Airbus Helicopters AS350 B3 H125 G500 TXi Training Manual – Turbomeca Arriel 2D ATA Course

Description

Airbus Helicopters AS350 B3 / H125 Garmin G500 TXi Training Manual

This is the complete Airbus Helicopters AS350 B3 training course for the G500 TXi-equipped H125, presented as a single 1,808-page PDF and built around ATA chapter numbering. The course was written to train maintenance personnel on the AS350 B3 G500 TXi helicopter powered by the Turbomeca Arriel 2D engine, and it moves through the airframe, dynamic components, systems, avionics, engine, and documentation from first contact all the way to navigation. The material is heavily illustrated with labeled component drawings, system schematics, hydraulic and electrical architecture diagrams, exploded assemblies, and step-by-step equipment photographs carried over directly from the original classroom presentation.

File Details

• Manual type: Airbus Helicopters maintenance training manual
• Aircraft: AS350 B3 / AS350 B3e / H125
• Engine: Turbomeca Arriel 2D
• Avionics fit: Garmin G500 TXi (GDU 1060), GTN 650 Xi, GNC 255, GTX 335R
• Language: English
• File format: PDF
• Page count: 1,808 pages
• Structure: 32 chapters, ATA 00 through ATA 34
• Revision basis: chapter revisions spanning 2016 through 2022 (latest chapters at Rev. 03-2022)

Chapters Covered

• 01 – First contact with the helicopter (ATA 00) – presentation, history, characteristics, missions, structure
• 02 – Documentation (ATA 04, 05, 20, 70) – log books, Flight Manual (FLM), MMEL, MSM, ALS, maintenance program, SDS, WDM, AMM, MTC, SRM, IPC, ICO, SB/ASB/EASB, TIPI
• 03 – Dimensions and areas (ATA 06) – primary dimensions, access items, reference stations, CG definition, zoning
• 04 – Lifting and shoring (ATA 07) – lifting, jacking points, air and container transport
• 05 – Leveling and weighing (ATA 08) – leveling, weighing procedure, weight definitions, CG chart
• 06 – Towing and taxiing (ATA 09) – tow bar, twin wheels, ground handling precautions
• 07 – Parking and mooring (ATA 10) – preservation states, normal / high-wind / marine picketing
• 08 – Placards and markings (ATA 11) – inside and outside name plates
• 09 – Servicing (ATA 12) – fuel filling and draining, MGB and TGB oil, cleaning, severe climates
• 10 – Fuselage (ATA 53) – main structure, canopy, tail boom, cowlings and fairings
• 11 – Doors (ATA 52) – cabin, sliding, cargo doors, locking and jettison systems
• 12 – Stabilizers (ATA 55) – tail unit, horizontal stabilizer, vertical fins
• 13 – Windows and windshield (ATA 56) – windshields, roof windows, door panels
• 14 – Landing gear (ATA 32) – skids, cross tubes, shock absorbers, ground resonance
• 15 – General – Mechanics Systems (ATA 60) – critical parts, chip detection, SOAP
• 16 – Main rotor drive (ATA 63) – MGB, free wheel, flex couplings, rotor brake, lubrication, chip detection
• 17 – Main rotor (ATA 62) – mast, swashplate, Starflex hub, blades, balancing, vibration absorbers
• 18 – Tail rotor drive (ATA 65) – drive shafts, bearings, TGB, control plate, magnetic seal
• 19 – Tail rotor (ATA 64) – see-saw design, pitch change, Chinese weights, balancing
• 20 – Rotors flight controls (ATA 67) – cyclic, collective, mixing unit, rigging, servo-controls, yaw load compensator
• 21 – Single hydraulic (ATA 29) – pump, reservoir, filter, accumulator test, system cut-off
• 22 – Fuel system (ATA 28) – crash-resistant tank, booster pump, FCU, indicating, filter pre-clogging
• 23 – Electrical power – DC generation (ATA 24) – battery, generator, EPU, bus bars, stand-by battery
• 24 – Engine (ATA 70, 71, 73, 77, 79, 80) – Arriel 2D modules, EECU, EBCAU, FMU, N1/N2/TOT/TRQ, oil system, starting
• 25 – Fire protection (ATA 26) – fire detection, cabin extinguisher
• 26 – Air conditioning (ATA 21) – heating, demisting, cockpit and cabin ventilation
• 27 – Lighting system (ATA 33) – internal, integrated, external lighting
• 28 – Ice and rain protection (ATA 30) – pitot heating, windshield wiper
• 29 – Equipment and furnishings (ATA 25) – seats, ELT KANNAD 406 INTEGRA, APPAREO Vision 1000
• 30 – Indicating and recording (ATA 31) – CWP, ASU, VEMD, flight modes, maintenance mode
• 31 – Communications (ATA 23) – GMA 350H ICS, GTN 650 Xi COM1, GNC 255 COM2
• 32 – Navigation (ATA 34) – G500H TXi, ADAHRS GSU 75H, GMU 44B, GTN/GNC NAV, GTX 335R transponder, EFD 750

What makes this training course different from a plain service manual is the teaching layer: every chapter starts from the operating principle, then walks through the actual hardware, the location on the aircraft, the normal and degraded functioning, and finally the maintenance-level checks a technician is expected to know. Systems that change the aircraft’s behavior in the field – the dual-channel EECU with its EBCAU fuel back-up, the Starflex main rotor hub, the yaw load compensator that keeps yaw pedals light after a hydraulic loss, the crash-resistant fuel tank with frangible links, the G500H TXi avionics suite – are explained from the inside out, so the same document can be used to make a repair decision, brief a new mechanic, or prepare for a type-rating or recurrent course.

