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CSP−902RFM207E−1

Title Page
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
for
Model MD900
(902 Configuration with PW 207E)
Type Certificate No. H19NM

Approved By: _____________________________________

Manager, Flight Test Branch, ANM-160L


Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate

Original Approval Date: July 28, 2000


Reissue #1: December 2, 2008

Reissue #2:

THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.

SECTION II − LIMITATIONS
SECTION III − EMERGENCY PROCEDURES
SECTION IV − NORMAL PROCEDURES
SECTION V − PERFORMANCE DATA
SECTION X − OPTIONAL EQUIPMENT
SECTION XI − CATEGORY−A OPERATIONS

The helicopter must be operated in compliance with the operating limitations as set forth in section II of
this manual and any additional limitations from Section X as a result of an installed optional equipment
item.

Sections III, IV, V, X and XI contain recommended procedures and data and are FAA approved.
THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
Copyright E 1999-2014 by MD Helicopters, Inc.
All rights reserved under the copyright laws.

F−i
900 Series
RFM Revision

Manual: CSP-902RFM207E-1 Rotorcraft Flight Manual


Models: MD900 Helicopter (902 Configuration with PW207E Engines)
Initial Issue: 28 July 2000
Reissue 2: 6 November 2009
Revision 5: 30 September 2014
FILING INSTRUCTIONS:
NOTE: Make sure that Reissue 2, Revision 4, is posted in the manual before you put in
Revision 5.
REMOVE PAGES INSERT PAGES
FRONT MATTER
F-i and F-ii F-i and F-ii
F-vii thru F-xii F-vii thru F-xii
F-xv thru F-xxviii F-xv thru F-xxviii

SECTION V
5-i thru 5-iv 5-i thru 5-iv
5-1 thru 5-64 5-1 thru 5-66

SECTION IX
9-i and 9-ii 9-i and 9-ii
9-25 and 9-26 9-25 thru 9-28

SECTION XI
11-i thru 11-iv 11-i thru 11-iv

A
900 Series
RFM Revision

This page intentionally left blank!

B
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

LOG OF REVISIONS BY DATE

FAA / NON−FAA REVISIONS

REVISION NUMBER AND DATE


Original Issue . 28 July 2000
Revision 1 . . . . . . 30 May 2001
Revision 2 . . . . . . 02 November 2001
Revision 3 . . . . . . 26 December 2002
Revision 4 . . . . . . 13 February 2003
Revision 5 . . . . . . 23 April 2003
Revision 6 . . . . . . 22 September 2003
Revision 7 . . . . . . 13 January 2004
Revision 8 . . . . . . 8 July 2005
Revision 9 . . . . . . 21 August 2007
Revision 10 . . . . . 20 February 2008
Revision 11 . . . . . 11 April 2008
Reissue #1 . . . . . 2 December 2008
Revision 1 . . . . . . 21 July 2009
Reissue #2 . . . . . 06 November 2009
Revision 1 . . . . . . 03 February 2012
Revision 2 . . . . . . 03 August 2012
Revision 3 . . . . . . 10 January 2013
Revision 4 . . . . . . 28 January 2014
Revision 5 . . . . . . 30 September 2014

Approved By

Manager, Flight Test Branch, ANM-160L


Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate

Reissue 2
F−ii Revision 5
CSP−902RFM207E−1

European Aviation Safety Agency approved


Rotorcraft Flight Manual for Model MD900
(902 Configuration with PW 207E)
As of 28 September 2003, the EASA began approving FAA rotorcraft
flight manuals. Operators of MD900 series helicopters registered in a
European Union member state are required to place this approval page
after the cover page in their flight manual.

Log of EASA Revisions By Date


REVISION NUMBER AND DATE EASA Approval Number
Revision 7 . . . . . . . . . . . . . . . 13 January 2003 2004-2053
Revision 8 . . . . . . . . . . . . . . . . . . . . 8 July 2005 2004-2053
TR6-001 . . . . . . . . . . . . . . . . . . . . . 5 June 2006 E02686
TR6-002 . . . . . . . . . . . . . . . . 22 December 2006 E02686
Revision 9 . . . . . . . . . . . . . . . . 21 August 2007 E02686
Revision 10 . . . . . . . . . . . . . 20 February 2008 E02686
Revision 11 . . . . . . . . . . . . . . . . . 11 April 2008 E02686
Reissue #1 . . . . . . . . . . . . 2 December 2008 E02686
Revision 1 . . . . . . . . . . . . . . . . . . . 21 July 2009 E02686
Reissue #2 . . . . . . . . . . . . 6 November 2009 E02686
EASA−i

Reissue #2
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

This page intentionally left blank!

EASA−ii
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)

APPROVING AUTHORITIES

Joint Aviation Authorities (JAA)


This manual was approved by the JAA.
European Aviation Safety Authority (EASA)
The MD900 and this manual were accepted by EASA based on the JAA approval
listed above. Subsequent revisions of this manual are approved by EASA who
issues a four-digit approval number. See MDHI web page http://www.mdhelicop­
ters.com, publications link for EASA approval number and instructions.
National Agency of Civil Aviation (Brazil)
This Aircraft Flight Manual is approved by the FAA on behalf of the National
Agency of Civil Aviation for Brazilian registered aircraft, in accordance with
the Regulamentos Brasileiros de Homologação Aeronáutica” (RBHA) 21, Section
21.29.

/
(Initial FAA Approval Signature/Date)
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate

Reissue 2
Original F−iii
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

This page intentionally left blank!

Reissue 2
F−iv Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)

TABLE OF CONTENTS

PARAGRAPH PAGE
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-i
Log of Revisions By Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-ii
Approving Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-iii
Summary of Revisions to the Rotorcraft Flight Manual . . . . . . . . . . . . . . . . . . . . . . . . F-v
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-vi

Section I − General
1-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-7. Multi-Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-10. Pilot's Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-12. Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12

Section II − Limitations
2-1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

Reissue 2
Revision 4 F−v
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

PARAGRAPH PAGE
2-11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-13. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . . . 2-12
2-14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

Section III − Emergency and Malfunction Procedures


3-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . . . 3-2
3-3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-6. Engine Starting - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-7. Engine/Aircraft Shutdown - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3-8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
3-9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3-10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . . . . 3-26
3-11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
3-12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3-13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
3-14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3-15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
3-16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3-17. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-45
3-18. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46

Section IV − Normal Procedures


4-1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-2. Pilot's Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3. Pilot's Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4-4. Engine Pre-Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-5. Engine Starting - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4-6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-8. Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

Reissue 2
F−vi Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)

PARAGRAPH PAGE
4-9.Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-10.Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-11.Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4-12.Engine/Aircraft Shutdown - Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4-13.Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-14.Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-15.Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4-16.One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-17.Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34

Section V − Performance Data


5-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5-3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5-4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-6. Rate of Climb and Descent - OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5-7. Rate of Climb - AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
5-8. Hover Ceiling, AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5-9. Hover Ceiling, OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
5-10. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
5-11. Power Assurance Check - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5-12. Power Assurance Check - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60

Section VI − Weight and Balance Data


6-1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6-2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-4. Longitudinal Weight and Balance Determination:Passenger Configuration . . . 6-8
6-5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6-6. Permissible Lateral Loadings - Passenger Configuration . . . . . . . . . . . . . . . . . . . 6-10
6-7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6-8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11

Reissue 2
Revision 5 F−vii
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

PARAGRAPH PAGE

Section VII − Systems Description


7-1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7-2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7-3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7-5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7-6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7-7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
7-8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
7-9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . . . 7-28
7-10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
7-11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
7-12. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
7-13. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
7-14. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
7-15. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . . . 7-41
7-16. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
7-17. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
7-18. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53

Section VIII − Handling, Servicing, and Maintenance


8-1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8-5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
8-6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8-7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
8-8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
8-9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8-10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
8-11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41

Reissue 2
F−viii Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)

PARAGRAPH PAGE

Section IX − Additional Operations and Performance Data


9-1. Abbreviated Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-2. Fuel Flow vs Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-3. International Civil Aviation Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26

Section X − Optional Equipment


10-1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10-2. Listing - Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10-3. Compatibility - Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10-4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10-5. Operating Instructions: Air Conditioning (P/N900P7250302-103) . . . . . . . . . . 10-3
10-6. Operating Instructions: Controllable Landing/Search Light . . . . . . . . . . . . . . . . 10-7
10-7. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . . 10-13
10-8. Operating Instructions: Windscreen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
10-9. Operating Instructions: Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . . 10-25
10-10.Operating Instructions: Rescue Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-35
10-11.Operating Instructions: Removable CoPilot Controls . . . . . . . . . . . . . . . . . . . . . . 10-49
10-12.Operating Instructions: Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
10-13.Operating Instructions: SX-16 Nightsun with Aft Mount . . . . . . . . . . . . . . . . . 10-59
10-14.Operating Instructions: RDR-1400C Weather Radar . . . . . . . . . . . . . . . . . . . . . 10-65
10-15.Operating Instructions: LEO-II-A5 Observation System . . . . . . . . . . . . . . . . . 10-71
10-16.Operating Instructions: Annunciator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-75
10-17.Operating Instructions: Moving Map Navigation Systems . . . . . . . . . . . . . . . . . 10-77
10-18.Operating Instructions: W.E.S.T Battery Protection System . . . . . . . . . . . . . . . 10-81
10-19.Operating Instructions: SX-16 Night Sun with EPMS mount
and Laser Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-83
10-20.Operating Instructions: Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-89
10-21.Operating Instructions: Crew Door Modification with
Quick Release Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-93

Reissue 2
Revision 4 F−ix
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

PARAGRAPH PAGE

Section XI − Category A Operations


Part I General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1
11-1.1.General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
11-1.2.Definitions - Category A Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
11-1.3.Definitions - Category A Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Part II Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−5
11-2.1.Clear Airfield, Heliport and Elevated Helipad . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
11-2.2.Maximum Takeoff and Landing Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
11-2.3.6501 - 6700 LBS Clear Airfield Operations Only . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Part III Takeoff and Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−11
11-3.1.Clear Airfield Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
11-3.2.Heliport/Elevated Helipad Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
11-3.3.Landing Procedures - Clear Airfield, Heliport and Elevated Helipad . . . . . . 11-17
11-3.4.Confined Heliport/Helipad Takeoff procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
11-3.5.Takeoff Decision Point (TDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
11-3.6.Rejected Takeoff - Confined heliport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
11-3.7.Continued Takeoff - Confined Heliport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
11-3.8.Short field Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
11-3.9.Confined heliport and Balked landing Procedures . . . . . . . . . . . . . . . . . . . . . . . 11-29
11-3.10.Equipment Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33
Part V Takeoff and Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−35
11-5.1.Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-35
11-5.2.Takeoff Distance Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-35
11-5.3.Continued Takeoff Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-39
11-5.4.Landing Performance - Open Airfield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43
11-5.5.Landing Performance - Heliport/Elevated Helipad . . . . . . . . . . . . . . . . . . . . . . . 11-43
Part IX Additional Operations and Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . 11−45
11-9.1.Category A OEI Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-45

Reissue 2
F−x Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)

SUMMARY OF REVISIONS
TO THE ROTORCRAFT FLIGHT MANUAL

NOTE: Revisions are listed below by number with appropriate remarks.

Section II pages marked [C]* indicate FAA approved color pages.


Black−and−white reproductions of color pages are not considered to be “FAA
Approved”.

REVISION
REMARKS
NUMBER
Revision 5 Section V: Paragraph 5-1, corrected the metric conversion of the
maximum gross weight within the NOTE.
Paragraph 5-2, corrected the metric conversion in Table 5-1 and
added Table 5-2 for noise characteristics of max. gross weight of 6500
lb.
Section IX: Paragraph 9-3, added Tables 9-1 and 9-2 for ICAO Noise
Level data at max. gross weight of 6770 lb. and 6500 lb.

Reissue 2
Revision 5 F−xi
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E)

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SECTION I
GENERAL
TABLE OF CONTENTS

PARAGRAPH PAGE
1-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-7. Multi-Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-10. Pilot's Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Figure 1-1. MD Explorer Rotorcraft Principal Dimensions . . . . . . . . . . . . . . . . . 1-10
Figure 1-2. Interior Dimensions and Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1-12. Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Figure 1-3. Speed: MPH/Knots/KmH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Figure 1-4. Speed: Knots - Meters/Second . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Figure 1-5. Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Figure 1-6. Liquid Measure  -  U.S. Gallons to Liters to Imperial Gallons . . 1-15
Figure 1-7. Linear Measure  -  Inches to Centimeters . . . . . . . . . . . . . . . . . . . . 1-16
Figure 1-8. Linear Measure  -  Meters to Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Figure 1-9. Weight  -  Pounds to Kilograms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
Figure 1-10. Conversion Chart: Inches of Mercury - Millibars . . . . . . . . . . . . . 1-19
Table 1-1. Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20

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General MD900 (902 Configuration with PW 207E)

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MD900 (902 Configuration with PW 207E) General

SECTION I
GENERAL

1−1. INTRODUCTION

The Rotorcraft Flight Manual has been prepared to provide the pilot with all informa­
tion necessary to accomplish the intended mission with the maximum amount of
efficiency and safety.

1−2. SCOPE

This manual meets all FAA requirements for APPROVED DATA and that data
is so designated.
MD Helicopters, Inc. has included additional supplemental data which is intended
to provide the pilot with information that expands, enhances and eases his task.

1−3. ORGANIZATION

This manual is organized in the following manner:


FRONT MATTER:
Contains: Log of Revisions by Date, Table of Contents, Summary of Revisions,
and the List of Effective Pages.
By referring to the Log of Revisions By Date, the pilot may review a chronological
listing of changes to the Flight Manual.
Reading the Summary of Revisions will inform the pilot of what changes have
been made by paragraph reference. This Summary contains only the latest Flight
Manual Change.
The List of Effective Pages allows the pilot quick reference to page numbers
and their respective revision number. The pages listed should reflect the revision
number that appears at the bottom of each page.
SECTION I  -  GENERAL
Information of general interest to the pilot, owner or operator of the aircraft
and general rotorcraft information and conversion charts.
SECTION II  -  LIMITATIONS (FAA Approved)
Specifically defines the limiting factors, procedures and parameters within which
the rotorcraft may be operated. FAA regulations require that limitations not
be exceeded.

