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accumulators are actually there to
allow you to slow down to an
acceptable speed before the
feedback comes in. It is not a good
practice to try and land on
accumulator pressure alone – for
one thing, they don’t discharge at the
same rate, and, for another, they
only work if you have fluid in the
system, and you have no way of
knowing what you have in there until
you land – this is the reason for the
run-on landing on any machine. You
AS 350 165
might easily find yourself in the
hover with only fore and aft control,
for example. With regard to different
discharge rates, the daily
accumulator check should show
them even all round.
You could find Dunlop or Samm
servos. Dunlops allow better control
fore and aft if the hydraulics fail, and
leak a lot less.
Electrics
DC power is provided by a startergenerator
and a 16 amp/hr buffermounted
storage battery. A second
one is optional. The generator and
the battery are coupled to the
distribution bus by line conductors,
which can only close if the ground
power unit is disconnected.
Fuel
Kept in the spin-moulded polyamide
fuel cell beneath the transmission
deck. It goes through two booster
pumps at the bottom of the tank, a
fuel filter and filter bypass valve.
Capacities
Fuel (sg
.79)
Ltrs US
gals
Imp
gals
kg lbs
Total 540 143 119 427 940
Useable
after fuel
low lt on
60 15.8 13.1 47.4 104
Unuseable 1.25 .33 .28 1 2.2
Consumption is 173 lph for the B,
180 lph for the BA, 190 lph for the
B1 and 200 lph for the B2.
The low fuel light in the B comes on
at 15.8 US gals (approx 10-12%).
You can use ordinary petrol in
emergencies, but only up to 25 hours
within any period between
overhauls, with a fuel temp up to 30
degs C. If possible, add 2% of
mineral lubricating oil. Refer to the
Flight Manual for full details.
Oil
You can’t mix mineral-based and
synthetic oils. Main and tail gearbox
synthetic lubricants are Mil-L-7808,
AIR 3514, Mil-L-26399, D Eng RD
2797. Mineral-based is Mil-L-6086.
For the engine, use Mil-L-23699 for
the whole flight envelope or Mil-L-
7808, D Eng RD 2497, AIR 3514
or Aeroshell 390 below 15 degs C.
Hydraulics require Mil-H-83282
(synthetic) or 5606 (mineral-based).
Capacities
Oil Ltr US gal Imp gal
MGB 6.5 1.7 1.4
TRGB .33 .08 .07
Engine 6.2 1.64 1.36
Hydraulics 3 .79 .66
CG Limits
The longitudinal CG starts at 124.8”
aft of datum up to 4429 lbs, after
which it reduces to 126” at 4850 lbs
MAUW. The aft limit is 137.8” to
2646 lbs, changing to 135”at
MAUW. The Datum is -
133.8”forward of the main rotor
head centreline. Lateral CG limits
are from 7.08” left to 5.51” right in
the B (the machines are different).
Be aware that, in the BA, the C of G
graph for the cargo sling (or swing)
indicates a maximum weight of 4960
lbs, as opposed to the 4988 lbs
indicated on the front of the
supplement.
166 The Helicopter Pilot’s Handbook
Emergencies
Warning Lights
These things almost never come on.
The words "Land ASAP" mean just
what they say, but make sure you do
so next to a suitable place to change
an engine. That is, you need good
access, and a pub for the engineers.
Light Problem Action
F Filt Fuel Filter
pre-clogging
Reduce power. If light
goes out, continue at
reduced power. Otherwise
land ASAP.
CHIP
TGB
Metal in TGB Continue, but avoid
prolonged hovering
CHIP
MGB
Metal
particles in
MGB
Reduce power, monitor
MGB.P and MGB.T lights.
If either illuminate, refer to
appropriate column
FUEL You have
less than
15.8 US gals.
If fuel is low, avoid large
attitude changes. About
18 minutes’ level flight at
max continuous power.
FUEL.P Pressure
lower than .2
bar, either or
both pumps.
If fuel pressure normal,
one pump has failed, so
continue. If zero, both
have, keep below 5000 ft.
FIRE See above
PITOT Pitot system
not energised
Check pushbutton,
monitor ASI
HYD Servo system
failure
Do not depress HYD Test
button – depressurises the
accumulator. Calmly
reduce collective and
speed to between 40-60
kts. Cut off hydraulic press
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The Helicopter Pilot’s Handbook(108)
