Eas Servicing

COMPLEMENTARY FLIGHT MANUAL
eurocopter
an EADS Corrpany
SECTION 8
SERVICING
EUROCOPTER Direction Technique Support

Aroport international Marseille-Provence 13725 Marignane Cedex - France
332 C 8.0.P1
05-21 Page 1
This page is printed under user's responsibility
and must not be retained for reference


CONTENTS
Some sub-sections covering installations or procedures not used on

this helicopter may be withdrawn from this manual. However they
still appear in the table of contents and in the list of effective
pages.
Pages
8.1 HANDLING
1. TOWING - - - - - - - - - - - - - - - - - - - - - - - - - 1
8.2 MAINTENANCE DATA
1. LUBRICANTS - - - - - - - - - - - - - - - - - - - - - - 1
2. HYDRAULIC FLUIDS - - - - - - - - - - - - - - - - - - - 4
3. COMMERCIAL DESIGNATION OF FUELS - - - - - - - - - - - - 5
4. FUEL ADDITIVES - - - - - - - - - - - - - - - - - - - - 6
5. REFUELING - - - - - - - - - - - - - - - - - - - - - - - 7
6. AIR INTAKE INSPECTION AND CLEANING PROCEDURE
IN SNOWY CONDITIONS - - - - - - - - - - - - - - - - - - 10 R
8.3 TEST SHEETS
1. GENERAL - - - - - - - - - - - - - - - - - - - - - - - - 1
2. LIST OF TEST SHEETS - - - - - - - - - - - - - - - - - - 2
8.4 ENGINE CLEANING - WASHING - PROTECTION INSTALLATION
1. GENERAL - - - - - - - - - - - - - - - - - - - - - - - - 1
2. DESCRIPTION - - - - - - - - - - - - - - - - - - - - - - 1
3. PRESSURE GENERATING UNIT - - - - - - - - - - - - - - - 1
4. OPERATION - - - - - - - - - - - - - - - - - - - - - - - 1
332 C 8.0.P6
12-42 Page 1


SECTION 8.1
HANDLING
1 TOWING (Figure 1)
1.1 General
The towing bar is used to move the aircraft on surfaces similar in R

nature and condition to those on which a helicopter can operate on its R
own. R
CAUTION : IF THE WIND SPEED IS HIGHER THAN 30 kt (55 km/h), LASH DOWN
MAIN AND TAIL ROTOR BLADES.
1.2 Instructions for Use of the Towing Bar
- The towing bar is fitted with a shear pin to protect the landing gear
if an excessive force is applied.
. shear pin (1) characteristics : maximum tractive force : 2000 daN
(4495 lb). R
- A pin (3) is used to separate the guiding bar from damper (2) when the
bar is used for hand towing.
- After any mishandling (excessive steering, abrupt acceleration or
deceleration), check the shear pin and replace it if necessary
(incipient cracking, shearing), before using the towing bar again.
- If the aircraft is to be towed on soft ground, remove control hand
wheels (6) (stub pin), so that they do not bear on the ground.
1.3 Towing the Aircraft with a Tractor
Clear towing area and aircraft surrounding and remove the tie-down
devices before proceeding as follows : R
- With an operator in the cockpit :

. check that the hydraulic pressure in the emergency/servicing system
is correct ; if necessary, restore the pressure :
Pre-MOD 07 23817 : using hand pump,
Post-MOD 07 23817 : using the auxiliary electric pump by pressing
the EMERGENCY pushbutton.
with the cock in the ACCU/SERVICING position.
. check that the nose wheel lock is not engaged (flag not visible).
. check operation of brakes.
- Install the towing bar.
To secure the bar to the end fittings of the nose wheel stub axle :
. unlock spacing bar (5) by withdrawing PIP pin (7) ;
. pull pin (7) to open the two scissor bars (4), then lock spacing bar
(5) again.
- Hook the towing bar to the tractor, then release the parking brake and
remove wheel chocks.
- Towing the aircraft.
CAUTION : WHEN TOWING THE AIRCRAFT, AVOID ANY SUDDEN ACCELERATION OR

DECELERATION. MAXIMUM TOWING SPEED : 10 km/h.
332 C 8.1
12-42 Page 1

1.4 Towing the Aircraft by Hand
The procedure is identical to that described previously. R

Use hand guiding bar (B).
CAUTION : DO NOT TURN THE WHEELS BEFORE MOVING THE AIRCRAFT TO AVOID R
TYRE DISTORTION AND CREEPING WITH RESPECT TO RIMS.
DO NOT PUSH ON SKIN PANELS, FAIRINGS OR ANTENNAS.
- Special case : use of towing bar (A).