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General MD900 (902 Configuration with PW 207E)

SECTION III  - EMERGENCY AND MALFUNCTION PROCEDURES


(FAA Approved)
Problems which could be encountered in flight are defined and the procedures
necessary to cope with or alleviate them are discussed. The data is recommended
by the manufacturer.
SECTION IV  - NORMAL PROCEDURES (FAA Approved)
Normal operating procedures from preflight through shutdown. The data given
is that recommended by the manufacturer.
SECTION V  -  PERFORMANCE DATA (FAA Approved)
Aircraft performance as defined within certain conditions, such as airspeed,
weight, altitude, temperature, humidity, and wind velocity. Data is provided in
tabular or graph form to allow the pilot to determine the aircraft's capabilities
in relation to the intended mission and prevailing conditions.
SECTION VI  -  WEIGHT AND BALANCE DATA
Provides aircraft weight and balance operational data in chart and table form
and provides examples that allow the pilot to accurately determine the aircraft's
gross weight, and whether the load is within longitudinal and lateral center
of gravity limits. Also contained in this section are the original weight and balance
report and equipment list (equipment both required and optional) installed on
the aircraft at the time of licensing.
SECTION VII - SYSTEMS DESCRIPTION
Offers a pilot-oriented technical description of the operation of each system
installed on the helicopter.
SECTION VIII - AIRCRAFT HANDLING, SERVICING, MAINTENANCE
The information contained in this section is extracted from the Handbook of
Maintenance Instructions and is highly selective. The subjects chosen are those
with which the pilot may have direct involvement either while at his normal
base of operations or in the field.
SECTION IX - ADDITIONAL OPERATIONS AND PERFORMANCE DATA
The information provided in Section IX is given by the manufacturer to further
assist the pilot in obtaining maximum utilization of the rotorcraft. It also provides
the pilot with abbreviated checklists as well as additional performance data.
SECTION X OPTIONAL EQUIPMENT (FAA Approved)
Certain optional equipment is available for performance of specific tasks. In
many cases the equipment is removable and may be used in combination(s) with
other optional items. Whenever the installation of an option affects FAA approved
limitations, normal/emergency procedures or performance (Sections II thru V),
an FAA approval is required. In addition, a tabular listing of all options is provided
as well as a table showing the compatibility of the various options with one
another.

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MD900 (902 Configuration with PW 207E) General

SECTION XI Category A Operations (FAA Approved)


Information contained in this section pertains to Category A operations only
and supplements information that appears in Sections I thru X of this manual.
At the front of each section there is an table of contents that lists the data by para­
graph number, title, and page number.

1−4. METHOD OF PRESENTATION

General information in the various sections is provided in narrative form. Other


information is given in step-by-step procedures, graphs, charts, or tabular form.
The information in the step-by-step procedure is presented in the imperative mode;
each statement describing a particular operation to be accomplished. Expansion
of the steps is accomplished as follows:

l
A black change bar ( ) in the page margin designates the latest new or changed
information appearing on that page. A hand points to changes in the contents
of an illustration.

A WARNING brings to the pilot’s immediate attention that


WARNING equipment damage and/or personal injury will occur if the
instruction is disregarded − placed after the instruction/step.

A CAUTION alerts the individual that equipment damage may result


CAUTION if the procedural step is not followed to the letter − placed after
the instruction/step.

NOTE: A NOTE expands upon and explains the preceding step and provides fuller
understanding of the particular operation.

1−5. DEFINITION OF TERMS

The concept of procedural word usage and intended meaning has been adhered
to in preparing this manual is as follows:
“Shall” has been used only when the application of a procedure is mandatory.
“Should” has been used only when the application of a procedure is recommended.
“May” and “need not” have been used only when the application of a procedure
is optional.
The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this manual
refer to the degree of urgency with which a landing must be made.
LAND IMMEDIATELY - Execute a power-on approach and landing without delay.

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General MD900 (902 Configuration with PW 207E)

LAND AS SOON AS POSSIBLE - Execute a power-on approach and landing


to the nearest safe landing area that does not further jeopardize the aircraft or
occupants.
LAND AS SOON AS PRACTICAL - Extended flight is not recommended. Whether
to complete the planned flight is at the discretion of the pilot-in-command. However,
the nature of the specific problem or malfunction may dictate termination of the
flight before reaching the destination.

1−6. ABBREVIATIONS

SIGNS C

> Greater than CAB Cabin


 Equal to or greater than CAB HEAT Cabin Heat
< Less than CC Cubic Centimeter

 Equal to or less than CCW Counter Clockwise

A CKP(T) Cockpit
CLP Collective Lever Position
AC Air Conditioner
Cm Centimeters
AEO All Engines Operating
COM Communication
A/N Alphanumeric
CW Clockwise
AGL Above Ground Level
D
ALT Alternate; Altitude
dBA A-weighted Decibel
AOG Aircraft On Ground
DIR Direction; Directional
APU Auxiliary Power Unit
E
ASCM Aircraft Systems Condition
Monitoring ECS Environmental Control
System
ATT Attitude
ECTM Engine Condition Trend
B Monitoring
BAT Battery EEC Electronic Engine Control
BIT Built In Test EGT Exhaust Gas Temperature

BL Butt Line ENG Engine

BLD Bleed ESNTL Essential


ETL Effective Translational Lift
BMS Balance Monitoring
System EXT Extend; External

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MD900 (902 Configuration with PW 207E) General

F ICS Intercom System


FAA Federal Aviation
Administration IFR Instrument Flight Rules

FADEC Full Authority Digital


Electronic Control IGE In Ground Effect

FAR Federal Aviation


Regulation IIDS Integrated Instrumentation
Display System
FMU Fuel Metering Unit
FSO Flights since overhaul IMC Instrument Meteorological
Ft Feet Conditions
Ft/Min Feet per Minute
INST Instrument
FWD Forward
G
IPS Inlet Particle Separator
GA Go-around
GCU Generator control unit In Inches
GEN Generator
INST(R) Instrument
GBMC Ground-based
Maintenance Computer
IVSI Instantaneous Vertical
GPU Ground Power Unit
Speed Indicator
H
HAT Height Above Touchdown K

HD Density Altitude
Hg Mercury Kg KG Kilogram
HIRF High Intensity Radiated
Field KIAS Knots Indicated Airspeed
HP Pressure Altitude
HSI Horizontal Situation Km KM Kilometer
Indicator; Hot Section
Inspection Km/H KM/H Kilometers per
HVR Hover Hour
HYD Hydraulic
KT Knots
I
IAS Indicated Airspeed KTAS Knots True Airspeed

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General MD900 (902 Configuration with PW 207E)

L PMA Permanent Magnet


Alternator
L Left; Liters
PNL Panel
LB Pound
POSN Position
Lb(s) Pound(s)
PRI Primary
L.H. Left Hand
Pt Pint
LND Landing
PWC Pratt and Whitney Canada
LT Light
R
M
R Right
M m Meters
MBAR Millibar REL Release

MCP Maximum Continuous RET Retract


Power R.H. Right Hand
Min Minutes RTR Rotor
MPH Miles-Per-Hour S
M/R Main Rotor
Sec Seconds
MSTR Master
SEL Sound Exposure Level
N
SL Sea Level
NAV Navigation SLT Searchlight
NG Gas Producer RPM SSO Starts since overhaul
NP Power Turbine RPM STA Station
NR Rotor Speed
STBY Standby
O
STC Supplemental Type
OAT Outside Air Temperature Certificate
OEI One Engine Inoperative SYS System
OGE Out of Ground Effect T
OVRD Override TBO Time Between Overhaul
OVSP Overspeed TOP Takeoff Power
P TSN Time Since New
PLA Power Lever Angle TSO Time Since Overhaul

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MD900 (902 Configuration with PW 207E) General

U Vs Versus

U.S. gal U.S. gallons VSCS Vertical Stabilization


Control System
V
VY Best Rate of Climb Speed
VFR Visual Flight Rules W
VH Maximum speed in level WL Water Line
flight at MCP
X
VLV Valve
VMC Visual Metrological XFD Crossfeed
Conditions XMSN Transmission
VNE Never Exceed Speed XPNDR Transponder

1−7. MULTI−PURPOSE UTILITY OPERATIONS

The installation and use of certain optional equipment is approved by the FAA
and requires supplemental flight data when limitations, performance or procedures
are affected. Refer to Section X for Optional Equipment.
MD Helicopters, Inc. optional equipment items and STC items which are FAA ap­
proved for the MD EXPLORER may be installed and used.

1−8. TECHNICAL PUBLICATIONS

A file of technical publications is available to aid in obtaining maximum utilization


of your rotorcraft. Revisions and new issue publications are provided to continually
update and expand existing data.
MDHI Publications Revisions and Reissues
Changes in limitations, procedures, performance, optional equipment, etc., re­
quire flight manual revisions and change or replace flight manual content as
appropriate. To ensure that MDHI manuals continue to show current changes,
revised information is supplied as follows.
Revisions
Change to parts of the manual by the replacement, addition and/or deletion
of pages is done by revision. The List of Effective Pages that accompanies
each revision, identifies all affected pages. Such pages must be removed from
the manual and discarded. Added or replaced pages must be put in and ex­
amined against the List of Effective Pages.

Reissue 2
Original 1−7
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

Reissues
Occasionally the manual may be reissued and is identified as ``Reissue #1,
Reissue #2'', etc. The preceding issue of the manual then becomes obsolete
and must be discarded. The reissue includes all prior revisions. All pages
in a reissue become ``Original'' pages. The reissue may also include new or
changed data. These changes will be identified on the ``Summary of Revisions''
page as well as having change bars appear in the page margin on the effected
pages.
The following publications are available.
Rotorcraft Flight Manual (RFM).
Rotorcraft Maintenance Manual (RMM)
Servicing and Maintenance
Instruments - Electrical - Avionics
Component Maintenance Manual (CMM)
Structural Repair Manual (SRM)
Illustrated Parts Catalog (IPC)
Service Information Bulletins and Letters
New and revised publications are available through MDHS Subscription Service.
Further information may be obtained by contacting:
MD Helicopters, Inc.
M615-G048
4555 E McDowell Rd
Mesa, AZ 85215-9734
or your local Service Center, Distributor, or Sales Company.
All persons who fly or maintain MD helicopters are urged to keep abreast of the
latest information by using the subscription service.

Reissue 2
1−8 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

1−9. ROTORCRAFT CERTIFICATION

Certified under FAR Part 27 through amendment 27-26 dated April 5, 1990, Special
Condition for High Intensity Radiated Fields (HIRF) protection per FAR 21.16; FAR
Part 36 Appendix J, Noise, effective on the date of Type Certification, and FAR
Part 27 Appendix C Criteria for Category A effective August 8, 1996.
The rotorcraft is certified by the Federal Aviation Administration under FAA Type
Certificate Number H19NM.
The FAA model designation is MD900
The FAA/ICAO aircraft type designator is EXPL
The MD Helicopters, Inc. commercial designation is MD Explorer

1−10. PILOT’S BRIEFING

Prior to flight, passengers should be briefed on the following.


Approach and depart the rotorcraft from the front in full view of the pilot, being
aware of the main rotor.
Use of seat belts and shoulder harnesses.
Smoking.
The opening and closing of doors.
Evacuation of the aircraft in an emergency.
Location and use of emergency/survival equipment.

Reissue 2
Original 1−9
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

1−11. DIMENSIONS

Refer to Figure 1-1 and Figure 1-2 for exterior dimensions and interior volumes.

