabinet
separating the cockpit from the cabin. The battery is located in the aircraft nose.
The standby battery is housed in the aircraft aft section.
332 C1e 11.102.01 E
3.11-2
The A.C. and D.C. networks are monitored through
2 voltmeters and 2 ammeters on the cockpit overhead panel.
selector-switches,
AC power system controls and indicators
332 C1e 11.102.01 E
3.11-3
DC power system controls and indicators
1
2
3
4
5
6
7
8
Copilot's "general cut-out handle"

Pilot's "general cut-out handle"
Control switches
Decoupling indicator lights
Battery temperature indicator
Dual voltmeter Ammeter
Ammeter selector switch
Volmeter selector switch
332 C1e 11.102.01 E
3.11-4
3.11.2
Electrical system block diagram
332 C1e 11.102.01 E
3.11-5
Blank
332 C1e 11.102.01 E
3.11-6
3.12.
Exterior lighting
The aircraft is provided with 3 position lights (2 side position lights on the sponsons
(red on LH side, green on RH side), one white position light at the top of the tail pylon), a
red anti-collision light at the top of this pylon, together with a white 600 W landing
light, under the nose of the aircraft.
The landing light is retractable, and adjustable in azimuth over 360 and 120 in
elevation.
332 C1e 11.102.01 E
3.12-1
Blank
332 C1e 11.102.01 E
3.12-2
3.13.
3.13.1
Air data system
General
The Air Data System is composed of 3 independent circuits.
A pilot circuit,
A copilot circuit,
An emergency circuit.
These circuits are connected to two dual pitot tubes including each:
2 total pressure ports (T1 and T2)

3 static pressure ports (S1, S2 and S3)
1 - ADC 1
2 - Cockpit static pressure switches
3 - RH pitot tube (pressure port)
4 - LH pitot tube (pressure port)
5 - Shut-off valves
6 - ADC 2
Air Data System lay-out
332 C1e 11.102.01 E
3.13-1
3.13.2
Pilot circuit
The pilot circuit includes:
The RH total pressure port T1
The RH and LH static pressure ports S2
The total and static pressure systems are connected to the transducers of the ADC No.2
which transmits pilot system air data to the EFIS screens (4)
3.13.3
Copilot circuit
The copilot circuit includes:
The LH total pressure port T1
The total and static pressure systems are connected to the transducers of the ADC No.1
which transmits copilot system air data to the 4 EFIS screens
3.13.4
Emergency circuit
The emergency circuit includes:
The RH total pressure port T2
These ports are only connected to the Integrated Standby Instruments (ISIS).
In addition, 2 shut-off valves make it possible to switch the six static pressure ports
(2S1, 2S2, 2S3) over the cabin stand-by alternate pressure ports.
1 - Pilot shut-off valve

2 - Copilot shut-off valve
3 - Integrated Standby Indicator
Air Data System
332 C1e 11.102.01 E
3.13-2
3.13.5
Pilot heating
3.13.5.1
Pilot system
It comprises:
3.13.5.2
A pitot heater supplied by the secondary DC system,
A pitot tube support arm heating supplied by the AC system,
A relay, allowing the pitot and its tubing heating systems to be energized, which is
controlled by an ON/OFF switch mounted on the sub-panel in the cockpit,
A sub-panel mounted "AMBER" failure warning light is controlled by a relay which

monitors pitot heating system continuity,
A "weight on wheel" protection circuit reduces by half the power required for pitot
heating by operating a relay whilst the aircraft is on the ground.
Copilot system
Similar to the pilot system.
3.13.5.3
Emergency system
Identical in design to the two systems above. The only difference consists in the pitot
heating being supplied through the essential DC system. This maintains pitot heating
during flight with total loss of alternators (power supply is through battery only).
Note
3.13.5.4
: Each pitot failure warning light is repeated on the warning panel by a

single amber light.
Failure of LCD indication

In the event of total LCD indication failure, airspeed and altitude data remains available
on the Integrated Standby Instrument mounted on the instrument panel.
332 C1e 11.102.01 E
3.13-3
Blank
332 C1e 11.102.01 E
3.13-4
3.14.
Pneumatic system
Compressed air (P2) is bled from the engine compressors. The whole system is
intended to operate the heating system and the following optional equipment :
the sand filters

