03 Structure PDF

THM
T1-T2
3
STRUCTURE
ATA 06
ATA 07
ATA 08
ATA 09
ATA 10: MMEL affected
ATA 53
ATA 55
3.1 GENERAL
3.1.1 DESCRIPTION OF THE STRUCTURE SUB-ASSEMBLIES
3.1.2 MAIN FRAMES AND MAIN AIRCRAFT DATUM PLANES
3.1.3 CARGO BAY ACCESS DIMENSIONS AND LOAD CAPACITY
3.1.4 STRUCTURE FUNCTIONAL REFERENCE POINTS
3.1.5 SERVICING ACCESS
3.1.6 SPECIAL CONFIGURATIONS
3.1.7 PARKING AND MOORING
3.2 MAIN STRUCTURAL COMPONENTS

3.2.1 CRASH PROTECTION
3.2.2 TRANSMISSION DECK
3.2.3 COWLINGS
3.2.4 MULTIPURPOSE SPONSON
3.2.5 TAIL STRUCTURE
3.2.6 TAIL STABILIZER
3.3 DOORS
3.3.1 PILOT AND COPILOT DOORS
3.3.2 SLIDING LATERAL PLUG-IN DOORS
3.3.3 AFT STAIRWAY DOOR
3.4 EMERGENCY AND ESCAPE EXITS
3.5 DOORS AND COWLINGS CLOSURE MONITORING

3.5.1 PROXIMITY SENSOR OPERATING PRINCIPLE
3.5.2 ENGINE (MGB COWLING) AND RANDOME INDICATING SYSTEM
3.5.3 DOOR INDICATING
3.5.4 GPU DOOR INDICATING
FOR INSTRUCTION ONLY

Rev. Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS
HELICOPTERS TRAINING SERVICES et son contenu ne peut être divulgué. © AIRBUS HELICOPTERS TRAINING SERVICES – Tous droits réservés. 3.1
40-2014 This document is the property of AIRBUS HELICOPTERS TRAINING SERVICES, it may not be communicated to third parties and/or reproduced without the prior written
authorization of AIRBUS HELICOPTERS TRAINING SERVICES and its contents may not be disclosed. © AIRBUS HELICOPTERS TRAINING SERVICES – All rights reserved.
THM
T1-T2
LIST OF EFFECTIVE PAGES
Page 3.1............................................................ Rev. 40-2014 Page 3.17.......................................................... Rev. 05-2013
Page 3.2............................................................ Rev. 09-2015 Page 3.18.......................................................... Rev. 42-2013
Page 3.3............................................................ Rev. 50-2012 Page 3.19.......................................................... Rev. 42-2013
Page 3.4............................................................ Rev. 45-2012 Page 3.20............................................................Iss. 40-2012
Page 3.5............................................................ Rev. 42-2013 Page 3.21............................................................Iss. 40-2012
Page 3.6............................................................ Rev. 06-2014 Page 3.22.......................................................... Rev. 40-2014
Page 3.7............................................................ Rev. 09-2014 Page 3.23.......................................................... Rev. 42-2013
Page 3.8............................................................ Rev. 09-2015 Page 3.24.......................................................... Rev. 19-2007
Page 3.9............................................................ Rev. 40-2014 Page 3.25.......................................................... Rev. 42-2013
Page 3.10.......................................................... Rev. 09-2015 Page 3.26.......................................................... Rev. 42-2013
Page 3.11............................................................Iss. 48-2012 Page 3.27.......................................................... Rev. 03-2013
Page 3.12.......................................................... Rev. 42-2013 Page 3.28.......................................................... Rev. 40-2014
Page 3.13.......................................................... Rev. 06-2014 Page 3.29.......................................................... Rev. 51-2013
Page 3.14.......................................................... Rev. 06-2014 Page 3.30.......................................................... Rev. 06-2014
Page 3.15............................................................Iss. 48-2012 Page 3.31.......................................................... Rev. 34-2010
Page 3.16.......................................................... Rev. 03-2013 Page 3.32.......................................................... Rev. 34-2010

3.2
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HELICOPTERS TRAINING SERVICES et son contenu ne peut être divulgué. © AIRBUS HELICOPTERS TRAINING SERVICES – Tous droits réservés. Rev.
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THM
T1-T2
3.1 GENERAL
The EC 225 fuselage is of monocoque design with stressed skin and frames, manufactured from both light alloys and
composite materials. It includes, from the nose aft:
• the cockpit- the forward structure (zone A)
• the cabin- the central structure (zone B)
• the intermediate structure- (zone C)
• the tail structure- the aft structure (zone D)
Cowlings cover the upper part of the aircraft. Fairings protect the landing gear.