33.83 FT
(10.34 M)
5.33 FT
(1.62 M)

5.92 FT
(1.80 M)

40.58 FT
9.33 FT (12.37 m)
5 ° 0'

9.17 FT
12.00 FT (2.79 M)
(3.66 M)
10.92 FT
(3.33 M)

3 ° 16' STATIC GROUND LINE


7.33 FT
(2.23 M) @ DESIGN GROSS WEIGHT
34.08 FT
(10.39 M)

F92−002B

Figure 1−1. MD Explorer Rotorcraft Principal Dimensions

Reissue 2
1−10 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

6.25 FT (1.9 M)

4.75 FT (1.4 M)

12.9 FT (3.9 M)

18.25 FT (5.5 M)

BAGGAGE COMPARTMENT
51.4 FT3 (1.5 M3)

4.08 FT (1.2 M)
ENTIRE AFT CABIN
172.5 FT3 (4.9 M3)
4.16 FT (1.2 M) WITH DOOR ON
4.33 FT (1.3 M) WITH DOOR OFF

F90−003

Figure 1−2. Interior Dimensions and Volumes

Reissue 2
Original 1−11
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

1−12. CONVERSION CHARTS

EXAMPLE: CONVERT 100 KNOTS TO MPH AND TO KM/HR:


ENTER CHART AT 100 KNOTS AND FOLLOW ARROW TO SLOPING LINE. TO FIND MPH, MOVE LEFT AND READ
115 MPH. TO FIND KM/HR, MOVE RIGHT FROM THE SLOPING LINE AND READ 185 KM/HR

200 320

300
180
280

160 260

240
140 220

200
120
180

Km/H
MPH

100 160

140
80
120

60 100

80
40
60

40
20
20

0 0
0 20 40 60 80 100 120 140 160 180

KNOTS
F92−004

Figure 1−3. Speed: MPH/Knots/KmH

Reissue 2
1−12 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

KNOTS METERS/SEC
50
25

45

40
20

EXAMPLE 35

CONVERT KNOTS TO METERS/SEC

KNOWN: 30
WIND SPEED = 25 KT 15

METHOD:
ENTER CHART AT 25 KT READ 25
APPROXIMATELY 13 METERS/SEC
ACROSS ON METERS/SEC SCALE

METHOD MAY BE REVERSED 20


TO FIND KNOTS WHEN METERS/SEC ARE 10
KNOWN

15

10 5

0 0 F92−006

Figure 1−4. Speed: Knots − Meters/Second

Reissue 2
Original 1−13
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

TEMPERATURE

°F °C
140 60
EXAMPLE:
120 50

CONVERT °F TO °C 40
100
KNOWN: 30
TEMPERATURE = 50° F 80
20
METHOD: 60
ENTER AT 50° F 10
READ 10° C ACROSS ON °C SCALE 40
0
20
METHOD MAY BE REVERSED −10
TO FIND ° F WHEN ° C IS KNOWN 0
−20
−20 −30
ALTERNATE METHOD:
° F = (9/5 X °C) + 32 −40 −40
°C = 5/9(°F − 32)
−60 −50

−80 −60

F92−005

Figure 1−5. Temperature Conversion Chart

Reissue 2
1−14 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

IMPERIAL (BRITISH) GALLONS

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150


700

650

600

550

500

450

400
LITERS

350

300

250

200

150

100

50

0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190

U.S. GALLONS

F927-150

Figure 1−6. Liquid Measure − U.S. Gallons to Liters to Imperial Gallons

Reissue 2
Original 1−15
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

31
30
29
28
27
26
25
24
23
22
21
20
19
18
CENTIMETERS

17
16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0
INCHES

F927-152

Figure 1−7. Linear Measure − Inches to Centimeters

Reissue 2
1−16 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

20000

19000

18000

17000

16000

15000

14000

13000

12000

11000
FEET

10000

9000

8000

7000

6000

5000

4000

3000

2000

1000

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500

METERS
F927-151

Figure 1−8. Linear Measure − Meters to Feet

Reissue 2
Original 1−17
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

1900

1800

1700
3000
1600
2900
1500
2800
1400
2700
1300
2600
1200
2500
1100
2400
KILOGRAMS

1000
2300
900
2200
800
2100
700
2000
600
1900
500
1800
400
4000 4500 5000 5500 6000 6500
300

200

100

0
0 500 1000 1500 2000 2500 3000 3500 4000
POUNDS F927-149

Figure 1−9. Weight − Pounds to Kilograms

Reissue 2
1−18 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) General

EXAMPLE 1: 29.44 IN. Hg = 997 mbar


EXAMPLE 2: 30.18 IN. Hg = 1022 mbar

29.5
1 30.5 31.1
29.4
30.4 31.0
29.3
30.3 30.9
29.2

2
30.2 30.8
29.1
30.1
29.0 30.7
30.0
28.9 30.6
IN. Hg

29.9
30.5
28.8
29.8 1035 1040 1045 1050 1055
28.7
29.7
28.6
29.6
28.5
29.5
28.4
1000 1005 1010 1015 1020 1025 1030 1035
28.3

28.2

28.1

28.0
945 950 955 960 965 970 975 980 985 990 995 1000

MILLIBARS

F92−007

Figure 1−10. Conversion Chart: Inches of Mercury − Millibars

Reissue 2
Original 1−19
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
General MD900 (902 Configuration with PW 207E)

Table 1−1. Standard Atmosphere Table


Standard Sea Level Conditions:
Temperature: 59°F (15°C)
Pressure: 29.921 in.Hg (1013.25 mbar)
Density: 0.0023769 slugs/ft3 (1.225 kg/m3)

ALTITUDE DENSITY 1 TEMPERATURE PRESSURE PRESSURE PRESSURE


(feet) RATIO σ σ (°C) (°F) (mbar) (in. Hg) RATIO
0 1.0000 1.000 15.00 59.000 1013.25 29.921 1.0000
1000 0.9711 1.0148 13.019 55.434 997.18 28.856 0.9644
2000 0.9428 1.0299 11.038 51.868 942.14 27.821 0.9298
3000 0.9151 1.0454 9.056 48.302 908.14 26.817 0.8962
4000 0.8881 1.0611 7.076 44.735 875.12 25.842 0.8637
5000 0.8617 1.0773 5.094 41.196 843.08 24.896 0.8320

6000 0.8359 1.0938 3.113 37.603 811.99 23.978 0.8014


7000 0.8106 1.1107 1.132 34.037 781.86 23.088 0.7716
8000 0.7860 1.1279 -0.850 30.471 752.63 22.225 0.7428
9000 0.7620 1.1456 -2.831 26.905 724.29 21.388 0.7148
10000 0.7385 1.1637 -4.812 23.338 696.82 20.577 0.6877

11000 0.7155 1.1822 -6.793 19.772 670.21 19.791 0.6614


12000 0.6932 1.2011 -8.774 16.206 644.40 19.029 0.6360
13000 0.6713 1.2205 -10.756 12.640 619.44 18.292 0.6113
14000 0.6500 1.2403 -12.737 9.074 595.23 17.577 0.5875
15000 0.6292 1.2606 -14.718 5.508 571.83 16.886 0.5643

16000 0.6090 1.2815 -16.669 1.941 549.14 16.216 0.5420


17000 0.5892 1.3028 -18.680 -1.625 527.23 15.569 0.5203
18000 0.5669 1.3246 -20.662 -5.191 505.99 14.942 0.4994
19000 0.5511 1.3470 -22.643 -8.757 485.48 14.336 0.4791
20000 0.5328 1.3700 -24.624 -12.323 465.63 13.750 0.4595

21000 0.5150 1.3935 -26.605 -15.899 446.47 13.184 0.4406


22000 0.4976 1.4176 -28.587 -19.456 427.91 12.636 0.4223
23000 0.4806 1.4424 -30.568 -23.002 409.99 12.107 0.4046
24000 0.4642 1.4678 -32.549 -26.588 392.72 11.597 0.3874
25000 0.4481 1.4938 -34.530 -30.154 375.99 11.103 0.3711

Reissue 2
1−20 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Limitations

SECTION II
LIMITATIONS
TABLE OF CONTENTS

PARAGRAPH PAGE
2-1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Figure 2-1. Ambient Temperature Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Figure 2-2. WAT Limit and “Area A” Azimuth For Crosswind Operations . . . 2-4
2-3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-3. VNE Chart - Gross Weight to 6500 lb (2948 kg) . . . . . . . . . . . . . . . 2-5
Figure 2-4. VNE Chart - Gross Weight to 6770 lb (3071 kg) . . . . . . . . . . . . . . . 2-5
2-4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2-5. Minimum Flying Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 2-6. Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Table 2-1. Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-13. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-7. Primary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-8. NP and NR Scales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-9. Engine Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-10. Engine Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-11. Secondary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2-12. Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2-13. Transmission and Fuel Quantity Display . . . . . . . . . . . . . . . . . . . . 2-15
Figure 2-14. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2-14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

FAA Approved
Reissue 2
2−i
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Limitations

Figure 2-15. Decals and Placards (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16


Figure 2-15. Decals and Placards (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17

FAA Approved
Reissue 2
2−ii
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

SECTION II
LIMITATIONS
2−1. FLIGHT RESTRICTIONS
Approved as an eight-place (maximum) helicopter.
The minimum flight crew consists of one pilot operating the helicopter from the
right seat. The left crew seat may be used for an additional pilot when the approved
dual controls are installed.
Under seat baggage stowage:
Cargo or baggage under crew and passenger seats is permitted only when the
seat is unoccupied.
Aerobatic flight:
Aerobatic flight is not permitted.
Aircraft equipped with Bendix/King KFC900 Flight Control System:
NOTE: The following information supersedes applicable limits found in Bendix/King IFR
Avionics/KFC 900 RFMS 006−00845−0000 and 006−00845−0004.
For VFR flights at gross weights between 6251 and 6500 lb (2835 and 2948
kg):
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 ft HD
For IFR flights at gross weights between 6251 and 6500 lb (2835 and 2948
kg):
Autopilot must be operational.
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 ft HD
Flight with doors opened or removed is approved under the following
conditions.
NOTE: Baggage compartment door can be removed with all these configurations:
Baggage door removed:
With the baggage door removed and cockpit and cabin doors closed, maximum
airspeed is limited to the 140 KIAS envelope shown in Figure 2-3.
Approved doors off configurations:
Maximum airspeed is limited to the 100 KIAS envelope shown in Figure 2-3.
Both cockpit doors removed
FAA Approved
Reissue 2 2−1
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

Both cabin doors removed


Both cockpit and both cabin doors removed
Cabin doors open in-flight:
Maximum airspeed is limited to 60 KIAS (with or without cockpit doors).
One or both cabin doors may be opened or closed in-flight at airspeeds up
to 60 KIAS.
Maximum airspeed is limited to 100 KIAS (with or without cockpit doors)
following installation of modified upper door fittings (ref. Figure 2-14).
For sustained flight with the cabin doors open, use of the cabin door hold
open device is required.

2−2. ENVIRONMENTAL OPERATING CONDITIONS

NOTE: Serial numbers 900−00141 and subsequent have different operating limitations
based on gross weight and density altitude. Serial numbers 900−00140 thru
900−00052 limitations remain the same, unless the provisions of TB900−044
have been accomplished.
Kinds of Operations:
This rotorcraft is certified in the normal helicopter category for day and night
VFR operation when the appropriate instruments and equipment required by
the airworthiness and/or operating rules are approved, installed, and are in oper­
able condition.
Maximum operating altitude at gross weights 6250 lb (2835 kg) and be­
low: 20,000 Feet HD
Maximum operating altitude at gross weights 6251 to 6500 lb (2835 to
2948 kg): 14,000 Feet HD.
Maximum operating altitude at gross weights 6501 to 6770 lb (2949 to
3071 kg): 3000 Feet HD.
Maximum altitude for HIGE/takeoff and landing operations: Refer to
Figure 2-2.
IIDS Built-In Test - cold temperature:
A commanded IIDS BIT must be performed prior to the first start of the day
if the helicopter has been statically exposed to temperatures below 0°C for 12
hours or longer.
NOTE: The IIDS display may not be readable during the initial power up BIT when
statically exposed to the above ambient temperatures.
Cabin heat:
Cabin heat must be OFF in the crew and passenger compartments when ambient
temperatures are greater than 28°C (82°F).
FAA Approved
2−2 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

Icing conditions:
Flight into known icing conditions is not permitted.
Snow conditions:
VNE is 100 KIAS in falling and blowing snow.
Aircraft with NACA inlet and IPS only.
Flight into falling or blowing snow is only permitted with the NACA inlet
switch in the CLOSED position. The switch must remain in the CLOSED
position for the duration of the flight, even after leaving the falling or blowing
snow conditions.

20000 14000HD LIMIT FOR


GROSS WEIGHTS
18000 FROM 6251 TO 6500 LB

16000
PRESSURE ALTITUDE - FEET

14000
12000 PRIMARY FUELS
ONLY DASHED LINES FOR
10000 AIRCRAFT WITHOUT
GENERATOR COOLING
8000 MODIFICATION

6000
HIGE OPERATIONS
4000 PRIMARY AND LIMITED TO 5 MINUTES
SECONDARY AT TEMPERATURES
2000 FROM 50 TO 52°C
FUELS
0
-50 -40 -30 -20 -10 0 10 20 30 40 50
-36 40.6 52
FREE AIR TEMPERATURE - °C F927−001C

Figure 2−1. Ambient Temperature Envelope

FAA Approved
Reissue 2 2−3
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITH OBEY THE MAXIMUM WEIGHT,
INCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS IN ALTITUDE, TEMPERATURE (WAT)
CALM WINDS OR HEADWINDS LIMITS FOR TAKEOFF AND LANDING

ÏÏÏÏÏÏÏÏÏÏÏÏ
12400 TAKEOFF AND LANDING WAT LIMIT

ÏÏÏÏÏÏÏÏÏÏÏÏ
12000

ÏÏÏÏÏÏÏÏÏÏÏÏ
11000

ÏÏÏÏÏÏÏÏÏÏÏÏ
DENSITY ALTITUDE − FEET

10000

ÏÏÏÏÏÏÏÏÏÏÏÏ
9000 IGE HOVER OPERATIONS HAVE BEEN
DEMONSTRATED IN WINDS UP TO 17

ÏÏÏÏÏÏÏÏÏÏÏÏ
8000 KNOTS FROM ALL AZIMUTHS.
7000 IGE HOVER OPERATIONS HAVE BEEN DEMONSTRATED
IN WINDS UP TO 17 KNOTS FROM ALL AZIMUTHS
6000 EXCEPT BETWEEN 1205 AND 1355
AND
5000 IGE HOVER OPERATIONS HAVE BEEN DEMONSTRATED
4000 IN WINDS UP TO 15 KNOTS FOR AZIMUTHS BETWEEN
1205 AND 1355.
3000
2000 AVOID STEADY IGE HOVER OPERATIONS IN AREA A WHEN WINDS ARE
GREATER THAN 15 KNOTS FROM AZIMUTHS BETWEEN 1205 TO 1355.
1000
0
6250 6500 6770
4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800
GROSS WEIGHT − LB

120°

AZIMUTH RANGE FOR AREA A

135° FM02-002

Figure 2−2. WAT Limit and “Area A” Azimuth For Crosswind Operations

2−3. AIRSPEED LIMITATIONS

Observe gross weight depictions on chart.