Remove damper (2) to obtain a hand guiding bar.
Figure 1 - Towing bars
332 C 8.1
12-42 Page 2

SECTION 8.2
MAINTENANCE DATA
1 LUBRICANTS
1.1 Approved Gearbox Lubricants for MGB - 1GB - TGB and MRH
1.1.1 Normal Use

- Synthetic oil (5 eSt) type ESTER OX-27
NATO FRANCE UK USA
0.156 D.ERO 2499 MIL-L 23699
1.1.2 Alternative Oils

1 0.160 1 1 D.ENG.RD 24971
- Synthetic oil (3 to 3.5 cSt) type ESTER (Made in France)
10.IS01AIR3S141
- Synthetic oil (3 to 3.5 cSt) -type ESTER (Made in USA)
1 0.148 1 AIR 35141 1 MIL-L 7808
* - Mineral oil (8 eSt) Extreme-pressure OEP 70 R
10.ISSIAIR3S2SI DTD 581C 1 MIL-L 6086
NOTE * When changing from synthetic oil to mineral oil or vice vers R
it is necessary to flush the lubrication system.
When changing types of synthetic oil, flushing is advisible but
may be postponed in case of necessity.
* Not applicable for RAI certification R
332 e 8.2
98-44 Page 1

1.2 Approved Engine Lubricants
- Refer to TURBOMECA documentation

1.2.1 Normal Use

NATO FRANCE UK USA
0.156 O.ERD 2499 MIL-L 23699
1.2.2 Alternative Oils
1 0.160 1 1 D. ENG. RD 24971
- Synthetic oil (3 to 3.5 eSt) type ESTER (Made in USA)
1 0.148 1 AIR 35141 1 MIL-L 7808
- Synthetic oil (3 to 3.5 eSt) type ESTER (Made in France)
1 0.150 1 AIR 35141
- Synthetic oil (3.9 eSt) AEROSHElL TURBINE OIL 390 (fluid oil, no
defined specifiCation).
332 e 8.2
95-50 . Page 2
1.3 Vendors and Commercial Designation of Lubricants
| | | |
| TYPE OF OIL | VENDOR | DESIGNATION |
| | | |
| | BURMAH-FRANCE | CASTROL 5000 |
| | | |
| | ELF FRANCE | CHEVRON JET ENGINE OIL 5 |
| | | |
| | ESSO | EXXON TURBO OIL 2380 |
|Synthetic oil 5 cSt | | |
| | MOBIL | MOBIL JET OIL II |
| 0.156 | | |
| | MOBIL | MOBIL JET 254 (RM254A) |
|or D.ENG.ERD. 2499 | | |
| | NYCO | TURBONYCOIL 600 |
|or MIL-L 23699 | | |
| | SHELL | AEROSHELL TURBINE OIL 500 |
| | | AEROSHELL TURBINE OIL 560 |
| | | |
| | BURMAH-FRANCE | CASTROL 599 |
|Synthetic oil 5 cSt | | |
| | SHELL | AEROSHELL TURBINE OIL 555 |
| 0.160 | | |
|or D.ENG.RD. 2497 | ESSO | EXXON TURBO OIL 25 |
| | | |
| | ELF FRANCE | ELF SYNTHETIC OIL 15 |
| Synthetic oil | | |
| 3 to 3.5 cSt | NYCO | TURBONYCOIL 13 B |
| 0.150 | | |
|or AIR 3514 | TOTAL | TOTAL AERO TURBINE 312 |
| | | |
| | BURMAH-FRANCE | CASTROL 7808 H OIL |
| Synthetic oil | | |
| 3 to 3.5 cSt | ESSO | EXXON TURBO OIL 2389 |
| 0.148 | | |
| or AIR 3514 | MOBIL | AVREX S TURBO 256 |
| or MIL-L 7808 | | |
| | | |
| | BURMAH-FRANCE | CASTROL 581 C |
| | | |
|* Mineral oil | ESSO | AVIATION GEAR OIL MEDIUM | R
| | | |
| 0.155 | SHELL | AEROSHELL FLUID 5M-A |
| or AIR 3525 | | |
| or DTD 581 C | TOTAL | AEROGEAR 818 |
| or MIL-L 6086 | | |
| | TOTAL | AEROGEAR 823 |
| | | |
NOTE : For use on engines, refer to TURBOMECA documentation
* Not applicable for RAI certification
332 C 8.2
98-44 Page 3