the de-icing system on the horizontal stabilizer.
1
2
3
4
Heating system
Inflatable seal of the engine air intakes
Air intake bullet inflatable seal (option)
Inflatable leading edge of the de-iced horizontal stabilizer (option)
332 C1e 11.102.01 E
3.14-1
Blank
332 C1e 11.102.01 E
3.14-2
3.15.
Ground handling and picketing
Various points are provided on the aircraft fuselage for ground handling and for
maintenance tooling :
:
- 2 to be fitted on frame 1715, on each side

- 2 to be fitted in main landing gear axles
4 mooring rings A
2 rough weather mooring fittings B :
Gripping points C
To tie down the main blades 1 on each

main landing gear wheel axle C
Jacking points D
3 under the aircraft
De-booging points C
1 on each main landing gear unit
fitted on frame 6815
Nota : 3 MGB fixing points can be used for lifting with a sling or crane (with special
tooling, to be contracted separately)
The main maintenance tooling is fitted using :
9 fixtures for the cranes (3 installation possibilities)
6 fixtures for the maintenance ladder (2 on each side of the fuselage and 2 on the
pylon, starboard side)
2 fittings on the nose landing gear for towing bar (towing bag in option : to be
contracted separately)
332 C1e 11.102.01 E
3.15-1
D : Jacking points
332 C1e 11.102.01 E
3.15-2
3.16.
Structural provisions for optional

equipment
(Drilled holes, doublers, system tappings, recesses etc.)
Structural provisions are provided in the aircraft for the following optional
equipment :
Fixed hoist
External and central auxiliary fuel tanks
Passenger seat installation
Casualty-carrying installation
External load-carrying (sling)
Emergency floatation gear
Ferrying tanks
Radio com./nav. antennae : VHF 1 and 2, VOR/ILS, radio-compass marker and radio
altimeter
Utility seat installation
Orange screens for instrument-flying training
332 C1e 11.102.01 E
3.16-1
Blank
332 C1e 11.102.01 E
3.16-2
3.17.
Airborne kit
The airborne kit delivered with each aircraft includes :
6 static vent blanks
2 pitot head covers
1 engine air-intake grid protection cover
2 engine tail pipe blanks
4 mooring rings
2 rough-weather mooring fittings (included on the aircraft)
1 access ladder
1 data case
3 jacking ball joints
Main blade tie-down kit
Tail rotor blade lock
Fuel bleed line
1 stowing bag for the airborne kit
The weight of the airborne kit is not included in the empty weight of the aircraft.
332 C1e 11.102.01 E
3.17-1
Blank
332 C1e 11.102.01 E
3.17-2
3.18.
Accompanying literature
Each aircraft is delivered with the following relevant documents (in French or in
English) :
Flight Manual
Individual inspection log book, including :

.
1 certificate of conformity
1 inspection log book complete with log cards raised for :

- those components (or the assemblies containing them) subject to a service life
dependent on fatigue resistance
- those components with unlimited service life when they are likely to be
monitored in operation
Engine log books
Journey log book
Aircraft log book
Battery log book
Airworthiness Certificate (for those aircraft not registered in France, it is an "export"

one testifying to the fact that the helicopter would have received its individual
airworthiness certificate in France).
332 C1e 11.102.01 E
3.18-1
Blank
332 C1e 11.102.01 E
3.18-2
4. Performance
4-1
332 C1e 11.102.01 E
Blank
4-2
332 C1e 11.102.01 E
4.1. Main performance