VNE is 60 KIAS with lateral CG greater than +2 inches (+51 mm).
VNE is 134 KIAS at 6500 lb (2948 kg) following compliance with SB900-105.
VNE is 100 KIAS from 6501 to 6770 lb (2949 to 3071 kg).
VNE decreases at a rate of 4 kts/1000 FT above 5500 Feet HD
FAA Approved
2−4 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

20000
: VNE DUE TO
TIP MACH
VNE : POWER ON
AS VNE:  -25°C
: HD AND VNE
LOPE 15000 LIMIT FOR
DENSITY ALTITUDE - FEET

6251 TO
6500LB
-36°
10000 C -30°

ÏÏÏ
VNE: AUTOROTATION
OEI OPERATIONS C

ÏÏÏ
HYDRAULICS FAILURE

ÏÏÏ
VSCS FAILURE
XMSN CHIP LIGHT
5100 -

ÏÏÏ
5000
6250LB 140 KIAS

ÏÏÏ
ENVELOPE

ÏÏÏ
<5100
LB
0
40 50 60 70 80 90 100 110 120 130 140 150
134
INDICATED AIRSPEED - KNOTS F92−010B

Figure 2−3. VNE Chart − Gross Weight to 6500 lb (2948 kg)

100 KIAS
ENVELOPE 20000
: VNE DUE TO
TIP MACH
6251 TO 6500 LB : HD AND VNE
ENVELOPE VNE : POWER ON LIMIT FOR 6251
TO 6500 LB
15000 VNE:  -25°C
DENSITY ALTITUDE - FEET

: HD AND VNE
LIMIT FOR 6501
TO 6770 LB
-36°C
10000 VNE: AUTOROTATION
-30°C

ÏÏÏ
OEI OPERATIONS
HYDRAULICS FAILURE

ÏÏÏ
VSCS FAILURE
XMSN CHIP LIGHT

ÏÏÏ
5000 5100 - 6250 LB

ÏÏÏ
140 KIAS
3000 ENVELOPE
6501 TO 6770 LB
<5100 LB
ÏÏÏ
ENVELOPE 0
40 50 60 70 80 90 100 110 120 130 ÏÏÏ
140 150
134
INDICATED AIRSPEED - KNOTS
FM02-004

Figure 2−4. VNE Chart − Gross Weight to 6770 lb (3071 kg)


FAA Approved
Reissue 2 2−5
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

2−4. WEIGHT LIMITATIONS

Serial numbers 900-00141 and subsequent:


Maximum gross weight: 6770 lb (3071 kg).
Serial numbers 900-00140 and prior:
If TB900-044 has not been accomplished: Maximum gross weight is 6500 lb
(2449 kg).
If TB900-044 has been accomplished: : Maximum gross weight is 6770 lb (3071
kg).
Minimum flying gross weight: ref. Figure 2-5.
Cargo deck capacity: 1500 lb (680 kg) and not more than 115 lb/ft2 (561 kg/m2).
Maximum weight in baggage compartment (Sta. 234 to 257): 500 lb (227 kg) and
not more than 115 lb/ft2 (561 kg/m2).

20000
DENSITY ALTITUDE - FEET

4000
2000
1153
0
-2000

-4000
-6000
-6812
-8000
3000 3500 4000 4185
GROSS WEIGHT - LB FM02-005

Figure 2−5. Minimum Flying Weight

FAA Approved
2−6 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

2−5. CENTER OF GRAVITY (CG ENVELOPE)

Make sure the rotorcraft CG and weight are within approved limits throughout
flight operations.
Expanded lateral CG:
Maximum lateral CG for takeoffs and landings from/to a surface is +2 inches.
VNE is 60 KIAS with lateral CG more than +2 inches.
Longitudinal CG envelope is as shown on chart “B” below when lateral CG is
greater than +2 inches.

7000 7000
6770 6770
6500 DURING OPERATION IN THE 6500
EXPANDED CG REGION OF
6000 CHART A, THE MAXIMUM 6000
GROSS WEIGHT - LB

LONGITUDINAL CG LIMIT, AS

GROSS WEIGHT - LB
5100 LB
5500 DEPICTED BY THE DASHED
5500
LINE IN CHART B, APPLIES.
EXPANDED
5000 5000
CG LIMITS
4500 4500

4000 4000

3500 3500

3000 3000
-3 -2 -1 0 1 2 3 4 5 6 7 194 196 198 200 202 204 206 208
CHART A: LATERAL CG STATION (INCH) CHART B: LONGITUDINAL CG STATION (INCH)
FM02-006

Figure 2−6. Center of Gravity Envelope

FAA Approved
Reissue 2 2−7
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

2−6. ROTOR BRAKE LIMITATIONS

The rotor brake must be in the stowed position before engine start.
The rotor brake can be applied after both engines are shutdown with NR at or below
70 percent.

2−7. ROTOR SPEED LIMITATIONS

Power ON:
Continuous operation Maximum 101%
Minimum 99%
Transient range: 91% to 98%
102% to 108%
Power OFF:
Continuous operation: 108% maximum
88% minimum

2−8. TRANSMISSION LIMITATIONS

Maximum transmission oil pressure: 104% PSI


Minimum transmission oil pressure: see Figure 2-13.
Maximum transmission oil temperature: 110°C
Minimum transmission oil temperature: -18°C

FAA Approved
2−8 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

2−9. POWER PLANT LIMITATIONS

The pilot must monitor the IIDS during all phases of operation and
CAUTION record and report all exceedances to maintenance as soon as
possible.

Torque limits:
Normal:
Maximum continuous: 100%
Takeoff (5 minute): 101% to 110%
Maximum transient over torque: 111% to 124% for 10 seconds
OEI limits:
Maximum continuous: 124%
2.5 minute: 125% to 135%
Torque greater than 135%: NOT PERMITTED
Exhaust gas temperature limits:
Normal limits:
Maximum continuous: 850°C
Takeoff (5 minutes): 851°C to 900°C
Transient limits: 901°C to 1000°C for 20 seconds
OEI limits:
Maximum continuous: 900°C
2.5 minute: 901°C to 970°C
Maximum transient limits: 971°C to 1000°C for 20 seconds
Overtemperature limits for starting:
Maximum 875°C for 2 seconds
711°C for 10 seconds
650°C for 45 seconds
NOTE: Engine start should be completed within 45 seconds with EGT stabilized below
650°C.

FAA Approved
Reissue 2 2−9
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

Output shaft (NP) speed limits:


Normal operating range: 99% to 101%
Transient limits: >102% to 108% for 20 seconds (not cumulative)
NG limitations:
Normal limits:
Maximum continuous: 97.2%
Takeoff (5 minutes): 97.3% to 99.8%
Transient limits: 99.9% to 104.1% for 20 seconds
OEI operating limits:
Maximum continuous: 99.8%
2.5 minute: 99.9% to 103.0%:
Transient limits: 103.1% to 104.1% for 20 seconds
Engine oil system limitations:
Engine oil temperature limits:
During starting: -40°C to 125°C
Normal operating range: 10°C to 120°C
Engine oil pressure limits:
Normal operating range: 85% to 100% psi
Maximum: 100% psi (>5 minutes)
Minimum: <80% psi (>5 seconds)

FAA Approved
2−10 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

2−10. GENERATOR LIMITATIONS


Maximum continuous: 99% for each generator.
2−11. STARTER LIMITATIONS
30 seconds ON, 30 seconds OFF; 30 seconds ON, 30 seconds OFF; 30 seconds ON,
30 minutes OFF.
2−12. FUEL SYSTEM LIMITATIONS

Table 2−1. Fuel Specifications


PRIMARY FUELS (1) SECONDARY FUELS (2)
Jet A (ASTM D1655) Jet B (ASTM D6615)
Jet A-1 (ASTM D1655) JP-4 (MIL-DTL-5624)
JP-5 (MIL-DTL-5624)
JP-8 (MIL-DTL-83133)
RT (CIS Standards Organization
GOST 10227)(4)
TS-1 (CIS GOST 10227) (3)(4)
Notes:
(1). Using these primary fuels, the engine must operate satisfactorily throughout the
altitude/temperature envelope (ref. Figure 2-1).
(2). Using these secondary fuels, the engine must operate satisfactorily up to 10,000
feet (ref. Figure 2-1).
(3). Use of TS-1 is limited by P&WC to not more than 1000 hours (intermittently or
continuously) between engine fuel nozzle inspections.
(4). Must contain one of the following anti-ice additives at a concentration up to 0.3%
by volume: Ethylene Glycol Monomethyl Ether (Ethylcellosolve, Liquid I) as defined
in GOST 8313, Liquid I-M (mixture 50% Liquid I with 50% methyl alcohol) as de­
fined in TU-6-10-1458, Tetrahydrofurfuryl alcohol (TGF) as defined in GOST
17477 or Liquid TGF-M (mixture 50% TGF with 50% methyl alcohol ) as defined in
TU 6-10-1457.
Additional fuel specifications can be found in Section VIII.
Maximum 140 KIAS with either left or right low fuel warning tick
WARNING marks ON.
During operations in temperatures of 13°F (-10°C) or colder, fuel added to the tank
must contain either anti-icing additive PFA‐55MB or anti-icing additive per
MIL‐I‐27868 or MIL‐I‐85470 with a minimum concentration of 0.06% by volume
and a maximum concentration of 0.15% by volume. Follow the manufacturer instruc­
tions.
FAA Approved
Reissue 2 2−11
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

2−13. INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)


ENGINE TORQUE EXHAUST GAS
DISPLAY TEMPERATURE DISPLAY

. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
DIGITAL
DISPLAYS NR TORQUE EGT
NP NP
ENG
OUT
. .

POWER TURBINE
SPEED DISPLAY EEC EEC
MAN MAN
FAIL FAIL

ROTOR SPEED DISPLAY F92−012

Figure 2−7. Primary IIDS Display


NP NR NR
NP NP >111%
>112%
>108%
>108%

>101% >102%
99 - 101% 98 - 102%
<99%
<98%

<91%
<88%

NOTE: > = GREATER THAN <80%


< = LESS THAN F927−003

Figure 2−8. NP and NR Scales


FAA Approved
2−12 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

NORMAL OEI OPERATIONS


TORQUE OPERATIONS TORQUE
>109%
>135%

>100% >124%

>98% >122%

EEC EEC
MAN MAN
FAIL FAIL
NOTE: > = GREATER THAN
< = LESS THAN
F927−004

Figure 2−9. Engine Torque

EGT EGT
>900°C >970°C
ENG ENG
OUT OUT
>850°C >900°C
. . . .
>845°C >894°C

NORMAL OEI OPERATION


OPERATIONS ONLY

NOTE: > = GREATER THAN


< = LESS THAN
F927−005

Figure 2−10. Engine Exhaust Gas Temperature

FAA Approved
Reissue 2 2−13
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

SECONDARY IIDS DISPLAY


LEFT ENGINE PARAMETER
DISPLAY TRANSMISSION OIL TRANSMISSION PARAMETER RIGHT ENGINE PARAMETER
PRESSURE DISPLAY DISPLAY DISPLAY
ENGINE OIL
TEMPERATURE DISPLAY FIRE FIRE FIRE CAB HEAT ENGINE OIL
PRESSURE DISPLAY
CHIPS CHIPS CHIPS BAT HOT
BAT WRM

° C %PSI ° C %PSI ° C %PSI ROTOR


BRAKE
CABIN
DOOR
FUEL
BAGGAGE
%LOAD %LOAD DOOR GENERATOR
TRANSMISSION OIL GEN GEN %LOAD DISPLAY
1 HYD 2
TEMPERATURE DISPLAY
IIDS

NG NG
LB
GAS PRODUCER
TURBINE SPEED DISPLAY OAT ° C

FUEL QUANTITY F92−016

Figure 2−11. Secondary IIDS Display

FIRE
CHIPS
HIGH WARNING: >125°C TI
HIGH CAUTION: >120°C >100% PSI ME
>5 MINUTES

° C %PSI TI
LOW CAUTION: <10°C WITH NG >50%
<-45°C WITH NG < 50% <80% PSI >2ME
SEC
<80% PSI >5 SEC
CAUTION: 100% LOAD

%LOAD
GEN
HIGH WARNING: >103.0% NG
HIGH CAUTION: >99.8% NG
NOTE: ``>'' = GREATER THAN
``<'' = LESS THAN
NG ``<'' = EQUAL TO OR LESS THAN
LOW WARNING: <50% NG
F927−052

Figure 2−12. Engine Display


FAA Approved
2−14 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

FIRE
CHIPS
HIGH WARNING: >110°C HIGH WARNING: >104% PSI
HIGH CAUTION: >93°C HIGH CAUTION: >100% PSI

°C %PSI FLIGHT IDLE


LOW CAUTION: <-18°C LOW CAUTION: <75% PSI NO
NE
LOW WARNING: <65% PSI <50
FUEL % PSI

LOW FUEL WARNING


SEGMENT: 150 LBS LOW CAUTION: 300 LBS
LEFT/RIGHT LOW FUEL WARNING
TICK MARKS: 97 TO 127 LBS
NOTE: ``>'' = GREATER THAN
``<'' = LESS THAN LB F92−018A

Figure 2−13. Transmission and Fuel Quantity Display

KNOTS KNOTS KNOTS


200 200 200
180 MPH 180 MPH 180
40 40 40
40 40
160 200 AIRSPEED 160 200 AIRSPEED 160 AIRSPEED
60 60
140 150 140 150 140

120 100 80 60 100 80 60 60


120 120
100 80 100 80 100 80

INSTALLED WITH AUTOPILOT OPTION

AIRSPEED INDICATOR MARKINGS:

140 OR 150 KNOTS


100 KNOTS
0-30kt INDICATOR UNRELIABLE FM02−013

Figure 2−14. Airspeed Indicator


FAA Approved
Reissue 2 2−15
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