2 HYDRAULIC FLUIDS
2.1 Normal Use
- Fire-resistant synthetic oil
| NATO | FRANCE | UK | USA |

| | | | |
| H.537 | - | - |MIL-H 83282 |
| | | | |
2.2 Alternative Hydraulic Fluid
- Microfiltered mineral oil
| | | DEF STAN | |
| H.515 |AIR 3520 | 91.48/1 |MIL-H 5606 |
| | | gr. OM 15 | |
| | | | |
NOTE : Flush the system when changing from one type of oil to another.
However mixing is authorized in case of necessity.
2.3 Vendors and Commercial Designation of Hydraulic Fluids
| | | |
| TYPE OF FLUID | VENDOR | DESIGNATION |
| | | |
| | NYCO | HYDRAUNYCOIL FH2 |
| | | |
| Synthetic oil | SHELL | AEROSHELL FLUID 31 |
| H.537 | | |
| or MIL-H 83282 | TOTAL | TOTAL AERO HYDRAULIC 316 |
| | | |
| | BP | BP AERO HYDRAULIC 1 B |
| | | |
| Mineral oil | BURMAH-FRANCE | CASTROLAERO 585 B |
| | | |
| H.515 | ESSO | AVIATION INVAROL FJ13 |
| | | |
|or AIR 3520 | MOBIL | MOBIL AERO HFD |
| | | |
|or DEF STAN 91.48/1 | NYCO | HYDRAUNYCOIL FH 51 |
| gr OM 15 | | |
| | PCAS | SKINOIL H.515 |
|or MIL-H 5606 | | |
| | SHELL | AEROSHELL FLUID 41 |
| | | |
NOTE : Although these two types of fluid are mixable in any proportion R
they may be mixed together only in case of necessity. In normal
use changing the hydraulic fluid requires the hydraulic system
to be drained completely and flushed.
332 C 8.2
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3 COMMERCIAL DESIGNATION OF FUELS
3.1 Fuels for Normal Use without Restrictions
| | | |
| TYPE OF FUEL | VENDOR | DESIGNATION |
| | | |
| | BP | BP JET A1 |
| Kerosene TRO | | |
| (with anti-freeze | ELF FRANCE | ELF JET A1 + Anti-freeze | R
| additive) (F34) | | |
|or MIL-T 83133 (JP8) | ESSO | ESSO TURBO FUEL A1 + AAG |
|or D.ENG.RD. 2453 | | |
|or AIR 3405 (F34) | MOBIL | MOBIL JET A1 |
| | | |
| | BP | BP JET A1 |
| | | |
| Kerosene TRO | ELF FRANCE | ELF JET A1 |
| (without anti-freeze| | |
| additive) (F35) | ESSO | ESSO TURBO FUEL A1 |
|or ASTM.D.1655 | | |
| JET A1 | MOBIL | MOBIL JET A1 |
|or D.ENG.RD. 2494 | | |
|or AIR 3405 (F35) | SHELL | SHELL JET A1 |
| | | |
| | TOTAL | TOTAL JET A1 |
| | | |
| | | |
| Fuel TR4 | | |
| Wide-cut | ESSO | ESSO TURBO FUEL B + AAG |
| (with anti-freeze | | |
| additive) (F40) | | |
|or MIL-T 5624 | | |
| grade JP4 | SHELL | SHELL JP-4 |
|or D.ENG.RD. 2454 | | |
|or AIR 3407 | | |
| | | |
| | | |
| Fuel TR5 | | |
| High flash-point | | |
| (without anti-freeze| | |
| additive) (F43) | ESSO | ESSO TURBO FUEL 5 |
|or D.ENG.RD. 2498 | | |
| AVCAT | | |
|or AIR 3404 (F43) | | |
| | | |
| | | |
| Fuel TR5 | ESSO | ESSO TURBO FUEL 5 + AAG |
| High flash-point | | |
| (with anti-freeze | | |
| additive) (F44) | | |
|or MIL-T 5624 | SHELL | SHELL JP-5 |
| grade JP5 | | |
|or D.ENG.RD. 2452 | | |
| AVCAT | TOTAL | TOTAL CARBUREACTEUR TR5 |
|or AIR 3404 (F44) | | |
| | | |
332 C 8.2
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4 FUEL ADDITIVES
4.1 Use of Anti-Freeze Additive in the Fuel
It the use of an anti-freeze additive is required, it is recommended to