THM
T1-T2
3.1.1 DESCRIPTION OF THE STRUCTURE SUB-ASSEMBLIES

CANOPY - WINDOWS AND DOORS
• Canopy and doors : welded framework
(removable canopy structure).
• 2 cockpit access doors (1 on RH side
- 1 on LH side)
LOU_01248_00
• 2 cabin access doors (1 on RH side
- 1 on LH side)
• 1 aft loading hatch.
Canopy Cockpit doors Cabin doors Rear hatch
MAIN STRUCTURE
The main structure consists of : Upper
• Three inseparable parts: structure
- the upper and bottom conventional
design structures.
- the intermediate structure made of
Carbon / Nomex / Kevlar
• Main frames onto which the main
LOU_01248_00
rotor shaft suspension bars, engines

and main landing gear are attached.
• The engines compartment deck is
made of "Titanium".
Intermediate structure
Bottom
structure
TAIL STRUCTURE
• Conventional design tail boom and

pylon.
• The removable tail boom is bolted
onto the intermediate structure junction
frame.
Junction frame Pylon
• The horizontal stabilizer improves
pitch-axis stability. It is secured to the
LH side of the pylon opposite the tail
rotor with a positive incidence
• The horizontal stabilizer bears a
LOU_01248_00
laminate slat which directs the airflow

onto the upper surface on high incidence
angles.
• The light alloy lower fin incorporates
a fiberglass bumper.
• The steel tail skid protects the aft Tail boom Lower fin Horizontal
structure against nose-up landings. A stabilizer
shock absorber fitted on the tail skid
absorbs the loads.

Rev.
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T1-T2
3.1.2 MAIN FRAMES AND MAIN AIRCRAFT DATUM PLANES

The fuselage is divided into zones and sub-zones which enable the accurate locating of the different components
and equipment
The aircraft references are determined by three planes: X, Y, Z.
• Origin of X : vertical plane located 4.67 meters forward of the main rotor center, perpendicular to the aircraft
centerline. Reference for the longitudinal dimensions.
• Origin of Y : aircraft symmetry plane.
Reference for the lateral dimensions.
• Origin of Z : horizontal plane along the cabin

floor. Reference for the vertical dimensions.
LOU_01249_00
X (-) X (+) 5° (main rotor shaft

tilt)
4.67m
Z (+)
LOU_01250_00
Z (-)
X 1715
X 3245
X 2480
X 3855
X 5295
X 5905
X 6815
X 9900
Junction frame
X - 635
Cockpit Main frames

bulkhead
Y (+)
Y (-)

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3.1.3 CARGO BAY ACCESS DIMENSIONS AND LOAD CAPACITY
1.35m
1.35m
4.43ft 0.58m
4.43ft
1.91ft
5.69m
18.66ft
7.87m
25.82ft
1
3
Light alloy honeycomb

panel
FWD
The sandwich design floor panels are made of light alloy The floor panels are attached to the lower structure.
honeycomb and skin sandwich structure
(floor 1500kg/m2). They provide access to the following equipment :
- Fuel tanks and transfer bays
- Electrical equipment
- Hydraulic equipment and flight controls
NOTE:On option all floor panels are a "NOMEX"
They are equipped with :
honeycomb with Carbon/Kevlar skin (800kg/m2). The
- Mooring rings (1)
front panel over the nose landing gear is a light alloy
- Ferry tank attachments (2)
honeycomb and skin sandwich structure.
- Integrated Seat rails (3)