What a Technician Gets Out of It

The chapters on documentation alone give you the full map of the AS350 B3 document set: what a Journey Log Book, Aircraft Log Book, Engine Log Book and Individual Inspection Log Book are for; how Normal, Rush and Conditional revisions of the Flight Manual are identified by page color; how the Master Minimum Equipment List rectification categories A, B, C and D work; how the Master Servicing Manual is split into the Airworthiness Limitation Section (service life limits and mandatory inspections) and the Maintenance Program (TBO, OTL, on-condition items, daily/S/T/2T inspections); and which AMM, MTC, SRM, IPC, ICO, SDS or WDM volume holds the answer you need. The systems chapters then build on that with the location of every significant component, the normal and degraded behavior of each circuit, the indications the pilot sees on the CWP and VEMD, and the maintenance-level actions tied to each failure.

Torque values, capacities, pressure thresholds, temperature limits, rotation rates, rigging dimensions and inspection intervals are quoted throughout the text where the original course shows them – for example, MGB and TGB oil fill and drain points, the 40 bar regulated hydraulic pressure and 6.5 bar relief setting, the 115 °C MGB oil overheat threshold, the 1 bar MGB low-pressure trigger, the 378 ± 1 rpm rotor speed used in the EBCAU test, the 7° tail blade blocking tool angle, the 2° nose-down leveling attitude, the 200 °C / 400 °C fire detector thresholds, the 71 °C battery over-temperature switch, and many more. The NR law table, the FLI scale (96% MCP / 100% MTOP / 104% MTP), the N1 and N2 cycle logic, the vibration-absorber tuning principle, and the ground-resonance behaviour of the skid gear are all documented with the diagrams that originally accompanied them.

Avionics and Engine Coverage in the Same Volume

The G500 TXi chapters are where this training course earns its place on a modern H125 shelf. The GDU 1060 PFD/MFD, the GSU 75H ADAHRS, the GMU 44B magnetometer, the GTP 59 OAT probe, the GTN 650 Xi NAV/COM, the GNC 255 NAV/COM, the GTX 335R transponder and its A/C/S mode logic, the EFD 750 stand-by instrument, the magnetic stand-by compass and the standby battery architecture are each given their own description, architecture diagram, location map, control/indication walkthrough and degraded-mode behaviour. On the engine side, the Arriel 2D is broken into its M01 to M05 modules, the fuel and engine control system is followed from the EBCAU back-up card through the FMU and dual stepper motors, the EDR and RJ45 maintenance connector are located, and the whole automatic start sequence is traced from the starting selector through the auxiliary starting relay, the 30% N1 ignition cut-out, the 61% N1 hand-over, the twist-grip IDLE/FLIGHT micro-switches, the generator activation, the normal shutdown and the dry crank procedure.

Who This Manual Is For

This is Airbus Helicopters training material for the AS350 B3 G500 TXi, written for maintenance personnel. It is not a single-task shop card – it is the course that tells you why the task exists before you open the AMM. Line engineers, base mechanics, avionics technicians, type-rating and recurrent-course candidates, CAMO and continuing-airworthiness staff, and owner-operators of the AS350 B3e / H125 who want a single reference that explains the aircraft system by system will all find it useful. Readers who only need to torque one bolt for one job should still reach for the AMM; this manual tells them which AMM chapter and which maintenance level they should be in.

Why It Matters

On a helicopter like the H125, small mistakes – a filter installed backwards, a magnetic seal incorrectly seated, a chip detector ignored, a rigging dimension taken from the wrong reference, a hydraulic accumulator not tested before dispatch, a Fire Test not distinguished from a real fire warning – turn into airworthiness events rather than maintenance notes. Working from the training course that defines the normal and degraded behavior of each system is how a technician keeps procedures, torques, limits, intervals and inspections aligned with what the aircraft actually does in service. It is also how a shop keeps its documentation chain intact when a customer, an authority or an insurer asks why a particular action was taken.

Because the same document covers ATA 00 through ATA 34, you do not have to jump between a dozen different course books to follow a single system from its documentation reference through its hardware description, its functional test and its failure indications. The ASU card functions, the VEMD flight/maintenance/configuration modes, the FLI computation, the EBCAU activation logic and the G500 TXi database management all sit next to the airframe and engine chapters that they depend on.

Delivery is instant PDF after checkout – no shipping, no waiting for a disk. The file opens on any laptop, tablet or phone PDF reader, prints on standard paper if a workshop copy is needed, and can be searched, bookmarked and annotated locally with any normal PDF application. Keep it on the shop tablet, in the hangar office, or on the engineer’s own device so the answer is available when the aircraft is open, not three days later when the post arrives.

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