use a type of fuel already containing such an additive ; if not, the
anti-freeze additive shall be incorporated.
The additive shall meet the requirements of the following standards :
- AIR-3652
- MIL-I-27686
- MIL-I-85470
- D. Eng. RD 2451
- NATO S 748
or be equivalent to other products already complying with these

standards, such as :
- ESSO METHOXYETHANOL
- PHILLIPS PFA 55 MB (PRIST product under commercial designation
PZB 103).
The concentration of additive in the fuel shall be between 0.035 and

0.15 % by volume.
The mixture obtained after incorporation of the additive shall be

homogeneous. Mixing may be carried out by means of an approved equipment, R
generally supplied by the vendor of the additive and used in compliance
with the vendor's instructions.
NOTE : The presence of jet pumps in the fuel system probably contributes R
to producing a homogeneous mixture, although this statement has
never been proved.
If there is any doubt as to the anti-freeze additive content or if it is

not known, the fuel shall be drained from the tank and replaced by fuel
already containing additive, unless it is possible to determine the
concentration with accuracy, by means of a special measuring equipment.
The minimum and maximum concentrations, as well as the specifications of

the anti-freeze additives to be used, are marked near the filler caps.
4.2 Anti-Static Additive
- SHELL ASA-3 : Maximum concentration : 0.0001 % by volume.

- DUPONT STADIS 450 : Maximum concentration : 0.0003 % by volume.
332 C 8.2
12-42 Page 6

5 REFUELING
5.1 Gravity Refueling
Gravity refueling is performed on the RH side of the aircraft. A filler

neck, protected by a filter and blanked off by a cap, is provided on
each transverse tank ; the cap can be checked from the ground for correct
locking.
CAUTION : - REFUELING IS TO BE PERFORMED CAREFULLY, LIMITING THE FLOW

RATE WHEN THE FUEL LEVEL IS DRAWING NEAR TO THE FILLER NECK.
- IF POSSIBLE, POSITION THE AIRCRAFT SO THAT THERE IS NO
LATERAL TILTING. IF THE AIRCRAFT IS TILTED TO THE RIGHT, THE
FUEL TANKS CANNOT BE FILLED COMPLETELY.
General safety precautions
- Connect the bowser earthing cable to the aircraft earthing connector.

- On the fuel gauges, check the quantity of fuel remaining in the
tanks.
- Ensure that the aircraft electrical power supply is switched off.
- Place a fire extinguisher near the work area.
- Strictly prohibit smoking in the safety area. R
- Prohibit the use of any means of lighting not conforming to the safety
rules.
- Fill the groups of tanks, monitoring the quantity of fuel delivered
on the bowser flowmeter.
- Position the cap on the filler neck. Check for correct seating and
locking.
332 C 8.2
12-42 Page 7

5.2 Pressure Refueling (optional)
A connector for pressure refueling on the ground is fitted on the RH

side of the aircraft, aft of the sliding door.
This self-sealing connector is protected by a cap.
CAUTION : THE TOTAL FUEL QUANTITY PERMISSIBLE IN ALL TANKS BY PRESSURE R

REFUELING IS LESS THAN THAT BY GRAVITY REFUELING, AND DEPENDS
ON AIRCRAFT ATTITUDE.
5.2.1 Pressure Refueling on the Ground
The general safety precautions listed previously for gravity refueling

remain applicable, and are completed as follows :
- Energize the aircraft electrical system (ground power system or
battery).
- Cycle the relief valves (before every refueling operation).
- Fit the filler hose into the aircraft connector and ground it.
- Select the quantity of fuel desired on the pressure refueling
control panel.
- Check that the delivery pressure is less than 2.5 bar (35 psi)
or 3.5 bar (50 psi) Post-MOD OP 22657 : installation of a
restrictor limiting the pressure to 2.5 bar.
- Set the three-position selector switch to the refueling position R

REFUEL (or REF. according to version).
Check that :
. the MAIN (or INT according to version) indicator lights illuminate