Ce document est la propriété d’AIRBUS HELICOPTERS TRAINING SERVICES, il ne peut être communiqué à des tiers et/ou reproduit sans l’autorisation préalable écrite d’ AIRBUS Rev.
06-2014
This document is the property of AIRBUS HELICOPTERS TRAINING SERVICES, it may not be communicated to third parties and/or reproduced without the prior written
THM
T1-T2
3.1.4 STRUCTURE FUNCTIONAL REFERENCE POINTS
A
1 2 B
2 C
JACKING POINTS ALIGNMENT REFERENCES
Frame 2480 is equipped with a fitting onto which a jacking These points are marked by 2mm diameter holes drilled
adapter (1) can be mounted to constitute the forward on the underside of the structure along the aircraft
jacking point (FWD). longitudinal centerline :
Two jacking adapters (2) are screwed onto two fittings on - A : at frame 1055
frame 6815 for the two aft jacking points (LH and RH). - B : Below the frame 7225, on a braket riveted on an
(3) safety tay installed below the forward mooring fittings. antenna support
- C : at frame 12243
The alignment of the tail structure with the main body
structure is checked by dropping plumb lines from the
alignment references.
The aircraft is weighed in the configuration, defined by the R.I.C (individual inspection log book), when it leaves the
manufacturer's factory or, if necessary, by the operator after major maintenance work or a crash.
THM
T1-T2
3.1.4 STRUCTURE FUNCTIONAL REFERENCE POINTS (cont.)
2
1
4
LEVELLING
The levelling is achieved using a plumb line (1) fixed on
plate (2), a graduated plate (3) on floor panels, at frame
5295, a ruler (4) and a clinometer (5).
X 13069
X 1715
X 5725
X 9900
Sighting marks placed on either side of the structure

enable the horizontal alignment and the alignment
between the forward structure and the tail boom to
be checked. This operation is done whith the blades
removed.
These targets are located:
- Aft of frame 1715
- Forward of frame 5725
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T1-T2
3.1.5 SERVICING ACCESS

(1) SERVICING ACCESS PROVISIONS, INSPECTION PANELS AND UTILITY CONNECTIONS
2
4
6
1 3
7 1 � Maintenance bridge
2 � Engine cowling opening steps
8 3 � Crew footsteps
4 � Cabin access steps
5 � Transmission access built-in steps
6 � Tail rotor transmission cowlings
7 � Engine cowlings and platforms
8 � Air intake stub frame
9 � Sliding cowling
10
10 � Versatile maintenance ladder
11 � Battery access radome
12 � Ventilation fan access
9 13 � Pylon structure access door
12 14 � Magnetometer access doors
15 � Fuel equipment accesses
16 � Underfloor bay-access
17 � Lower bay access panel
18 � Nables (only with flotation gear)
11
17
14 13
16
15 18
holes facing AFT
seizing test actuator

FWD

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3.1.6 SPECIAL CONFIGURATIONS

Towing and ground handling
When hitched to a tractor the tow bar enables the
maneuvering of the aircraft to areas where it could not
normally taxi to with the rotor spinning.
The tow bar is equipped with a shear link to protect the
nose and landing gear unit from excessive loads.
(Speed of towing limited to 10 km/h, and blades attached
if the wind velocity is greater than 30 kts).
A hand-bar is provided for delicate maneuvering.
Before towing the operator must be sure that the red flag
on the nose landing gear is not visible.
In the event of abnormal traction or compression loads,

towing bar is protected by a shock absorbing system (1)
and a shear shaft (2).
BLADES IMMOBILISATION SYSTEM

Tail blade locking clamp

Rev.
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3.1.7 PARKING AND MOORING

Aircraft parking is done using a kit of covers and blanking to protect the aircraft of external environment.
Rotor is locked with the "static" position of rotor brake, wheel choks are used at each landing gear unit.
COVERS 3
2
1 � Canopy cover
2 � Air intake covers
3 � Main rotor head cover 1 4
4 � Exhaust pipe cover
5 � Pilot head caps
Attaching rings are fitted on the airframe and the main

landing gear units. This rings are used for picketing the
main blades and to moor the aircraft on ground.
Picketing of the main blades is done using a set of ropes

for low force of wind or rigid poles for hich winds.
A set of stop blocks is provided to lock the tail rotor blades
on flapping axis.

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T1-T2
3.1.7 PARKING AND MOORING (cont.)

HOISTING
When the aircraft is stripped to its empty weight (main
rotor blades removed or not), a sling may be attached to
the main rotor head for hoisting purposes.
Ballast weights must be placed in different positions
(according to options) to maintain longitudinal attitude.
Two ropes are used to guide the aircraft during hoisting
maneuvers.
AIR TRANSPORT
The aircraft can be transported by ANTONOV after main
landing gear kneeling and some fairing and main blades
have been removed.
DEBOGGING
The aircraft can be debogged either forward or aft using a debogging device, attached to the main landing gear shock
absorber support.
The aircraft is steered manually using a hand bar attached to the nose landing gear.