4.1.1
Performance on 2 engines
Gross Weight
Max. speed, VNE
Maximum cruise speed
Recommended cruise speed
Fuel consumption at recommended cruise speed
Fuel consumption at 70 kts
Rate-of-climb at 70 kts
lb
6,000
13,230
7,000
15,430
8,000
17,630
8,600
18,960
Km/hr
304
303
298
278
kts
164
164
161
150
km/hr
283
281
278
262
kts
153
152
150
163
km/hr
265
262
258
252
kts
143
141
139
136
kg/hr
481
486
497
502
lb/hr
1,060
1,071
1,096
kg/hr
335
353
374
389
lb/hr
739
778
825
858
m/sec
14.7
12.1
9.8
8.2
ft/min
2,894
2,382
1,920
1,618
6,500
5,100
3,950
3,250
ft
21,325
16,700
12,959
10,663
5,850
4,450
3,200
2,300
ft
19,193
14,560
10,499
7,546
5,750
4,300
3,050
2,300
ft
18,865
14,108
10,007
7,546
5,200
3,550
2,100
1,400
ft
17,060
11,647
6,890
4,593
1,107
Hover ceiling IGE (10ft) at take-off power
kg
ISA
ISA + 20C
Hover ceiling OGE at take-off power
ISA
ISA + 20C
4.1-1
332 C1e 11.102.01 E
Service ceiling Vz = 150 ft/min
ISA
ISA + 20C
7,200
5,900
4,650
>2,895
ft
23,622
19,357
15,255
>9,500
6,500
5,100
3,800
2,895
ft
21,325
16,732
12,467
>9,500
km
n.m.
670
362
668
361
661
357
639
345
km
n.m
719
388
919
495
909
491
890
481
Maximum range
(without fuel reserve, at recommended cruise speed)
with standard fuel tanks
with external fuel tanks* *
with central auxiliary fuel tank* *
km
n.m.
790
427
808
436
800
432
779
420
with external and central auxiliary fuel tanks* *
km
n.m.
708
382
1054
569
1045
564
1030
556
with external, central and 4 ferrying tanks* *
km
n.m.
657
355
1192
644
1721
929
1843
995
Maximum endurance
(without fuel reserve, at 130 km/hr (70 kts))
with standard fuel tanks
hr : min
3:45
3:34
3:23
3:16
with external fuel tanks* *
hr : min
4:10
5:07
4:51
4:42
with central auxiliary fuel tanks* *
hr : min
4:28
4:21
4:07
3:59
with external and central auxiliary fuel tanks* *
hr : min
4:06
5:54
5:36
5:26
with external, central and 4 ferrying tanks* *
hr : min
3:48
6:43
9:30
9:57
* * Depending on the selected optional fuel tanks.
4.1-2
332 C1e 11.102.01 E
4.1.2
Performance on 1 engine
Performance in external load
(maximum gross-weight of 9,350 kg 20,615 lb)
Rate of climb at 9,350 kg
6.4 m/sec
1,260 ft/min

ISA
650 m
2,133 ft
300 m
984 ft
Sea level
4.1.3
ISA + 10C
ISA + 17C
Performance in external load carrying mission
Rate of climb at 9,350 kg
6.4 m/sec
1,260 ft/min
ISA
650 m
2,133 ft
ISA + 10C
300 m
984 ft
ISA + 17C
Sea level
4.1-3
332 C1e 11.102.01 E
4.1.4
Performance on 1 engine
Take-off weight
kg
Ib
Rate-of-climb at intermediate
emergency power S.L.
Service ceiling at intermediate
emergency power S.L. (Vz = 0) ISA
Service ceiling at intermediate
emergency power S.L. (Vz = 0) ISA +20
Maximum temperature for take-off in
Cat. A from clear heliport at S.L.
6,000
13,230
7,000
15,430
8,000
17,630
8,600
18,960
9.0
1,772
6.8
1,339
4.7
925
3.4
669
m
ft
5,200
17,060
3,700
12,139
2,500
8,202
1,800
5,906
m
ft
4,500
14,764
3,050
10,007
1,750
5,741
950
3,117
> 50
> 50
> 50
40
m/sec.
ft/min.
ISA
ISA + 20 C
kg
Ib
7,500
16,534
6,900
15,211
kg
Ib
6,910
15,233
Maximum take-off weight at max. emergency power
In hover IGE (10 ft)
In hover OGE
6,320
13,933
Operating limitations
The aircraft is cleared to operate within the following altitude and temperature limitations :
Maximum pressure altitude
Flight :
- M < 8,350 kg : 7,620 m - 25,000 ft