(showing that the solenoid valves of the main fuel tanks are open).
The fuel under pressure fills all the tanks in the LH and RH groups. R
In normal operation, the fuel gauging system switches the solenoid

valves off.
- Monitor the helicopter and bowser fuel quantity indicators. R
NOTE : If possible, the refueling operations are to be performed on a

level surface (aircraft attitude fairly close to zero).
If the refueling is performed with an aircraft attitude of more
than 5 (nose up or nose down), proceed as follows to avoid any
fuel overflow.
- Reduce the pre-selected quantity by 150 litres with respect to
the total quantity contained in the tanks with a zero attitude
(the total quantity differs with the aircraft version or the
optional fuel tanks installed).
- Limit the delivery pressure to 1.5 bar (21 psi).
332 C 8.2
12-42 Page 8


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During the refueling operation, two possibilities are to be

considered :
- 1st possibility : The selected quantity is less than or equal to the

capacity of the main fuel tanks.
- 2nd possibility : The selected quantity is greater than the capacity

of the main fuel tanks.
. The closing of the main solenoid valves causes
the supplementary fuel tank solenoid valves to
open.
5.2.2 Suction Defueling
The pressure refueling system is also used for draining the fuel from
the tanks.
For defueling :
- Place the three-position selector switch in the defueling position.

(DEFUEL or DEF according to version).
- Select the quantity of fuel to be left in the tanks, by means of the
potentiometer on the control unit.
- Maximum negative pressure on defueling is : - 0.36 bar (-5 psi).
The fuel is drained first from the sponson tanks (if installed), and
then from the main tanks.
When the quantity of fuel remaining in the aircraft corresponds to the

selected quantity, the main tank solenoid valves close.
NOTE : The control unit and pressure refueling installation is

described in SECTION 9 : Operational Information.
5.3 Refueling with Rotors Turning, Aircraft on the Ground
WARNING : REFUELING WITH ROTORS TURNING SHALL BE PERFORMED ONLY AFTER

PRIOR AGREEMENT IS GIVEN BY THE APPROPRIATE AUTHORITY IN 5
COMPLIANCE WITH OPERATIONAL REGULATIONS.
Refueling on the ground with rotors turning can be achieved either by

gravity or by pressure, in the same conditions as those defined in
paragraph 5.1 and 5.2.
The following instructions are to be complied with :
5.3.1 Special Instructions
- Close all doors and windows.

- Switch off the air conditioner and all P2 air bleed consumers.
- Do not transmit on SSB frequency.
- Switch off the blade de-icing system if fitted.
332 C 8.2
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5.3.2 General Instructions
- Place a fire extinguisher in the vicinity of the aircraft.
- The following are strictly prohibited :

. smoking within the danger area,
. use of devices with a naked flame,
. use of lighting devices that do not meet safety standards.
- Connect bowser to aircraft through electrostatic connector.
- Make sure that the main landing gear grounding chains touch the
ground.
NOTE : It is advisable, as far as possible, to shut down the RH

engine in order to minimize fire hazards.
6 AIR INTAKE INSPECTION AND CLEANING PROCEDURE IN SNOWY CONDITIONS R
A thorough inspection of the air intake area must be performed following

any period of ground operation, or if the helicopter has been parked, in R
conditions of falling and blowing snow.
Initially, the following areas should be inspected by standing on the

cockpit floor on the pilot and copilot side and viewing both grids/ R
intakes from each side. It may be necessary to use a torch in poor light
conditions or back light. Moving fore and aft will ensure the best possible
view of the intakes and grids. This check may be performed rotors running. R
R
. The air intake stub frame : lower part (particularly under the baskets,
between the baskets and inside the engine compartment air cooling
opening) and upper part (particularly in the centre hollow).
. The air intake grids, outside and inside, including the visible parts of
the strengthening members.
If any accumulations of snow, slush or ice are noted in the inspected areas,
it must be assumed that further accumulations are present in the areas not
easily seen. In this case, the helicopter must be shut down and a more
comprehensive check performed, particularly of the inside of the grids R
strengthening members.
If the helicopter has been parked with engines shut down in falling or
blowing snow conditions, the visible part of the intake heating mats should
be inspected before starting.
Any accumulation of ice, snow or slush must be removed either by hand,

brush, non-cutting tool or a compressed air generator.
332 C 8.2
12-42 Page 10

If any accumulations are observed inside the air intake grids (i.e the
internal face of the grid, inside the stiffening members or on the heating
mats) and the above means are ineffective, a hor air generator may be
used.
For cases where accumulations cannot be removed by the above means, it