Rev.
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T1-T2
3.1.7 PARKING AND MOORING (cont.)

Mooring is provided to attach the aircraft on ground or on the deck of a ship
Two tie-down rings on frame 1715 (A) and 2 rings on the main landing gear spindles (D) are used for normal mooring.
Two tie-down rings on frame 6815 (C) and two others on frame 5295 (B) reinforce normal mooring.
Note a specific double ring on frame 2480, close to the nose landing gear bay.
£
ª
A B C
D
£
£
Storage consist of protecting the aircraft or its components against physical and chemical deterioration through the
corrosive action of the atmosphere.
The choice of the storage procedure depends upon storage period and local climate.
There are 3 different category of storage :
No preservation measure
Short term
Long term

THM
T1-T2
3.2 MAIN STRUCTURAL COMPONENTS
1 2 3 4 5 6 7 8 9
10
28
27
11
26
12
13
HA_A060000_001
25 14
15
16
24 17
23 18
19
22 21 20
Sandwich structure - metal honeycomb

Composite material metal skin
Titanium Steel
Altuglass and double layer glass for pilot

Light alloy and copilot windshield panels
1 � Air intake sliding cowling 15 � Intermediate structure

2 � Engine firewall 16 � Loading hatch
3 � Engine cowling 17 � Cabin door (RH door opposite hand)
4 � Transmission deck 18 � Cabin floor
5 � MGB sliding cowling 19 � Landing gear fairing
6 � Upper structure 20 � Footsteps
7 � Tail rotor drive shaft fixed cowling 21 � Hydraulic line protective channel
8 � Tail rotor drive shaft opening fairings 22 � Bottom structure
9 � TGB fairing 23 � Fuel tank compartment trimming
10 � Pylon fairings 24 � Cockpit floor
11 � Horizontal stabilizer 25 � Radome
12 � Tail skid (steel) 26 � Copilot's door (Pilot's door opposite hand)
13 � Lower fin 27 � Canopy
14 � Tail boom 28 � Forward fixed fairing (cockpit roof)
Rev.
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3.2 MAIN STRUCTURAL COMPONENTS (cont.)

CLASSIFICATION OF DAMAGE TO COMPOSITE MATERIALS
As exemple : Perforations: According to the impact, perforations may

or may not go right through the part.
Scoring:The damage itself has no effect on the part

structural strength. Repair is, however, required to prevent
the working layers (1) being attacked by external agents.
The various sealing areas of the structure are defined below:
1 - Canopy structure sealing area,

2 - Upper structure sealing area,
3 - Lower structure sealing area,
4 - Intermediate structure sealing area,
5 - Tail structure sealing area,
6 - Stabilizer structure sealing area.
These 6 sealing areas are analysed in the MMA documentation.

48-2012
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T1-T2
3.2.1 CRASH PROTECTION
The reinforced main frames which include the attachment

points for heavy aircraft components such as engines,
MGB and landing gear, form, with the heavy duty cockpit
and cabin floor panels, an engineered crash resistant
volume able to absorb high impact velocities.
Reenforcement of the frame X5295

according to the SB 53-003
3.2.2 TRANSMISSION DECK

The transmission deck which is made up of light alloy panels and titanium panels for the engine bays, separates the
cargo hold from the power transmission systems and equipment. Vertical titanium firewalls isolate the engine bays
(high temperature zone) from the aft compartment. The firewalls are bolted on the transmission deck .
RH fire extinguisher
Suspension bar
fittings
RH/LH hydraulic
pack supports
LH extinguisher
Engine bay
ventilation flaps
Air intake Engine firewall

cowling rails
Aft auxiliary
mount supports
Engine mounting
attachments
Forward auxiliary
mount support

Rev.
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3.2.3 COWLINGS 3 2 1
The engines and all transmission deck components are

protected by streamlined cowlings made of composite
material :
• Air intake stub frame (1),
• Engine cowlings (2),
• MGB sliding cowling (3)
Due to the interlocking system, the sliding cowling (3)

must always be opened first.
- The maximum admissible weight on engine cowlings is 400 kg (881 lbs).