- M > 8,350 kg : 2,895 m - 9,500 ft
Take-off and landing :
4,572 m - 15,000 ft
Maximum temperature
ISA + 35C, limited to 50C
Minimum temperature
-30C (basic)
-45C (with optional installation)
4.1-4
332 C1e 11.102.01 E
4.2. Abbreviations
AEO :
AGL :
DA :
IGE :
ISA :
MCP :
OEI :
OGE :
PA :
All Engines Operative

Above Ground Level
Density Altitude
In Ground Effect
International Standard Atmosphere
Maximum Continuous Power
One Engine Inoperative
Out of Ground Effect
Pressure Altitude
SL :
TAS
TOP :
VNE :
VTOL :
Vtoss :
Vy :
Vz :
Sea Level
True Air Speed
Take-Off Power
Never Exceed Speed
Vertical Take-Off and Landing
Take-off safety speed
Optimum climbing speed
Rate-of-climb
nautical miles
knots
feet/minute
meters per seconds
degrees Celsius
hr:min :
kg :
lb :
km :
hours:minutes
kilograms
pounds
kilometers
Units
nm :
kts:
ft/min :
m/sec :
C:
332 C1e+ 11.102.01 E
4.2-1
Blank
332 C1e+ 11.102.01 E
4.2-2
4.3. Performance charts

The performance charts presented hereafter apply to an aircraft as per the standard
definition.
Take-off weight in hover IGE,

10 ft, on 2 engines at take-off power (or max torque, no wind)
Take-off weight in hover OGE,
(on 2 engines at take-off power or max torque, no wind)
Pitch : 16.5 for weight 8,350 kg 18,410 lb
Pitch : 16 for weight > 8,350 kg 18,410 lb ISA
Pitch : 16.5 for weight 8,350 kg 18,410 lb
Pitch : 16 for weight > 8,350 kg 18,410 lb ISA + 20C
(pitch 155) ISA
(pitch 155) ISA + 20C
Rate of climb in oblique flight
on 2 engines at best climb speed ISA
on 2 engines at best climb speed ISA + 20C
on 1 engine at intermediate emergency power ISA
4-3.2
4-3.3
4-3.4
4-3.5
4-3.6
4-3.7
4-3.8
4-3.9
4-3.10

on 1 engine at intermediate emergency power ISA + 20C
4-3.11
Hourly fuel consumption at maximum cruise speed

(pitch 165, M 8,350 kg) ISA
4-3.12

(pitch 16, M > 8,350 kg) ISA
4-3.13

(pitch 165, M 8,350 kg) ISA + 20C
4-3.14

(pitch 16, M > 8,350 kg) ISA + 20C
4-3.15
Hourly fuel consumption

at recommended cruise speed ISA
4-3.16
Hourly fuel consumption

at recommended cruise speed ISA + 20C
4-3.17
Take-off clear heliport Cat A
4-3.19
332 C1e 11.102.01 E
4.3-1
TAKE-OFF WEIGHT IN HOVER IGE (HEIGHT = 10 FT)

(10 ft, on 2 engines at take-off power or maximal torque, no wind)
332 C1e 11.102.01 E
4.3-2
TAKE-OFF WEIGHT IN HOVER OGE

(on 2 engines at take-off power or maximal torque, no wind)
332 C1e 11.102.01 E
4.3-3
MAXIMUM CRUISE SPEED

Pitch : 165 for weight 8,350 kg - 18,410 lb
Pitch : 16 for weight > 8,350 kg - 18,410 lb
ISA
332 C1e 11.102.01 E
4.3-4
MAXIMUM CRUISE SPEED

Pitch : 165 for weight 8,350 kg - 18,410 lb
Pitch : 16 for weight > 8,350 kg - 18,410 lb
ISA + 20C
332 C1e 11.102.01 E
4.3-5
RECOMMENDED CRUISE SPEED

Pitch : 155
ISA
332 C1e 11.102.01 E
4.3-6
RECOMMENDED CRUISE SPEED

Pitch : 155
ISA + 20C
332 C1e 11.102.01 E
4.3-7
RATE-OF-CLIMB IN OBLIQUE FLIGHT

(on 2 engines, at best climb speed)
ISA
332 C1e 11.102.01 E
4.3-8

(on 2 engines, at best climb speed)
ISA + 20C
332 C1e 11.102.01 E
4.3-9

(on 1 engine, at intermediate emergency power)
ISA
332 C1e 11.102.01 E
4.3-10

(on 1 engine, at intermediate emergency power)
ISA + 20C
332 C1e 11.102.01 E
4.3-11
HOURLY FUEL CONSUMPTION