will be necessary to shut down the engines and open the air intake stub
frame to provide access to the intake heating mats and the inside of the
grids. R
332 C 8.2
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SECTION 8.3
TEST SHEETS
1 GENERAL
The test sheets are intended to summarize the checks to be carried out in R
flight or on the ground, with rotors turning either after replacement of
major components, or after an extensive operation, or further to periodic
inspections.
The test sheets are in the form of reproducible sheets which can be filled R
in directly by the crew. R
CAUTION : SINCE THESE CHECKS DO NOT FORM PART OF NORMAL HELICOPTER

OPERATION, THEY SHALL BE CARRIED OUT ONLY BY QUALIFIED PERSONNEL
UNDER THE OPERATOR'S RESPONSIBILITY. R
332 C 8.3
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2 LIST OF TEST SHEETS Pages
SHEET N 1 FLIGHT REPORT .......................................... 3
SHEET N 2 CHECKS AFTER ENGINE OR MODULE REPLACEMENT
. 2A 1st engine starting - Ground run................... 5 R

. 2B 2nd engine starting ............................... 6
. 2C Ground run - Idling - Engine shut down ............ 7
. 2D Bleed valves ...................................... 8
. 2E Hover IGE - Engine acceleration ................... 9
. 2F Check of the maximum contingency power
Engine power and temperature checks ............... 10
SHEET N 3 CHECKS AFTER MRH, FREQUENCY ADAPTER OR MAIN ROTOR BLADE

REPLACEMENT
. 3A Ground run, blade track, unbalance ................ 11

. 3B Hover flight IGE - Climb .......................... 12
. 3C Level flight at Max. Contingency Power - VNE ...... 13
SHEET N 4 CHECKS AFTER - MGB OR MAIN MODULE REPLACEMENT R

- RINSING AFTER POLLUTION R
. 4A Torquemeter check on the ground run ............... 14

. 4B Hover flight IGE .................................. 15
R
SHEET N 5 CHECKS AFTER TGB OR TAIL ROTOR BLADE REPLACEMENT
. 5 Ground run - TRH unbalance ........................ 16 R
SHEET N 6 CHECKS AFTER OPERATIONS ON FLYING CONTROLS
. 6 Check of low pitch stop adjustment - Level flight -

check of performance data ......................... 17 R
SHEET N 7 HYDRAULIC SYSTEMS
. 7 Check following the 1st flight after replacement

of hydraulic fluid ................................ 18 R
SHEET N 8 CHECK AFTER AC MASTER BOX OR ALTERNATOR REPLACEMENT .... 19 R
SHEET N 9 SYSTEM CHECKS .......................................... 20 R
332 C 8.3
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HELICOPTER
SHEET No. FLIGHT REPORT
I AS 332
WEATHER
DATE Start: QFE:
QMU:
CREW Duration:
QAN:
AREA Number of landings : - Direction :
- Force :
EQUIPPED EMPTY WEIGHT

Crew
Ballast
WEIGHT WITHOUT FUEL
Fuel
CROSS WEIGHT CG LOCATION:
MAJOR WORK CARRIED OUT REMARKS MADE BY

BEFORE FLIGHT CREW AFTER FLIGHT
UNITS USED
(cross out as applicable)
WEIGHT FUEL ALTITUDE AIRSPEED
kg - lb kg - lb - I - m - ft km/h - kt - MPH
US gal - UK gal
SPECIAL INSTALLATIONS WRITER'S VISA
332 C 8.3
97-40 Page 3

OPERATIONS ON ENGINE OR MODULE
TESTS TO BE CONDUCTED ACCORDING TO THE COMPONENT REPLACED.
Hydro- Module Replacement

Engine Engine Electronic
mechanical
I
TEST Removable/ Repla- Unit
governor
Installation cement Replacement N.1 N.2-3-4-5
replacement
Starting
GroundRun

Hover Flight

Acceleration

Bleed
Valve

Engine
condition

Max. Ng

Engine
coast-down

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SECTION 8.4
ENGINE CLEANING - WASHING - PROTECTION INSTALLATION R
CAUTION REFER TO TURBOMECA MAINTENANCE MANUAL FOR PERIODICITIES OF R