- The engine cowlings can be maintained in their « locked open » position in wind up to 55Kts(102 kmh)
SLIDING COWLING
1 2 3
4
10
11
6
10
9
8
12 13
14
1 � Pad (slides along the fixed aft cowling rail) 8 � Foldaway handle to operate lock bolts (7)
2 � Cowling closing locating pin (fits into stops on 9 � MGB oil sight inspection door
transmission deck) 10 � LH, RH hydraulic fluid level inspection windows
3 � Cowling (composite material) 11 � Cowling closing locating pin (fits into transmission
4 � Fire access spring door (LH side) deck) stops
5 � Control linkage support tube 12 � Cowling safety lock
6 � Impact absorbing stop fittings (LH & RH sides) 13 � Rollers for transmission deck rail
7 � Lock bolts (fit into latches on closed engine 14 � Stops on transmission deck rail
cowlings)
THM
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3.2.3 COWLINGS (cont.)

ENGINE COWLINGS The engine cowlings are hinged on the structure for
use as servicing platforms. When open, they are
Locking handle locked with the locking handle.
Axial firewall The cowlings are locked into the "closed" position
as follows :
• The hook (5) is engaged in the firewall latch by
turning the handle (7)
• The hook (2) is engaged in the firewall latch and pin
(1) in the air intake stub frame stop fitting by turning
the handle (3) ; the hook (5) is then locked in place
by a safety fitting (13).
Two quick-release fasteners (12 and 4) and secure
Bleed valve the LH and RH engine cowlings to each other.
Retaining rod deflector
5
3
4
1 2
10
12
11
2
13
1 � Locating pin 8 � Cowling-open articulation hinge

2 � Locking hook 9 � Cowling hold-open latch
3 � Handle actuating (1) and (2) 10 � Cowling hinge
4 � Quick-release fastener 11 � Cowling-open retaining rod
5 � Locking hook and safety fitting 12 � Quick-release fastener
6 � Sliding cowling locating pins ( LH & RH 13 � Safety fitting
sides) � All the above items are mounted on both engine
7 � Actuating handle cowlings
Rev.
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3.2.3 COWLINGS (cont.)

AIR INTAKE STUB FRAME
This streamlined bulkhead (1) is made of NOMEX and composite material. Both engine air intakes are fitted with
standard screens (2) which may be equipped with optional multipurpose ice and sand filter intakes.
The lower portion of the stub frame is internally partitioned to ventilate the engine bays through lateral air inlets, with
a central air scoop for cargo bay heating and ventilation.
The stub frame slides forward on rails after opening three latches in order to provide access to the engine compressors.
2 TRANSMISSION DECK
1
Latches
Guide rails
Water deflector (prevents surface water from entering the

engine air intakes and ventilation ducts)
AIR INTAKE SCREENS
The lower portion of the screens is reinforced by an

additional screen where the build up of ice on the outer
Roller
surface is most severe. Ice chunks that detach from the
outer screen are broken up by the inner screen to protect
the compressors from major damage. Roller

THM
T1-T2
3.2.4 MULTIPURPOSE SPONSON
3 9
4
2
9
5
1
10
7
8 6
1 � Forward panel 6 � Side panel

2 � Forward fairing 7 � Lower fairing
3 � Actuator fairing 8 � Structural box
4 � Aft fairing 9 � Attachment fittings
5 � Rear panel 10 � Footstep
Each multipurpose sponson consists of box and fairings.

A structural box (8), equipped with a self-sealing fuel tank and a filler neck is located in the upper section of the sponson.
It forms the framework of the sponson and is secured to the airframe by 4 attachment fittings(9).
Fairings (2) and (4), located on the upper part of the box, cover the space existing between the box and the fuselage.
A forward panel (1) located at the sponson leading edge is equipped with a footstep (10).
A rear panel (5) and a lower fairing (7) shroud the lower part of the landing gear.
A side panel (6) is equipped with a position light (11), red on the left hand side, green on the right hand side.
A fairing (3) protect the main landing gear actuator.

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3.2.4 MULTIPURPOSE SPONSON (cont.)