2−14. DECALS AND PLACARDS

SEAT ATTACH
ONLY LOCATED AT UPPER CABIN
SEAT ATTACH POINTS
NO TIEDOWN

FUEL CELL ACCESS DOOR


WARNING LOCATED ON CABIN FLOOR
REPLACE DOOR BEFORE FLIGHT
AND JACKING AIRCRAFT

WARNING
LOCATED ON BAGGAGE
THIS PANEL MUST BE SECURED COMPARTMENT FLOOR
PRIOR TO JACKING, TOWING
OR FLYING THE AIRCRAFT

NO ARTICLES TO BE LOCATED ON COCKPIT DOOR


STOWED UNDER SEATS LOWER WINDOW FRAME

1. LOCATED ON UPPER
COCKPIT DOOR FRAME

2. LOCATED ADJACENT
TO COCKPIT DOOR
ACCESS HANDLE

SLIDING LOCATED ON CABIN DOOR


DOOR
UPPER FRAME (FWD)

NO ARTICLES TO BE LOCATED ON CABIN DOOR


STOWED UNDER SEATS UPPER FRAME (CENTER)

PRIOR TO FLIGHT LOCATED ON CABIN DOOR


1. TURN HANDLE TO SAFELOCK POSITION UPPER FRAME (AFT)
2. FASTEN SEAT BELTS AND SHOULDER HARNESS

EMERGENCY EXIT
LOCATED ON CABIN DOOR FRAME
PULL TAB ADJACENT TO EMERGENCY EXIT
TO REMOVE WINDOW RELEASE HANDLE F92−020−1

Figure 2−15. Decals and Placards (Sheet 1 of 2)


FAA Approved
2−16 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Limitations

THIS HELICOPTER MUST BE OPERATED LIMITATIONS SPECIFIED IN THE FAA


DURING OPERATIONS IN TEMPERATURES OF 13F (−10C) IN COMPLIANCE WITH THE OPERATING APPROVED ROTORCRAFT FLIGHT MANUAL
OR COLDER, FUEL ADDED TO THE TANK MUST CONTAIN
EITHER ANTI-ICING ADDITIVE PFA-55MB OR ANTI-ICING LOCATED ON INSTRUMENT PANEL
ADDITIVE PER MIL-I-27868 OR MIL-I-85470 WITH A
MINIMUM CONCENTRATION OF .06% BY VOLUME
APPROVED FOR
VFR DAY/NIGHT
AND A MAXIMUM CONCENTRATION OF .15% BY VOLUME.
SEE FLIGHT MANUAL FOR MIXING PROCEDURES.
LOCATED ON INSTRUMENT PANEL
LOCATED ABOVE FUEL FILLER
RADIO CALL
N X X X X X
LOCATED ON INSTRUMENT PANEL

LOCATED ABOVE FUEL FILLER


VNE CHART: LOCATED ON INSTRUMENT PANEL

USEABLE CAP. 158.5 U.S. GALS (600 LITERS) USEABLE CAP. 158.5 U.S. GALS
WITH RANGE EXTENDER INSTALLED WITH RANGE EXTENDER INSTALLED
ROTOR
LOCATED ON FILLER NECK BRAKE
LIFT HANDLE,
NO STEP
ROTATE CW,
LOCATED ON FILLER NECK PULL DOWN
DO NOT
ENGAGE ROTOR
BRAKE ABOVE
70% NR

LOCATED ADJACENT TO ROTOR BRAKE

100 KT
CAPABILITY

STATIC PORT
KEEP HOLES AND
SURFACE CLEAN

MODIFIED FITTING WITH DECALS

LOCATED ABOVE STATIC PORT

F92−020−2B

Figure 2−15. Decals and Placards (Sheet 2 of 2)


FAA Approved
Reissue 2 2−17
Revision 4
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Limitations MD900 (902 Configuration with PW 207E)

This page intentionally left blank!

FAA Approved
2−18 Reissue 2
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Emergency and
Malfunction Procedures

S E C T I O N III
EMERGENCY AND MALFUNCTION
PROCEDURES
TABLE OF CONTENTS

PARAGRAPH PAGE
3-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . . . 3-2
3-3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Single Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Second Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Low Rotor RPM Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Water Landing - Dual Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Water Landing - OEI/AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Figure 3-1. EEC Caution/Warning Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
EEC Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
EEC Non Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
EEC Manual Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-6. Engine Starting - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-7. Engine/Aircraft Shutdown - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3-8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Cabin Fire/Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Figure 3-2. Engine/Transmission Deck Fire Annunciators . . . . . . . . . . . . . . . . . 3-17
Engine Fire - On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Engine FIRE - During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Transmission Area Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3-9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Anti-Torque Failure - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Anti-Torque Failure - Complete Loss of Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Anti-Torque Failure - Fixed Thruster Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22

FAA Approved
Reissue 2
Revision 1 3−i
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Emergency and
Malfunction Procedures

PARAGRAPH PAGE
VSCS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Figure 3-3. VSCS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Cyclic Trim Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Collective Friction Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3-10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . . . . 3-26
Static System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Figure 3-4. Alternate Static Source Toggle Valve . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Pitot Heat Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
3-11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Figure 3-5. Engine and Generator Malfunction Annunciators . . . . . . . . . . . . . . 3-27
Engine High Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Engine Low Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Engine High Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Engine Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Engine Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
NG High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
NG Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Generator High Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3-12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Figure 3-6. Transmission Malfunction Annunciators . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Oil Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Oil Temperature Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Oil Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Transmission Oil Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Transmission Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Transmission Input Torque Split . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3-13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Figure 3-7. Fuel System Advisory Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Fuel Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Fuel Boost Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Single Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Dual Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Impending Fuel Filter bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Fuel Shutoff Valve Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

FAA Approved
3−ii Reissue 2
Revision 1
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Emergency and
Malfunction Procedures

PARAGRAPH PAGE
3-14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Figure 3-8. Caution/Warning Cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Cabin Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Battery Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
Battery Warm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
IIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
3-15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
IIDS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Battery Discharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Extinguisher Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
IPS Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
NACA Inlet Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Rotor Speed Display Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Ground power Unit door open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3-16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
3-17. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-45
Figure 3-9. Cabin Door Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-45
3-18. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46
Figure 3-10. Emergency Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46

FAA Approved
Reissue 2
Revision 1 3−iii
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Emergency and
Malfunction Procedures

This page intentionally left blank!

FAA Approved
3−iv Reissue 2
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

SECTION III
EMERGENCY AND
MALFUNCTION PROCEDURES

3−1. GENERAL

The procedures contained in this section are to be followed in the event of an emergen­
cy or malfunction that may potentially affect the safety of the aircrew, passengers,
aircraft, or personnel on the ground.
These procedures are recommended to minimize danger to the helicopter. However,
these procedures should not limit the pilot from taking additional actions if the
situation warrants.
In the event of an emergency or malfunction, the pilot's primary consideration
is control of the aircraft. Then, the pilot must identify the problem and perform
the appropriate procedures relevant to the situation.
Terms such as ``land immediately'', ``land as soon as possible'', and ``land as
soon as practical'' are defined in Section I.

FAA Approved
Reissue 2
3−1
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−2. CAUTION AND WARNING ANNUNCIATORS AND AUDIO TONES

A red warning or yellow caution annunciator will illuminate on the IIDS display
and in some cases, an audio warning will sound announcing a failure or malfunction.
Some secondary IIDS displays have a digital display with a corresponding caution/
warning annunciator. Pilots should insure that both the digital display and its ap­
propriate caution/warning annunciator are in agreement before executing the proper
emergency procedure. If they do not agree, other parameters should be cross‐checked
in an attempt to validate a given abnormal indication.
The following logic applies to the warning advisories:
1. ENG OUT, FIRE, CAB HEAT, and LOW FUEL warning tick marks flash
(only go OFF if condition that caused the warning goes away).
2. All other warnings turn ON continuously (only go OFF if condition that caused
the warning goes away).
Audio warnings alert the pilot through the headset that a malfunction has occurred
that may require immediate corrective action.
The warning tone: The warning tone will sequence a high and low tone twice
to indicate a warning condition. These tones are activated for FIRE, CAB HEAT,
BAT HOT, and EEC FAIL.
Low Rotor Audio tone: The low rotor RPM tone (a sweep tone) is activated for
rotor RPM less than 95% and either engine operating, or activated for rotor
RPM less than 88% and both engines failed. When the IIDS senses an engine
failure, the low rotor RPM tone is activated for one cycle. The audio tones are
disabled when the aircraft is on the ground.

FAA Approved
Reissue 2
3−2
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

3−3. ENGINE EMERGENCIES

The ENG OUT warning annunciator is located between the TORQUE and EGT
vertical displays. When the IIDS senses an engine failure, the ENG OUT
TORQUE EGT warning flashes and the low rotor RPM tone is activated
for one cycle. The EGT and TORQUE displays also re-
ENG
OUT scale. The ENG OUT advisory is disabled with aircraft
on the ground.

SINGLE ENGINE FAILURE

Indications: ENG OUT annunciator illuminated and low rotor tone on for one cycle.
Affected engine torque, NP and NG decreasing to zero.

Conditions: At a hover - IGE:

Procedures:

 Land

Conditions: At a hover - OGE:

Procedures:

 Collective pitch ADJUST TO MAINTAIN OEI LIMITS

NOTE: The decision to land or fly−away, following a single engine failure, will depend
on ambient conditions and aircraft gross weight. Refer to Section V for best rate
of climb speed, single engine rate of climb and descent, and height velocity
envelope performance data.

FAA Approved
Reissue 2
3−3
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

Conditions: In flight:

 Maintain operating engine within OEI limits


 Reduce airspeed to 100 KIAS or less (Ref. Section II)

Identify affected (failed) engine by cross checking torque, NP and


CAUTION NG prior to performing the following steps.

 Engine control switch OFF ON AFFECTED ENGINE


 Fuel boost pump OFF ON AFFECTED ENGINE
 Fuel shutoff valve OFF ON AFFECTED ENGINE

NOTE: With fuel shutoff valve OFF, fire extinguishing system is now armed.
NOTE: Fuel warning tick mark on side of affected engine may illuminate prior to tick mark
for operating engine.
NOTE: If attempting a restart, leave fuel shutoff valve ON. Do not attempt restart if a
malfunction is suspected.

 Land as soon as practical

NOTE: If cabin heat or air-conditioning is being used when an engine failure occurs it
will automatically be switched OFF to enable the pilot to utilize the maximum
available power from the remaining engine for a safe recovery. If, after
recovering to a safe OEI flight condition, cabin heat is needed for windscreen
defogging, cabin comfort, etc., select the CAB HEAT OVRD position to restore
cabin heat. Prior to the OEI landing, insure CAB HEAT is OFF to ensure that the
maximum power is available from the remaining engine.

 Air start:
 Failed engine control switch TO OFF THEN TO FLY
 IIDS MONITOR

FAA Approved
Reissue 2
3−4
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

SECOND ENGINE FAILURE

Indications: Low rotor RPM with low rotor tone ON if RPM is below 88%.
Possible left yaw
Torque, NP, and NG decreasing to zero.

Procedures:

 Lower collective and maintain rotor speed within limits.

 Perform autorotation to suitable landing area.

LOW ROTOR RPM WARNING


Procedures:

 Adjust collective as necessary to control rotor RPM.

Respond immediately to the ENGINE OUT/low rotor RPM warning


WARNING by adjusting collective to maintain rotor RPM within limits, then
check engine instruments and other indications to confirm engine
trouble.

FAA Approved
Reissue 2
3−5
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−4. EMERGENCY LANDING PROCEDURES

WATER LANDING - DUAL ENGINE FAILURE

Procedures:

 Adjust collective pitch as necessary to establish autorotation.

 Cabin doors may be opened when airspeed is 60 KIAS or less.

 Make autorotative approach, flaring as required to minimize forward speed


at touchdown.

 Level aircraft. Increase collective pitch as contact is made with the water.

 When aircraft begins to roll, lower collective to full down to minimize blades
skipping off the water.

 Notify crew/passengers to evacuate aircraft after blades have stopped turning.

Do not inflate personal flotation gear until clear of the aircraft −


WARNING safe exit will be restricted.

WATER LANDING - OEI/AEO

Conditions: Available power allows hovering.

NOTE: The gross weight of the aircraft will determine whether sufficient power is
available to terminate the approach at a hover or whether a run−on landing must
be performed if landing OEI.

Procedures:

 Establish normal approach to intended landing point.

 Cabin doors may be opened when airspeed is 60 KIAS or less.

 Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.

 At approximately 50 FT, enter a decelerating attitude and increase power to


reduce rate of closure.

 Descend to hovering altitude over water.

 Passengers and copilot exit aircraft.

FAA Approved
Reissue 2
3−6
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

 Fly a safe distance away from all personnel in the water to avoid injury.

 Place ENGINE CONTROL switch(s) in OFF and perform a hovering autorota­


tion.

 Allow aircraft to settle in a level attitude while applying full collective pitch.

 When aircraft begins to roll, reduce collective to full down to minimize blades
skipping off the water.

 Release safety harness and exit the aircraft as soon as the blades have stopped
turning.

Do not inflate personal flotation gear until clear of the aircraft −


WARNING safe exit will be restricted.

Conditions: Available power does not allow hovering.

Procedures:

 Establish normal approach to intended landing point.

 Cabin doors may be opened when airspeed is 60 KIAS or less.

 Plan to arrive at 100 FT (30.5 M) above touchdown at approximately 40 KIAS.

 At approximately 50 FT (15.2 M), enter a decelerating attitude and increase


power to reduce rate of closure.

 As water contact is made, shut down engine and hold the helicopter as level
as possible, keeping forward speed and rate of descent to a minimum.

 When aircraft begins to roll, reduce collective to full down to minimize blades
skipping off the water.

 Release safety harness and exit the aircraft as soon as the blades have stopped
turning.

Do not inflate personal flotation gear until clear of the aircraft −


WARNING safe exit will be restricted.