OPERATIONS AS SHOWN BELOW, PRODUCTS AND TOOLS REFERENCE TO R
USE AND TABLE OF MIXTURE PROPORTIONS. R
1 GENERAL
This installation is used to clean, wash and protect engine compressors R
without the need of an operator on the engine deck. R
Compressor washing operations are carried out after the last flight of R
the day in salt-laden or corrosive atmosphere, with cowlings closed, R
rotors turning and engines at idle speed or in cranking mode. R
2 DESCRIPTION
This installation comprises
a spray ring fitted on each engine air intake,
- hoses and rigid pipes which carry the washing product through the
bulkheads into the engines,
- two self-sealing couplings located forward of the cargo bay door, at the
engine deck, on LH side of helicopter, for connection to the pressure
generating unit.
3 PRESSURE GENERATING UNIT

The pressure generating unit includes a hose fitted with a coupling for
quick connection to the helicopter couplings.
Two types of equipment are provided:

- hand-operated R
- electrically-operated R
4 OPERATION
Before each operation:
Shut off all P2 air bleeds (Air conditioning - Heater). R
Switch off ice-detector (if fitted). R
Set in opening position the mobile bullets of Electrical Multipurpose R
Engine Air Intakes (if fitted). R
4.1 Cleaning Procedure R
- Prepare about 7 l (1,85 US GAL) of mixture in the pressure generating R

unit. R
332 C 8.4
05-21 Page 1

5 5
2 2
KEY
1. Self-sealing couplings
2. Hoses
3. Rigid pipes
4. Couplings
5. Spray ri ngs
Figure 1 - Engine - Cleaning - Washing - Protection Installation R
332 C 8.4
05-21 Page 2

Connect spray hose to helicopter coupling, pressurize to 2 bar (29 psi) R
- Shut off all air bleeds P2. R
- Wait until engine is cold: t4 < 70C R

CAUTION : ENGINE COOLING MUST BE SLOW. DO NOT ACCELERATE COOLING WITH R
CRANKING. R
MINIMUM TIME PERIOD BETWEEN ENGINE SHUT DOWN AND R
CLEANING 30 MIN. R
- Procedure R
Inject 4 l of mixture (1,05 US gal) during two successive 15-second R
cranking. R
Wait for 20 min (product impregnation). R
NOTE If the time required for injection is too long, blow the R
whole injection system with compressed air. R
- Rinsing R
Fill-in the tank with demineralized water R
NOTE: If the OAT is below + 5C, add antifreeze to the rinsing water. R
Inject 2 l of demineralized water during one 15-second cranking. R
Dry the engine by running it at ground idle for 5 min within one hour R
after cleaning. R
Should the helicopter be grounded for more than or equal to 3 days, R
carry out engine protection according to the procedure given in R
paragraph 4.3. R
4.2 Washing Procedure R
- Two procedures are determined for washing R

Ground idle procedure, R
Cranking procedure. R
Required mixture quantity: about 7 l (1,85 US gal) per engine. R

NOTE Carry out one of the two following washing procedures after R
the last flight of the day and between flights if the next flight R
is planned more than 6 hours later. R
Cranking procedure shall be preferred (better efficiency). R
4.2.1 Ground idle procedure R
Prepare about 7 l (1,85 US GAL) of mixture in the pressure R

generating unit. R
Connect spray hose to helicopter coupling, pressurize to 2 bar R
(29 pSi). R
332 C 8.4
05-21 Page 3

Shut off all air bleeds P2. R
- Start engine, ground idle speed Ng 66 % (22000 tr/min). R
NOTE If wind conditions require the rotor to be maintained at nominal R

speed, washing may be carried out with the two engines in R
operation:
. The engine being washed at ground idle Ng 66 % (22000 tr/min). R
. The other at flight idle. R
Inject 7 l (1,85 US gal) of mixture into the engine at ground idle, R
injection time ~ 2 min. R
NOTE: If the time required for injection is too long, blow the whole R
---- injection system with compressed air. R
- Immediately after, or in the hour following the washing, dry the R

engine at ground idle for 5 min. R
- Should the helicopter be grounded for more than or equal to 3 days, R
paragraph 4.3. R
4.2.2 Cranking procedure R

Same mixture as the previous procedure (paragraph 4.2.1). R
- Wait until engine is cold: t4 ~ 70C. R