OPTIONNAL
The side fairings, are cut in order to let through the rear floatation gear. The link with the cradle of the emergency
floatation gear is ensured by two rods.
The front fairing of both sponson leading edges are designed to accommodate and support a container, housing a
life raft equipped with an inflation bottle. They can also be equipped with a fixed landing light .
Cockpit and cabin air conditioning units are installed inside each sponsons.
The RH rear panel is equipped with a pressure-refueling connector.
LH Air conditioning unit
Front fairing Side fairing
Life raft
container
Structural
box
Fixation of the floatation Floatation
gear cradle gear installation
Floods light

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3.2.5 TAIL STRUCTURE

The tail structure supports the anti-torque rotor drive components and related items (rotor
control linkage, hydraulic and electrical lines).
Support fittings are provided on the skin panels for the installation of radio-navigation
antennas, to secure blade folding poles and to accommodate the tail rotor access ladder.
The tail boom is secured to the intermediate structure by means of screws, nuts washers
and spacers. The purpose of the long spacers is to absorb the extraction force.
3.2.6 TAIL STABILIZER

The horizontal stabilizer is a trapezoidal airfoil with an asymmetric variable profile. It is fixed onto the tail pylon by a
bolted carbon tube spar.
A constant profile leading edge slat is mounted on support ribs.
The stabilizer consists of 5 metal sandwich ribs onto which the upper and lower light alloy panels are riveted.
The carbon fiber spar tube (RTM) is bolted to the rib cutouts. Borescopic ports are provided on the lower skin panel.
Stabiliser
Spar tube
Ballast
Weights
Slat

3.22
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T1-T2
3.3 DOORS
3.3.1 PILOT AND COPILOT DOORS
The doors are built from a welded light alloy framework. The upper portion of the door comprises a fixed transparent
panel (12) and a sliding panel (4). The lower portion of the door includes a transparent panel (6) and a light alloy panel
(11) equipped with a document case (10).
The doors also include : A jettison mechanism actuated by lever (16), secured by a
• a locking mechanism with four lock bolts (2) operated leaf spring (17) and protected by a breakable transparent
by handles (3). cover (19) can be used to retract the retaining pins (15)
• a safety lock (9) controlled by handle (7) from the door hinge tenons (14). The tenons are then
• a mechanical locking indicator (1) pushed out of their sockets by springs (13) causing the
• a compressed air retaining rod (8). door to fall away. The handle (18) can be operated from
the outside. The setting is checked with a spring scale.
13
14
12
19
15
3
6 16
11
10
9
8 17
14
18
15
13
A red mark paint on the safety lock of the pilot and co-
pilot doors allows a direct visualization of its correct
engagement:
- red witness visible (A): safety lock not engaged,
A - red witness not visible (B), safety lock engaged.
B

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3.3.2 SLIDING LATERAL PLUG-IN DOORS

The side doors which provide access to the cargo bay are flush with the airframe profile when closed.
Each door comprises a carbon framework covered by two carbon skin panels. The internal space accommodates the
locking mechanism. Two windows are fitted into the upper portion of the door. The door is mounted on rollers which
move along fixed airframe rails. The upper rollers and lower roller are installed on hinged spring-loaded arms that
move the door out and away from the fuselage as it slides forward.
Upper guide roller Upper guide roller
Middle guide roller
Two red marks (one on the structure,

one on the door) at the level of the
four locking pins, visualize the correct
closure and locking of the sliding plug
door. When aligned, the door is correctly Lower guide roller
closed and locked.

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3.3.2 SLIDING LATERAL PLUG DOORS (cont.)

OPERATING THE DOORS The door is equipped with four locking pins (1) actuated
2 by handles from the inside (5) and outside. The catches
1
(2) are mounted on the door frame. The design of the
locking mechanism and the shape of the pins enable the
doors to be closed under light pressure.
On each locking mechanism, a red indicator, a triangle (4)
and a line (3), when aligned indicates the correct closure
3 and locking of the door.
4
DOOR LOCKING MECHANISM
5
The figure shows the door unlocked.
2 L
AL
O
The door may be latched

open.
AUTOMATIC LOCKING FINAL LOCKING
L L
AL AL
When the door handle is released the return springs (6) When the door is flush with the fuselage the handle is
move the locking pins and handle to the "Automatic Locking" turned to the "Locked" (L) position, securing the pins in
(AL) position: pressing on the door causes the pins to their catches.
engage on the catches.