AT MAXIMUM CRUISE SPEED
(pitch 165)
M 8350 kg
ISA
332 C1e 11.102.01 E
4.3-12

(pitch 16)
M > 8350 kg
ISA
332 C1e 11.102.01 E
4.3-13

(pitch 165)
M 8350 kg
ISA + 20C
332 C1e 11.102.01 E
4.3-14

(pitch 16)
M > 8350 kg
ISA + 20C
332 C1e 11.102.01 E
4.3-15

AT RECOMMENDED CRUISE SPEED
ISA
332 C1e 11.102.01 E
4.3-16

AT RECOMMENDED CRUISE SPEED
ISA + 20C
332 C1e 11.102.01 E
4.3-17
Blank
332 C1e 11.102.01 E
4.3-18
TAKE-OFF CLEAR HELIPORT

Cat. A
332 C1e 11.102.01 E
4.3-19
Blank
332 C1e 11.102.01 E
4.3-20

332 C1e 11.102E01

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332 C1e 11.102E01

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TECHNICAL

BP 107- 10 , AVENUE MARCEL CACHIN 93123 LA COURNEUVE CEDEX, FRANCE

332 C1e 11.102.01 E

Foreword .......................................................................................................................... 1-1

Characteristics ....................................................................................................... 2-1

Standard lay-out ........................................................................................................... 2.1-1

Weight breakdown of AS 332 C1e standard aircraft ................................................. 2.2-1

Standard dimensions ................................................................................................... 2.3-1

Standard aircraft definition .......................................................................................... 2.4-1

Description ............................................................................................................. 3-1

Fuselage ........................................................................................................................ 3.1-1

Landing gear ................................................................................................................. 3.2-1

Nose landing gear .................................................................................................................. 3.2-1

Cockpit and cabin ......................................................................................................... 3.3-1

Flight controls ............................................................................................................... 3.4-1

332 C1e 11.102.01 E

Automatic flight control system .................................................................................. 3.5-1

Power plant ................................................................................................................... 3.6-1

Fuel system ................................................................................................................... 3.7-1

General description ................................................................................................................ 3.7-1

Transmission system ................................................................................................... 3.8-1

Rotors ............................................................................................................................ 3.9-1

Main rotor head ...................................................................................................................... 3.9-1

Hydraulic system .................................................................................................... 3.10-1

Electrical system ..................................................................................................... 3.11-1

332 C1e 11.102.01 E

General description .............................................................................................................. 3.11-1

Exterior lighting ...................................................................................................... 3.12-1

Air data system ....................................................................................................... 3.13-1

Pneumatic system .................................................................................................. 3.14-1

Ground handling and picketing ............................................................................. 3.15-1

Structural provisions for optional equipment ...................................................... 3.16-1

Airborne kit .............................................................................................................. 3.17-1

Accompanying literature ........................................................................................ 3.18-1

Performance ........................................................................................................... 4-1

Main performance ......................................................................................................... 4.1-1

Performance on 2 engines..................................................................................................... 4.1-1

Abbreviations ................................................................................................................ 4.2-1

Performance charts ...................................................................................................... 4.3-1

332 C1e 11.102.01 E

332 C1e 11.102.01 E

TRADE MARKS & ABBREVIATIONS

Automatic Flight Control System

Maximum Gross Weight

Maximum Take-Off Weight

North Atlantic Treaty Organisation

Free turbine speed

European Aviation Safety Agency

Engine Generator Speed

Equipped Empty Weight

Emergency Locator Transmitter

Rotor speed (RPM of the main rotor)

Engine Power Check

Outside Air Temperature

Federal Aviation Administration

Out of Ground Effect

FADEC Full Authority Digital Engine Control

Federal Aviation Regulations

Right Hand side

First Limitation Indication

Ground Handling Wheel

Power turbine inlet temperature

Global Positioning System

Time Between Overhaul