FAA Approved
Reissue 2
3−7
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−5. EEC MALFUNCTIONS


TORQUE

EEC NON CRITICAL FAULT


CAUTION ANNUNCIATOR
( YELLOW) EEC EEC
MAN MAN
FAIL FAIL
EEC CRITICAL FAULT WARNING EEC MANUAL MODE
ANNUNCIATOR (RED) ANNUNCIATOR (YELLOW)

F92−021

Figure 3−1. EEC Caution/Warning Annunciators


NOTE: The pilot should attempt to reset the EEC by by slightly moving the affected
engine’s twistgrip out of the NORMAL detent, pressing the EEC RESET button,
and returning the twistgrip to NORMAL. Two attempts may be required. If the
EEC malfunction indication clears, the EEC was experiencing a transient fault.
If the EEC malfunction indication remains ON, the fault condition is still present
and the appropriate malfunction procedure shall be followed.
EEC CRITICAL FAULT

NOTE: In the event that the EEC on one of the engines fails, the fuel flow of that engine
remains fixed and can only be controlled by the twistgrip. The engine with the
serviceable EEC will attempt to maintain NP/NR within limits.
Indications: EEC with FAIL warning annunciator on and activation of the warning tone
for two cycles.

Procedures:

 When necessary, move the affected engine twist grip out of the NORMAL posi­
tion to assume manual control of the FMU.

NOTE: The pilot has the option of leaving the fuel flow fixed or using the throttle twist grip
to adjust the fuel flow (torque). When either twist grip is taken out of the NORMAL
position, the EEC MAN annunciator will illuminate. Changes in power will be
compensated through the serviceable EEC engine from zero torque to
temperature limits. Twist grip movement is only required for large power
changes.
When operating in manual mode (i.e., EEC MAN illuminated),
CAUTION reductions in power that allow the torque on the engine in the
automatic mode to approach zero % can lead to an increase in
NP on the engine being manually controlled into the transient (20
second time limit) overspeed range (> 104.5% − third yellow chevron
is illuminated).

FAA Approved
Reissue 2
3−8
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

 Set power of the affected engine as desired.

 Continue flight and monitor engine indications on the IIDS primary display.

There is no NR governing following EEC failures on both engines.


CAUTION NR and power must be controlled by the pilot using a combination
of collective and twistgrips.

EEC NONCRITICAL FAULT


An EEC caution annunciator ON in flight may result in one of the following indica­
tions.
Indications: Engine torque matching may be degraded.
Conditions: During flight

Procedures:
 Continue flight
 Advise maintenance

Indications: EGT indication blanks

Conditions: In flight

Procedures:
 Continue flight
 Advise maintenance

Conditions: On ground prior to starting

Procedures:
 Do not attempt start, or abort start.
 Advise maintenance

FAA Approved
Reissue 2
3−9
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

Indications: Inability to change engine mode with engine control switch.

Conditions: In flight

Procedures:

 Continue flight

 After landing, perform manual engine shutdown (Ref. paragraph 3-7).

Conditions: On ground after landing

Procedures:

 Perform manual engine shutdown (Ref. paragraph 3-7).

Indications: NP and NR indications not matched (split)

Conditions: In flight

Procedures:

 Continue flight

 Avoid maneuvers that cause NR to increase above normal. (High rates of de­
scent, quick stops)

Conditions: On ground

Procedures:

 Do not takeoff

 Advise maintenance

FAA Approved
Reissue 2
3−10
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

EEC MANUAL CONTROL

Indications: EEC and MAN annunciator ON

Procedures:

 EEC RESET switch PRESS


 Twistgrips CHECK IN NORMAL DETENT

Indications: EEC annunciator flashing. The EEC is in automatic, but one of the twist grips
is not in the normal position.

Procedures:

 Twist grip RETURN TO NORMAL POSITION

3−6. ENGINE STARTING − MANUAL

NOTE: The following procedure is provided to the pilot as a means of starting an engine
after experiencing an EEC FAIL warning which would preclude a normal
automatic start. Flight with one EEC failed (one engine manually controlled)
should be considered an abnormal procedure. It should only be done to
evacuate the helicopter from a hazardous environment or, if necessary, for a
return flight to a maintenance base where repairs can be performed. Before
attempting a start and flight with an EEC FAIL warning on one engine, pilots
should be familiar with the information in paragraphs 3−5 thru 3−7.
NOTE: To enable the starter to function during a manual start with an EEC FAIL warning,
it may be necessary for a second crew member to push and hold the appropriate
Engine Manual Start Button located on the back corners of the electrical load
center (Ref. Section VII).
NOTE: Complete the Engine Prestart cockpit check (Ref. Section IV) before attempting
a manual start.

FAA Approved
Reissue 2
3−11
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

 Collective control:

NOTE: The following steps of rotating the twist grip to reset the PLA are not required if
the engine was previously shut down utilizing the manual shutdown procedures
in paragraph 3−7. Insure the twist grip is in the OFF position.

  Twist grip on selected engine ROTATE TO FULL OPEN (PAST


THE ‘‘NORMAL’’ DETENT): THIS
RESETS THE PLA
  Twist grip on selected engine ROTATE TO OFF

NOTE: AT a point between NORMAL and OFF, the twist grip will no longer be able to
be rotated toward the OFF position without applying additional force
(approximately 30 to 40 lb / 13 to 18 kg).

 Electrical master panel:


  Generator on selected engine OFF
 Fuel system panel:
  L BOOST or R BOOST for appropriate ON, CHECK IIDS INDICATIONS
engine

 Engine control panel:


  L ENGINE or R ENGINE IDLE

Monitor EGT, NG, and starter limits during start. Abort the start
CAUTION If EGT rises rapidly through 700°C.

FAA Approved
Reissue 2
3−12
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

 Abort start procedure:


  Twistgrip on selected engine OFF

NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to be
rotated toward the OFF position without applying additional force (approximately
30 to 40 LBS).
  Engine control panel switch OFF WHEN EGT IS BELOW 150°C
 Twist grip for selected engine ROTATE TOWARDS NORMAL

NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.
Observe EGT indication for immediate temperature rise. Monitor EGT and NG
during start. Increase twistgrip toward normal only as necessary to keep NG
accelerating toward idle. Manually bring NP/NR to 65%.

If lightoff is not attained with an increase of EGT and NG within


CAUTION 10 seconds, rotate the twistgrip to OFF and place the engine control
switch to off. Following a 30 second fuel drain period, perform a
30 second dry motoring run (Ref. Section VIII) before attempting
another start. Repeat the complete starting sequence observing
limitations.

 Engine oil pressure CHECK


 Generator ON
 IIDS CHECK
 GPU start only:
  Generators ON
  GPU DISCONNECT

FAA Approved
Reissue 2
3−13
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−7. ENGINE/AIRCRAFT SHUTDOWN − MANUAL

NOTE: This procedure may be performed in the event a normal shutdown cannot be
accomplished on one or both engines.
 Collective stick FULL DOWN
 Cyclic stick TRIM TO NEUTRAL
 Pedals NEUTRAL
 Twist grip(s) IDLE DETENT

NOTE: The idle position is not marked on the twist grips. Idle is located at the point where
the twist grip can no longer be rotated toward the OFF position without applying
additional force (approximately 30 to 40 LBS).
 Utility panel:
  All unnecessary bleed air and electrical OFF
equipment
 Fuel system panel:
  L/R BOOST OFF
 Electrical master panel:
  L/R GEN OFF
 NP(s) slows to idle CHECK

 EEC MAN indication(s) on primary IIDS CHECK


display
 Engine control panel:
  L ENGINE or R ENGINE OFF
 Twistgrip(s) SNAP TO CUTOFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to be
rotated toward the OFF position without applying additional force (approximately
30 to 40 LBS).
 IIDS CHECK NORMAL SHUTDOWN
INDICATIONS
 Continue with normal shutdown proce­
dures

FAA Approved
Reissue 2
3−14
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

3−8. FIRE EMERGENCIES

CABIN FIRE/SMOKE

Indications: Smoke and fume accumulation in the cabin.

Conditions: On ground

Procedures:

 Engine control switches OFF


 Passengers/crew EVACUATE
 Rotor brake (if installed) APPLY
 Power switch OFF

Conditions: In flight

Procedures:

 Cabin heat OFF (if source of smoke is the


cabin heat duct)
 Fresh air vents OPEN
 AC/VENT switch VENT LOW OR VENT HIGH

NOTE: If crew station and/or passenger compartment gaspers appear to be the source
of smoke and or fumes, the AC/VENT switch should remain OFF or be returned
to OFF.

 Cockpit door vents OPEN


 Land immediately
 After landing:
  Engine control switches OFF
  Rotor brake (if installed) APPLY
  Power switch OFF
  Passengers/crew EVACUATE

FAA Approved
Reissue 2
3−15
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

ELECTRICAL FIRE

Indications: Smoke and fume accumulation in the cabin.

Conditions: On ground

Procedures:

 Engine control switches OFF


 Passengers/crew EVACUATE
 Rotor brake (if installed) APPLY
 Power switch OFF

Conditions: In flight

Procedures:

 Cabin heat OFF


 Fresh air vents OPEN
 Generator switches OFF
 If smoke/fire conditions persist:
  POWER switch ESNTL
 Land as soon as possible.
 After landing:
  Engine control switches OFF
  Rotor brake (if installed) APPLY
  Power switch OFF
  Passengers/crew EVACUATE

FAA Approved
Reissue 2
3−16
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

TRANSMISSION DECK FIRE


LEFT ENGINE FIRE WARNING WARNING ANNUNCIATOR (RED)
ANNUNCIATOR (RED)
RIGHT ENGINE FIRE WARNING
ANNUNCIATOR (RED)

FIRE FIRE FIRE


CHIPS CHIPS CHIPS

F92−022

Figure 3−2. Engine/Transmission Deck Fire Annunciators


ENGINE FIRE - ON GROUND

Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.

Procedures:

 Engine control switches OFF BOTH ENGINES


 Rotor brake (if installed) APPLY
 Fuel shutoff valve OFF FOR AFFECTED ENGINE
 Fuel boost pumps OFF
 Attempt to confirm existence of fire
 Fire bottle switch PRI (ALT IF NECESSARY)
NOTE: Fire bottle will not discharge with fuel valve ON.
 Power switch OFF
 Passengers/crew EVACUATE

FAA Approved
Reissue 2
3−17
Revision 1
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

ENGINE FIRE - DURING FLIGHT


Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.
Procedures:

 Airspeed REDUCE TO O.E.I. VNE OR LESS


 Attempt to confirm existence of fire
NOTE: If FIRE warning annunciator goes OUT, and no other indications of fire are
present, land as soon as practical.
If FIRE warning annunciator remains ON, proceed with next steps.
 Engine control switch OFF FOR AFFECTED ENGINE
 Fuel boost pump OFF FOR AFFECTED ENGINE
 Fuel shutoff valve OFF FOR AFFECTED ENGINE
 Fire bottle discharge switch PRI (ALT IF NECESSARY)
NOTE: The fire bottle will not discharge with the fuel valve ON.
 If FIRE warning goes OFF LAND AS SOON AS PRACTICAL
 If FIRE warning remains ON LAND IMMEDIATELY
 After landing:
  Engine control switch OFF FOR OPERATING ENGINE
  Rotor brake (if installed) APPLY
  Power switch OFF
  Passengers/crew EVACUATE
TRANSMISSION AREA FIRE
Indications: Transmission FIRE warning annunciator ON and activation of the warning
tone for two cycles.
Procedures:
 Land immediately
 After landing:
  Engine control switches OFF
  Rotor brake (if installed) APPLY
  Power switch OFF
  Passengers/crew EVACUATE
  Fire extinguisher USE AS APPROPRIATE

FAA Approved
Reissue 2
3−18
Revision 1
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

3−9. FLIGHT CONTROL MALFUNCTIONS

ANTI-TORQUE FAILURE - GENERAL


Different types of failure require different techniques for optimum success in
recovery. It is not possible to identify all failure scenarios. However, under­
standing the following general guidelines will assist the pilot in controlling the
aircraft.
Pilots facing an anti-torque system malfunction are presented with variables in
types of failure as well as the operating environment at the moment of failure. There­
fore, it is important that the pilot fully understand the effects and use of the remain­
ing functional controls on establishing aircraft directional control.
Anti-torque malfunctions can be caused by jammed or broken thruster cone control
cable (fixed rotating cone), jammed fan linkage (fixed fan thrust), or total failure
of the NOTAR fan (complete loss of thrust).
Upon encountering an anti-torque system malfunction, the following general infor­
mation may be applied by the pilot, when appropriate, to maintain directional control
of the aircraft.
 Evaluate the extent of the condition by (1) applying pedal inputs to determine
the effect (if any) on aircraft yaw and (2) by reducing airspeed and noting
which direction the aircraft tends to yaw. If a pilot determines that a fixed
rotating cone condition exists, the pilot should place the pedals in a “neutral”
position (approximately one inch, [25mm] of right pedal). This “neutral” position
places the NOTAR fan at minimum pitch. Using pedal input in an attempt
to counter the yaw will produce an unfavorable thrust vector, increasing the
yaw.
 Normally, the nose of the aircraft should turn right when power (collective)
is increased. Conversely, the nose of the aircraft should turn left when power
(collective) is reduced. The VSCS system will attempt to maintain “trimmed”
flight within its limited authority. When the collective is raised, the vertical
fins reposition to move the aircraft nose to the left. When the collective is
lowered, the vertical fins reposition to move the aircraft nose to the right,
assuming there is sufficient airflow (i.e., airspeed) across the vertical stabiliz­
ers.
 The effects of the VSCS can be neutralized by turning both VSCS switches
OFF. This action should only be accomplished with the aircraft established
on final approach and below 100 knots. This procedure is most helpful when
faced with a complete loss of thrust or with a fixed thruster - right pedal
applied condition.