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JETTISONING THE DOORS
1 2
The doors can be jettisoned from two points on the aircraft:
• an actuating handle (2) located next to each door inside
the cabin.
• another jettison handle (3) accessible from the outside
of the aircraft.
These two actuating handles are protected by breakable
transparent covers.
Two other optional handles (1) can be provided behind the

pilot and copilot seats, on the cockpit bulkhead.
DOOR JETTISON CONTROL LINKAGE

When a jettison handle (1) is actuated,
the two forward catches (2) rotate,
releasing the door locking pins. The
middle and lower rollers are also
released simultaneously by unlocking
the lower flanges (3 and 4) of the rails.
The door drops.
3
4 LOWER RAIL
MIDDLE RAIL

THM
T1-T2
WARNING
NOTE: it is necessary to close the door carefully in order to limit the impact on the closing stop
DO NOT OPEN OR CLOSE IN FLIGHT

THM
T1-T2
3.3.3 AFT STAIRWAY DOOR
The door (9) which provides access to the stowage areas is in the form of a hatch, hinged on the structure (1). It is
made of composite material comprising a Nomex honeycomb and Kevlar sandwich structure. It serves as a door in
the closed position, and a stairway in the open position. It is equipped with retaining cables (3) to limit opening, a step
(7) protected by a non-slip tread, and an exterior handle (8) which controls the locking system (6). Elastic cords (5)
guide the retaining cables (3) when closing the door (9). The locking system catches (4) are secured to the structure
(1). The opening and closing of the door is enabled by hinges (2).
1 � Stowage hold
2 � Hinges
3 � Cable
4 � Catches
5 � Elastic cords
6 � Locking system
7 � Step
8 � Exterior door handle
9 � Door
2
1

40-2014
THM
T1-T2
3.4 EMERGENCY AND ESCAPE EXITS

Removing the key (3) by pulling the tape (4) from around the
edge of the window makes the seal flexible enough to force
out the window.
In addition to the jettisonable access doors, the cabin windows
are mounted with similarly keyed seals for use as emergency
or escape exits (window sizes are different).
� Emergency exit
� Escape exit
1
1 � Jettisonable window
2 � Seal
3 � Key 2
4 � Key (3) extraction tape
5 � Structure 3 3
4
4

THM
T1-T2
3.5 DOORS AND COWLINGS CLOSURE MONITORING

The monitoring system informs the crew of the opening of a
door or a cowling.
REARM
LOU_01321_00
P
6 1 2 3 5 4
CP
1 � Radome light
2 � Pilot and copilot door lights
DOOR/COWL 3 � RH-LH cabin door lights
4 � Rear door light
5 � Sliding cowling light
6 � DOOR/COWL light reset pushbutton
3.5.1 PROXIMITY SENSOR OPERATING PRINCIPLE

EXAMPLE: GROUND POWER RECEPTACLE DOOR PROXIMITY SENSOR
GPU GPU
DOOR DOOR
CLOSED CLOSED
E
Door closed : Distance E is Door not closed : Distance E is
small. The door is in the magnetic large. The sensor is not activated.
field of the sensor.
THE INDICATOR LIGHT IS NOT LIT. THE INDICATOR LIGHT IS LIT.

The proximity sensors detect the position of a mobile part To illustrate the operating principle of the proximity
in relation to a fixed part without there being any contact sensors, the ground power receptacle door closure
between the two parts. Whenever possible they are used detection process is described above.
instead of the well known position sensor microswitches
as they offer the advantage of being entirely static (no The moving part (in this case, the door) must be made
mechanism). They are therefore more reliable and easier from metal as the detection is activated by electro-
to install than microswitches (no intermediate parts). magnetic effect.
NOTE : The proximity sensors are symbolized as a simple contact in wiring diagrams.

06-2014
THM
T1-T2
3.5.2 ENGINE (MGB COWLING) AND RANDOME INDICATING SYSTEM

The locking of the MGB sliding cowling onto the LH and RH engine cowlings is indicated by a proximity sensor (1)
activated by the sliding cowling LH locking hook and a microswitch (2) actuated by the RH locking handle. The locking
of the radome is indicated by two microswitches (3) controlled by the radome locks.
3
Structure
Radome
Sliding cowling
Radome microswitch closed Closed
(One of the locks is
open)
LH cowling proximity
sensor
Closed INCORRECT INCORRECT
CLOSURE CLOSURE
10WW
DOOR/COWL
REARM P
CP

THM
T1-T2
3.5.3 DOOR INDICATING

Copilot door RH cabin door
closed closed
DOOR/COWL INCORRECT INCORRECT

CLOSURE CLOSURE
Pressing "REARM" makes the "DOOR/COWL"

light available for other indications.
REARM P
CP
3.5.4 GPU DOOR INDICATING
GPU
Auxiliary
PCB indicating PCB
Amber alarm
PCB PCB
GPU door
DOOR
CLOSED
Proximity
sensor
Proximity sensor
The circuit is shown in "ground power receptacle door open" configuration.