CAUTION: ENGINE COOLING MUST BE SLOW. DO NOT ACCELERATE COOLING WITH R
CRANKING. R
MINIMUM TIME PERIOD BETWEEN ENGINE SHUT DOWN AND R
CLEANING: 30 MIN. R

Inject 4 (1,05 US gal) of mixture during two successive IS-second R
cranking. R
Dry the engine by running it at ground idle for 5 min within one hour R
after cleaning. R
- Should the helicopter be grounded for more than or equal to 3 days, R
paragraph 4.3. R
332 C 8.4
05-21 Page 4

4.3 Protection Procedure

- Prepare about 2 l (0,52 US gal) of pure product into the pressure R
generating unit. R
Connect spray hose to helicopter coupling, pressurize to 2 bar (29 psi).R
- Wait until engine is cold: t4 ~ 70C. R

CAUTION: ENGINE COOLING MUST BE SLOW. DO NOT ACCELERATE COOLING WITH R
CRANKING. R
Proceed a 15-second cranking R

. Inject the product after a 5-second cranking and during 10 s, R
(about 0,2 l - 0,05 US gal). R
- As protective products are flammable, carry out a ventilation for
15 s to eliminate any accumulated product.
Whenever the engine washing installation is used, blow compressed
air into the pipes to clean the system.
N
332 C 8.4
05-21 Page 5


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COMPLEMENTARY FLIGHT MANUAL

EUROCOPTER Direction Technique Support

and must not be retained for reference

and must not be retained for reference

Some sub-sections covering installations or procedures not used on

8.2 MAINTENANCE DATA

8.3 TEST SHEETS

8.4 ENGINE CLEANING - WASHING - PROTECTION INSTALLATION

and must not be retained for reference

and must not be retained for reference

The towing bar is used to move the aircraft on surfaces similar in R

1.2 Instructions for Use of the Towing Bar

1.3 Towing the Aircraft with a Tractor

- With an operator in the cockpit :

CAUTION : WHEN TOWING THE AIRCRAFT, AVOID ANY SUDDEN ACCELERATION OR

and must not be retained for reference

1.4 Towing the Aircraft by Hand

The procedure is identical to that described previously. R

- Special case : use of towing bar (A).

Figure 1 - Towing bars

and must not be retained for reference

1.1.1 Normal Use

NATO FRANCE UK USA

0.156 D.ERO 2499 MIL-L 23699

1.1.2 Alternative Oils

1 0.160 1 1 D.ENG.RD 24971

- Synthetic oil (3 to 3.5 cSt) type ESTER (Made in France)

- Synthetic oil (3 to 3.5 cSt) -type ESTER (Made in USA)

1 0.148 1 AIR 35141 1 MIL-L 7808

* - Mineral oil (8 eSt) Extreme-pressure OEP 70 R

10.ISSIAIR3S2SI DTD 581C 1 MIL-L 6086

* Not applicable for RAI certification R

and must not be retained for reference

1.2 Approved Engine Lubricants

- Refer to TURBOMECA documentation

- Synthetic oil (5 eSt) type ESTER OX-27

1.2.2 Alternative Oils

- Synthetic oil (5 eSt) type ESTER OX-27

1 0.160 1 1 D. ENG. RD 24971

- Synthetic oil (3 to 3.5 eSt) type ESTER (Made in USA)

1 0.148 1 AIR 35141 1 MIL-L 7808

- Synthetic oil (3 to 3.5 eSt) type ESTER (Made in France)

1 0.150 1 AIR 35141

1.3 Vendors and Commercial Designation of Lubricants

NOTE : For use on engines, refer to TURBOMECA documentation

* Not applicable for RAI certification

and must not be retained for reference

2.1 Normal Use

- Fire-resistant synthetic oil

| NATO | FRANCE | UK | USA |

2.2 Alternative Hydraulic Fluid

- Microfiltered mineral oil

2.3 Vendors and Commercial Designation of Hydraulic Fluids

and must not be retained for reference

3 COMMERCIAL DESIGNATION OF FUELS

3.1 Fuels for Normal Use without Restrictions

and must not be retained for reference

4.1 Use of Anti-Freeze Additive in the Fuel

It the use of an anti-freeze additive is required, it is recommended to

The additive shall meet the requirements of the following standards :

or be equivalent to other products already complying with these

The concentration of additive in the fuel shall be between 0.035 and

The mixture obtained after incorporation of the additive shall be

If there is any doubt as to the anti-freeze additive content or if it is