FAA Approved
Reissue 2
3−19
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

 Wind speed and direction at the landing site can be beneficial if optimized
for the particular type of anti-torque malfunction. Head winds reduce ground
speed and/or power required at touchdown. Left crosswind components can
help weathervane the aircraft against the yaw tendency caused by the particu­
lar malfunction.
 With a fixed collective position, controlling RPM with the twist grips will change
power (torque) and induce a yaw. If needed, it is recommended that controlling
RPM with twist grips be used only to reduce RPM just prior to or at the moment
of touchdown.
NOTE: This action will place both engines in the manual mode.
ANTI-TORQUE FAILURE - COMPLETE LOSS OF THRUST
This involves a break in the fan drive system (e.g., a broken drive shaft) that causes
the fan to stop turning resulting in a complete loss of fan thrust. Directional control
becomes dependent on airspeed and power setting.
Conditions: While in hovering flight

Indications: Inability to “trim” helicopter with pedals; may also be accompanied by


noise or vibration.

Procedures:

 If altitude permits, a positive reduction of collective pitch may result in a


stopping or slowing of the “uncommanded turn to the right”.

 If “uncommanded turn to the right” is arrested, fly away and gain sufficient
airspeed to maintain heading control.

 Proceed with procedures for complete loss of thrust in forward flight.

 If unable to gain airspeed or altitude does not permit, reduce power and
altitude with collective.

 As the ground is approached, rotate both twist grips simultaneously to IDLE


and perform an autorotation.

FAA Approved
Reissue 2
3−20
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

Conditions: In Forward Flight

Indications: Inability to “trim” helicopter with pedals; may also be accompanied by


noise or vibration.

Procedures:

 Adjust airspeed and power for level flight at an airspeed between 80 and
100 KIAS.

Do not attempt an autorotation from forward flight unless an actual


CAUTION dual engine failure occurs.
 Select an approach direction that offers a left quartering headwind to reduce
the touchdown ground speed and the amount of right yaw.

 Perform a shallow approach to a hard surface or other suitable area at a mini­


mum airspeed of 80 knots.

 Set collective friction to 5 pounds.

 Turn VSCS OFF.

 An aggressive reduction in power (similar to a “quick stop”) as the air­


craft is decelerated prior to landing should yaw the aircraft to the left.

 As the ground is approached, level the aircraft and adjust collective as


necessary to align the aircraft with the touchdown direction and cushion
the landing. Landing speed should be as slow as possible, not to exceed
30 knots.

 If necessary, just prior to or at the moment of touchdown, rotate both twist


grips simultaneously toward IDLE to assist in maintaining directional control.

NOTE: This action will place both engines in the manual mode.

FAA Approved
Reissue 2
3−21
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

ANTI-TORQUE FAILURE - FIXED THRUSTER SETTING


Conditions: Right pedal applied: This condition results in a thruster opening on the right
and may be understood either as a “stuck right pedal” or a break in the rotating
cone controls with the right pedal applied. In either failure mode, the thruster
would be opened on the right producing a thrust vector that causes the aircraft
to yaw to the right. The degree of yaw will be determined by the position of
the rotating cone at the time of failure.

Procedures:

 Adjust airspeed and power for level flight at an airspeed between 80 and
100 KIAS.

Do not attempt an autorotation from forward flight unless an actual


CAUTION dual engine failure occurs.

 If able, place pedals in “neutral” position (approximately one inch [25mm]


of right pedal).
NOTE: With pedals in neutral, the NOTAR fan will be at minimum pitch.
 Select an approach direction that offers a left quartering headwind to reduce
the touchdown ground speed and the amount of right yaw.

 Perform a shallow approach to a hard surface or other suitable area at a mini­


mum airspeed of 80 knots.

 Select collective friction to 5 pounds.

 Turn VSCS OFF.

 An aggressive reduction in power (similar to a “quick stop”) as the air­


craft is decelerated prior to landing should yaw the aircraft to the left.

 As the ground is approached, level the aircraft and adjust collective as


necessary to align the aircraft with the touchdown direction and cushion
the landing. Landing speed should be as slow as possible, not to exceed
30 knots.

 If necessary, just prior to or at the moment of touchdown, rotate both twist


grips simultaneously toward IDLE to assist in maintaining directional control.

NOTE: This action will place both engines in the manual mode.

FAA Approved
Reissue 2
3−22
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

Conditions: Left pedal applied: This condition results in a thruster opening on the left
and may be understood either as a “stuck left pedal” or a break in the rotating
cone controls with the left pedal applied. In either failure mode, the thruster
would be opened on the left producing a thrust vector that causes the aircraft
to yaw to the left. The degree of yaw will be determined by the position of
the rotating cone at the time of failure.
Procedures:
 Adjust airspeed and power for level flight at an airspeed between 80 and
100 KIAS.

Do not attempt an autorotation from forward flight unless an actual


CAUTION dual engine failure occurs.

 If able, place pedals in “neutral” position (approximately one inch, [25mm]


of right pedal).
NOTE: With pedals in neutral, the NOTAR fan will be at minimum pitch.
 Select collective friction to 5 pounds.

 VSCS OFF.
 Use a shallow to normal approach into wind or left quartering headwind.
 Maintain directional control with small adjustments in collective.
 Plan to touchdown with little or no forward speed.

FAA Approved
Reissue 2
3−23
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

VSCS FAILURE
LEFT VERTICAL STABILIZER MID-RANGE DEFLECTION
POSITION INDICATOR POINT

L VERTICAL STAB R RIGHT VERTICAL STABILIZER


POSITION INDICATOR

FIN TRAILING EDGE


DEFLECTION INDICATORS L VERTICAL STAB R
F92−023

Figure 3−3. VSCS Indicator


Indications: VSCS Fail message(s) on IIDS alpha-numeric display.

VSCS indicator: Abnormal indication - no movement or continuous full-scale


deflection.

Possible uncommanded sideslip in forward flight.


Procedures:
 Trim aircraft with pedals.

 VSCS OFF ON AFFECTED SYSTEM(S)

 Reduce airspeed below 100 KIAS (Ref. Section II).

 Continue flight to next point of intended landing.

FAA Approved
Reissue 2
3−24
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

HYDRAULIC SYSTEM FAILURE


Indications: Single system failure: The `‘1HYD’’ or ‘‘HYD2'' caution annunciator illuminated
on the caution/warning advisory display. Both hydraulic system pressures or
``TEMPERATURE'' indication will be displayed on the IIDS alphanumeric
display. A stiffness in the anti-torque pedals will occur with a failure of the
number 2 system.
Dual system failure: The ``1HYD2'' caution annunciator illuminated on the
caution/warning advisory display. Both hydraulic system pressures or
``TEMPERATURE'' indications will be displayed on the IIDS alphanumeric
display.

Conditions: Single system failure - loss of pressure


Procedures:
 Decrease air speed to below 100 KIAS.
NOTE: A stiffness in the anti−torque pedals will occur with a failure of the number 2
system.
 Continue the flight to the point of next intended landing.
 Perform a shallow approach to a hover; land vertically for a single system
failure.
Conditions: Dual system failure - loss of pressure
Procedures:
 Decrease air speed to below 100 KIAS.
 Continue the flight to the point of next intended landing.
 Perform a running landing.
Conditions: High hydraulic fluid temperature
Procedures:
 Land as soon as practical.

CYCLIC TRIM FAILURE


Indications: Cyclic trim failure is indicated by an inability to reduce cyclic forces with the
cyclic trim switch. Cyclic stick forces of approximately 15 lb (6.8 kg) may be
required for full control movement.

Procedures:
 Continue flight

FAA Approved
Reissue 2
3−25
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

COLLECTIVE FRICTION FAILURE


Conditions: Collective friction release failure
Indications: 25 lb (11.34 kg) of force required to move the collective up or down.
Procedures:
 Set collective friction release switch to 5 lb position in an attempt to reduce
control forces.
 Continue flight.
 Advise maintenance.
Conditions: Collective friction fails to engage
Indications: Collective control movements will require only 5 lb (2.27 kg) of force.
Procedures:
 Continue flight; advise maintenance.

3−10. PITOT/STATIC SYSTEM MALFUNCTION: SINGLE OR DUAL PITOT


TUBE INSTALLATION
STATIC SYSTEM MALFUNCTION
Indications: Altimeter and IVSI (if installed) show no change in indication during
climb/descent.
Conditions: Primary static source is clogged.
Procedures:
 Alternate static source toggle valve (on
PULL UP
affected side)

NOTE: The altimeter will indicate 60 feet less during climb operations.

CO-PILOT PITOT TUBE ALTERNATE STATIC SOURCE


TOGGLE VALVE LOCATED ON OPPOSITE SIDE OF
INSTRUMENT PANEL.

NOTE: TO OPERATE TOGGLE VALVE, PULL


VALVE HANDLE UP. TO RETURN TO PRIMARY
STATIC SOURCE, PUSH HANDLE DOWN. F92−024

Figure 3−4. Alternate Static Source Toggle Valve

FAA Approved
Reissue 2
3−26
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

PITOT HEAT FAILURE

PITOT
Indications: Yellow pitot heat caution light (if installed) ON.
L R

Conditions: Flight conditions requiring use of pitot heat.

Procedures: Left or right pitot heat failure.

 Continue flight.

Procedures: Left and right pitot heat failure.

 Land as soon as practical.

3−11. ENGINE AND GENERATOR MALFUNCTION INDICATIONS

NOTE: Certain malfunctions may require an engine to be shutdown, however, the pilot
must assess the type of problem and decide if the affected engine is to remain
operational.
ENGINE FIRE WARNING
ENGINE CHIPS CAUTION ANNUNCIATOR (RED)
ANNUNCIATOR (YELLOW)

HIGH ENGINE OIL TEMPERATURE FIRE HIGH ENGINE OIL PRESSURE


WARNING ANNUNCIATOR (RED) CAUTION ANNUNCIATOR (YELLOW)
CHIPS
CAUTION ANNUNCIATOR
(YELLOW)
LOW ENGINE OIL PRESSURE
° C %PSI CAUTION ANNUNCIATOR (YELLOW)
ENGINE LOW OIL TEMPERATURE WARNING ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR (YELLOW)

GENERATOR HIGH LOAD NG HIGH


%LOAD WARNING ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR (YELLOW)
GEN NG HIGH
GENERATOR LOAD CAUTION ANNUNCIATOR (YELLOW)
DIGITAL DISPLAY (WHITE)

NG NG LOW WARNING
GENERATOR OUT CAUTION
ANNUNCIATOR (YELLOW) ANNUNCIATOR (RED)
F92−025

Figure 3−5. Engine and Generator Malfunction Annunciators

FAA Approved
Reissue 2
3−27
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

ENGINE HIGH OIL TEMPERATURE

Indications: Upper yellow caution annunciator ON at 120°C and/or Red warning annunciator
ON at 125°C

NOTE: The engine is certified to operate continuously up to 125°C. The caution range
and yellow annunciator are advisories only and indicate temperatures
approaching maximum.

Procedures:

 Reduce power on affected engine.

 Monitor pressure and temperature.

NOTE: If temperature remains above limits (red annunciator ON) and/or abnormal oil
pressure is indicated, shut down affected engine.
 If indications return to normal, increase power on affected engine as desired.

 Land as soon as practical.

ENGINE LOW OIL TEMPERATURE

Indications: Lower yellow caution annunciator ON at +10°C and below for NG >50%.

Procedures:

 Allow engine oil temperature to increase to normal range before placing Engine
Control in FLY.

ENGINE HIGH OIL PRESSURE

NOTE: The red high engine oil pressure annunciator is only activated during the lamp
test mode.

Indications: Upper yellow caution annunciator ON if the oil pressure is greater than 100%
PSI for more than 5 minutes.

Procedures:

 Monitor pressure.

 Continue flight.

 Advise maintenance.

FAA Approved
Reissue 2
3−28
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

ENGINE LOW OIL PRESSURE

Indications: Lower yellow caution annunciator or lower red warning annunciator ON.

Procedures:

 If single engine power is sufficient to continue flight, shut down affected engine.

 Land as soon as practical.

ENGINE CHIPS

Indications: Yellow CHIPS caution annunciator ON.

Conditions: On ground:

 Shut down engine

Conditions: In flight:

 Land as soon as practical.

NG HIGH
Indications: Red warning or yellow caution annunciator ON.

Procedures:

 Reduce power to normal range


 Check engine torque and EGT indications

NG LOW
Indications: Red warning annunciator ON.

Procedures:

 Check affected engine IIDS indications (primary display) for possible engine
failure.

 If engine failure is confirmed, proceed with engine failure procedures (Ref.


paragraph 3-3).

FAA Approved
Reissue 2
3−29
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

GENERATOR HIGH LOAD


Indications: Upper yellow generator high load annunciator ON.

Procedures:

 Turn off unnecessary electrical equipment.

Failure to turn off unnecessary electrical equipment may cause


CAUTION the generator(s) to automatically go off line.

GENERATOR
Indications: Yellow GEN annunciator ON and %LOAD is ``0''.

Procedures:

 L GEN or R GEN (or both if dual generator RESET


failure) switch
 If GEN annunciator still ON OFF FOR AFFECTED
GENERATOR(S)
 Continue flight.
 If both generators failed.
  Power switch ESNTL UNLESS FLIGHT
CONDITIONS DICTATE
OTHERWISE

NOTE: With both generators failed and the power switch in the ESNTL position, a fully
charged battery will supply power for at least 30 minutes.

WIth the power switch in the ESNTL position, only that equipment powered by
the essential bus will be operational.

  Land as soon as practical.