34-2010

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THM

3.2 MAIN STRUCTURAL COMPONENTS

3.4 EMERGENCY AND ESCAPE EXITS

3.5 DOORS AND COWLINGS CLOSURE MONITORING

FOR INSTRUCTION ONLY

LIST OF EFFECTIVE PAGES

Page 3.1............................................................ Rev. 40-2014 Page 3.17.......................................................... Rev. 05-2013

Page 3.2............................................................ Rev. 09-2015 Page 3.18.......................................................... Rev. 42-2013

Page 3.3............................................................ Rev. 50-2012 Page 3.19.......................................................... Rev. 42-2013

Page 3.4............................................................ Rev. 45-2012 Page 3.20............................................................Iss. 40-2012

Page 3.5............................................................ Rev. 42-2013 Page 3.21............................................................Iss. 40-2012

Page 3.6............................................................ Rev. 06-2014 Page 3.22.......................................................... Rev. 40-2014

Page 3.7............................................................ Rev. 09-2014 Page 3.23.......................................................... Rev. 42-2013

Page 3.8............................................................ Rev. 09-2015 Page 3.24.......................................................... Rev. 19-2007

Page 3.9............................................................ Rev. 40-2014 Page 3.25.......................................................... Rev. 42-2013

Page 3.10.......................................................... Rev. 09-2015 Page 3.26.......................................................... Rev. 42-2013

Page 3.11............................................................Iss. 48-2012 Page 3.27.......................................................... Rev. 03-2013

Page 3.12.......................................................... Rev. 42-2013 Page 3.28.......................................................... Rev. 40-2014

Page 3.13.......................................................... Rev. 06-2014 Page 3.29.......................................................... Rev. 51-2013

Page 3.14.......................................................... Rev. 06-2014 Page 3.30.......................................................... Rev. 06-2014

Page 3.15............................................................Iss. 48-2012 Page 3.31.......................................................... Rev. 34-2010

Page 3.16.......................................................... Rev. 03-2013 Page 3.32.......................................................... Rev. 34-2010

FOR INSTRUCTION ONLY

FOR INSTRUCTION ONLY

3.1.1 DESCRIPTION OF THE STRUCTURE SUB-ASSEMBLIES

Canopy Cockpit doors Cabin doors Rear hatch

rotor shaft suspension bars, engines

• Conventional design tail boom and

laminate slat which directs the airflow

FOR INSTRUCTION ONLY

3.1.2 MAIN FRAMES AND MAIN AIRCRAFT DATUM PLANES

• Origin of Z : horizontal plane along the cabin

X (-) X (+) 5° (main rotor shaft

Cockpit Main frames

FOR INSTRUCTION ONLY

3.1.3 CARGO BAY ACCESS DIMENSIONS AND LOAD CAPACITY

Light alloy honeycomb

FOR INSTRUCTION ONLY

3.1.4 STRUCTURE FUNCTIONAL REFERENCE POINTS

JACKING POINTS ALIGNMENT REFERENCES

3.1.4 STRUCTURE FUNCTIONAL REFERENCE POINTS (cont.)

Sighting marks placed on either side of the structure

3.1.5 SERVICING ACCESS

holes facing AFT

seizing test actuator

FOR INSTRUCTION ONLY

3.1.6 SPECIAL CONFIGURATIONS

In the event of abnormal traction or compression loads,

BLADES IMMOBILISATION SYSTEM

FOR INSTRUCTION ONLY

3.1.7 PARKING AND MOORING

Attaching rings are fitted on the airframe and the main

Picketing of the main blades is done using a set of ropes

FOR INSTRUCTION ONLY

3.1.7 PARKING AND MOORING (cont.)

FOR INSTRUCTION ONLY

3.1.7 PARKING AND MOORING (cont.)

FOR INSTRUCTION ONLY

3.2 MAIN STRUCTURAL COMPONENTS

- The maximum admissible weight on engine cowlings is 400 kg (881 lbs).