FAA Approved
Reissue 2
3−30
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

3−12. TRANSMISSION MALFUNCTION INDICATIONS

TRANSMISSION FIRE WARNING TRANSMISSION CHIPS CAUTION


HIGH OIL TEMP WARNING ANNUNCIATOR (RED) ANNUNCIATOR (YELLOW)
ANNUNCIATOR (RED)
TRANSMISSION
TRANSMISSION FIRE HIGH OIL PRESSURE
HIGH OIL TEMP CAUTION WARNING ANNUNCIATOR (RED)
ANNUNCIATOR (YELLOW) CHIPS
TRANSMISSION
HIGH OIL PRESSURE CAUTION
TRANSMISSION ANNUNCIATOR (YELLOW)
LOW OIL TEMP
CAUTION ° C %PSI
TRANSMISSION
ANNUNCIATOR LOW OIL PRESSURE CAUTION
(YELLOW) ANNUNCIATOR (YELLOW)

TRANSMISSION
LOW OIL PRESSURE
WARNING
ANNUNCIATOR (RED)
F92−026

Figure 3−6. Transmission Malfunction Annunciators


TRANSMISSION OIL TEMPERATURE HIGH

Indications: Upper yellow caution or red annunciator ON.

Procedures:

 Reduce power
 Transmission oil pressure CHECK
 Air-conditioner (if installed) OFF
 If temperature remains high LAND AS SOON AS POSSIBLE

TRANSMISSION OIL TEMPERATURE LOW

Indications: Lower yellow caution annunciator ON.

Procedures:

 Continue flight

 Do not takeoff with low temperature annunciator ON.

FAA Approved
Reissue 2
3−31
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

TRANSMISSION OIL PRESSURE LOW


Indications: Lower red warning annunciator ON.

Conditions: Loss of transmission oil pressure.

Procedures:

 Reduce power to 56% torque or less as soon as possible.

 Land as soon as possible.

NOTE: The transmission has demonstrated operation without oil for 30 minutes at a
power setting of 56%.

Indications: Lower yellow caution annunciator ON.

Procedures:

 Land as soon as practical.

TRANSMISSION OIL PRESSURE HIGH

Indications: Upper yellow caution annunciator ON or red warning annunciator ON.

Procedures:

 Monitor transmission oil pressure.

 Land as soon as practical.

TRANSMISSION CHIPS
Indications: Yellow CHIPS annunciator ON.

Procedures:

 Reduce airspeed to 100 KIAS.

 Monitor transmission oil temperature and pressure. If normal, land as soon


as practical.
 If temperature/pressure are not normal, land as soon as possible.

FAA Approved
Reissue 2
3−32
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

TRANSMISSION INPUT TORQUE SPLIT


Indications: TQ SPLIT EXCEED message on the alphanumeric display.
Possible EEC caution indicator on.

Conditions: Possible EEC noncritical fault resulting in transmission input torque mismatch
of 18% or more.

NOTE: For this message to be displayed, both engines must be in the FLY mode, neither
engine can be out or operating in the manual mode, and the aircraft must not be
on the ground as determined by AOG logic.

Procedures:

 Continue flight.

 Advise maintenance.

FAA Approved
Reissue 2
3−33
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−13. FUEL SYSTEM DISPLAY ADVISORIES

FIRE FIRE FIRE CAB HEAT


CHIPS CHIPS CHIPS BAT HOT FUEL FILTER
IMPENDING FUEL FILTER
BAT WRM BY-PASS CAUTION IMPENDING BY-PASS
(YELLOW) CAUTION
°C %PSI °C %PSI °C %PSI ROTOR
BRAKE
CABIN
DOOR
FUEL
BAGGAGE
%LOAD %LOAD DOOR
GEN GEN 1 HYD 2 FUEL SHUTOFF FUEL SHUTOFF
VALVE (YELLOW) VALVE (YELLOW)
IIDS (NOTE 1) (NOTE 1)

NG NG
LB °C
OAT A. NORMAL FUEL PRESSURE

ÇÇ
ÂÂ
ÉÉ
YELLOW
WHITE

ÂÂ
RED
GREEN B. NORMAL FUEL FLOW WITH IMPENDING ENGINE FUEL FILTERS BY-PASS

C. INDICATES LOW FUEL PRESSURE ON BOTH FUEL BOOST PUMPS


OR BOTH BOOSTER PUMPS IN OFF POSITION
FUEL

LOW FUEL FUEL QUANTITY


WARNING SEGMENTS D. LOW FUEL PRESSURE LEFT BOOST PUMP WITH NORMAL FUEL
TICK MARK (RED) PRESSURE ON RIGHT BOOSTER PUMP
(LEFT SHOWN,
(RIGHT OPPOSITE) LOW FUEL CAUTION

ÉÉÉ
ÇÇÇ
SEGMENT
(YELLOW)
E. INDICATES BOTH FUEL SHUTOFF VALVES IN CLOSED POSITION (NOTE 1)
LOW FUEL WARNING SEGMENT
(RED)
NOTE:
LB FUEL QUANTITY DIGITAL 1. THE LIGHT SEGMENT BAR(S) WILL FLASH ON THE IIDS PANEL WHEN
DISPLAY (WHITE) THE VALVE IS IN TRANSIT BETWEEN THE OPEN AND CLOSED POSITION.

F92−027

Figure 3−7. Fuel System Advisory Indicators

FAA Approved
Reissue 2
3−34
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

FUEL LOW
Indications: Fuel quantity displays yellow caution bars when fuel level decreases to 300
pounds; the red warning bar displays at 150 pounds. Low fuel warning
tick mark(s) displays at 127 to 97 LBS while in cruise flight.
NOTE: Under normal operating conditions (cruise flight), a low fuel warning tick mark
(left or right) will illuminate when approximately 127 to 97 total pounds remain
in the fuel tank. With tick mark(s) illuminated and both engines operating at MCP,
approximately 10 minutes of fuel remain.
Under conditions where either side of the fuel tank fails (i.e.,develops a
substantial leak) the system will display a low fuel warning tick mark when
approximately 10 minutes of fuel remain (65 LBS) on either side of the collector
tank at maximum OEI fuel consumption rate.
Procedures:
 With low fuel warning tick mark(s) ON 140 KIAS MAXIMUM AND AVOID
UNCOORDINATED
TURNS/MANEUVERS

Indications: Early display of low fuel warning tick marks - above 220 LBS in hover
and 160 LBS in cruise.
Conditions: Fuel transfer system malfunction.
Procedures:
 Place L BOOST and R BOOST switches OFF.
NOTE: Expect engine flameout on side with early low fuel warning tick mark illuminated.
FUEL BOOST PUMP FAILURE
Indications: Alternating white and yellow offset segments indicate low fuel pressure.
Procedures: Single Failure
 Place L BOOST and R BOOST switches OFF.
NOTE: If helicopter is equipped with the Supplemental fuel system, refer to Section X,
“Operating Instructions: Supplemental Fuel System” for information regarding
fuel transfer with boost pumps off.

For operation with Secondary Fuels (Ref. Section II), continue flight and avoid
high ‘‘G’’ maneuvers.
 Continue flight
NOTE: If flight is continued into low fuel conditions (fuel warning tick mark(s) on), it is
possible for an engine to flame out from fuel starvation with as much as 50 LBS
of fuel still being indicated on the fuel quantity display. Under this condition, the
indicated fuel is available for OEI flight using the remaining engine.

FAA Approved
Reissue 2
3−35
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

SINGLE FUEL PROBE FAILURE


Indications: Digital fuel quantity indicator blanked.
Vertical fuel quantity segments indicate approximately half the remaining fuel
quantity.
Procedures:
NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:

L ENG WF XXX PPH


L ENG WF XXX PPH

 Continue the flight using consumption and time calculations.

DUAL FUEL PROBE FAILURE

Indications: Digital fuel quantity indicator blanked.


Vertical quantity segments blanked.

NOTE: The low fuel warning tick mark indication remains operational with a dual fuel
probe failure.

Procedures:

 Continue the flight using consumption and time calculations.

NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:

L ENG WF XXX PPH


L ENG WF XXX PPH

IMPENDING FUEL FILTER BYPASS

Indications: Impending bypass is shown by an inverted ``U''


above affected fuel flow line.

Procedures:

 Continue flight
 If other bypass indicator is displayed LAND AS SOON AS POSSIBLE

FAA Approved
Reissue 2
3−36
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

FUEL SHUTOFF VALVE MALFUNCTION

Indications: Two yellow bar segments flashing above and below the fuel flow line
to the left or right of center.

Conditions: Fuel valve not fully opened/closed

Procedures:

 In flight:
  Continue flight
  Be prepared for affected engine to flame out
 Pre Start:
  Fuel shutoff switch CYCLE OFF TO ON
  If no change in indication DO NOT ATTEMPT START

FAA Approved
Reissue 2
3−37
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−14. CAUTION AND WARNING ADVISORIES

CABIN HEAT
WARNING ANNUNCIATOR (RED)
CAB HEAT BATTERY HOT
WARNING ANNUNCIATOR (RED)
BAT HOT
BATTERY WARM
BAT WRM CAUTION ANNUNCIATOR (YELLOW)
ROTOR BRAKE
ROTOR CAUTION ANNUNCIATOR (YELLOW)
BRAKE
CABIN CABIN DOOR OPEN
DOOR CAUTION ANNUNCIATOR (YELLOW)
BAGGAGE BAGGAGE DOOR OPEN
DOOR CAUTION ANNUNCIATOR (YELLOW)
1 HYD 2
HYDRAULIC SYSTEM
IIDS PRESSURE OR HIGH TEMPERATURE
CAUTION ANNUNCIATOR (YELLOW)

°C IIDS MALFUNCTION
CAUTION ANNUNCIATOR (YELLOW)
OAT
F92−028

Figure 3−8. Caution/Warning Cluster

CABIN HEAT

Indications: Red CAB HEAT annunciator ON and activation of the warning tone for two
seconds.

Conditions: Bleed air leak

Procedures:

 Turn CAB HEAT switch OFF.

FAA Approved
Reissue 2
3−38
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

BATTERY HOT
Indications: Red BAT HOT warning annunciator ON (battery internal temperature 71°C)
and activation of the warning tone for two cycles.

Conditions: On ground

Procedures:
 Shut down aircraft.
 Service or replace battery prior to next flight.

WARNING Overheated battery can cause burns to personnel unless


protective clothing and adequate tools are utilized. In some
instances the battery may cause a secondary fire or may rupture
adding the further danger of electrolyte burns. Exercise caution
in dealing with an overheated battery. Maintain extinguisher ready
for use. Do not use the fire extinguisher to cool the battery.

Conditions: In flight

Procedures:
 Power switch OFF.
 Land as soon as possible

FAA Approved
Reissue 2
3−39
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

BATTERY WARM
Indications: Yellow BAT WRM annunciator ON (battery internal temperature 57°C).

Conditions: On ground

Do not attempt to start an engine on battery power with BAT WRM


CAUTION annunciator ON.

NOTE: A battery warm condition results in the battery being disconnected from the
aircraft electrical system once a generator is placed on line. Generator power
alone is not sufficient to start an engine.
Procedures:
 Utilize a GPU to start engines.
 Power switch OFF after both generators are on line.
 If BATT WARM annunciator remains ON for more than five minutes, shutdown
the aircraft.
 Otherwise, continue flight.
 Service or replace battery prior to next flight.
Conditions: In flight

Procedures:
 Power switch OFF.
 Continue flight.
 Service or replace battery prior to next flight.

FAA Approved
Reissue 2
3−40
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

ROTOR BRAKE
Indications: Yellow ROTOR BRAKE annunciator ON.

Procedures:

 Rotor brake handle CHECK STOWED


 If annunciator remains on, land as soon as possible.

CABIN DOOR
Indications: Yellow CABIN DOOR annunciator ON.

Conditions: On ground

Procedures:
 Close and safe lock door

Conditions: In the air

Procedures:

 Reduce airspeed to 60 KIAS (Ref. Section II)


 Land as soon as practical and close and safe lock the door.

BAGGAGE DOOR
Indications: Yellow BAGGAGE DOOR annunciator ON.

Conditions: On ground

Procedures:
 Close and safe lock door

Conditions: In the air

Procedures:

 Land as soon as practical and close and safe lock the door.

FAA Approved
Reissue 2
3−41
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

IIDS
Indications: Yellow IIDS annunciator ON.

Conditions: IIDS fault

Procedures:
 Continue flight.
 Check fault log after landing; advise maintenance.

3−15. OTHER MALFUNCTION/ADVISORIES

IIDS FAILURE
Indications: IIDS displays blanks.

Conditions: Loss of electrical power to IIDS.

Procedures: On ground
 Shut down.

Procedures: In flight
 Reduce airspeed to 100 KIAS or less.
 Reduce electrical load.
 Land as soon as practical.
BATTERY DISCHARGE
Indications: BATT DISCHARGE message on IIDS alphanumeric display.
Conditions: Battery bus voltage less than 26 volts.
Procedures:
 Do not clear the BATT DISCHARGE message.
NOTE: The IIDS will display the BATT DISCHARGE message whenever the Battery Bus
Voltage is <26V for >5 seconds, or <22V for >0.5 seconds. Clearing the BATT
DISCHARGE message by pressing CLR will result in no further indication of the
electrical system health unless the condition which set the message corrects
itself AND a low voltage condition occurs again.
 Check generator load indications.

 Land as soon as practical if condition persists.

 Advise maintenance.

FAA Approved
Reissue 2
3−42
Revision 2
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

EXTINGUISHER PRESSURE LOW

Indications: EXTNGSHR PRESS LO message on IIDS alphanumeric display

Conditions: Low pressure in Halon containers.

Procedures: Advise maintenance

IPS BYPASS
Indications: IPS BYPASS message on IIDS alphanumeric display.
Conditions: Both IPS bypass doors open.
Procedures: Advisory only

NACA INLET MALFUNCTION

NOTE: Helicopters with the standard engine inlet screen do not have NACA doors.
Indications: NACA DOOR message on IIDS alphanumeric display.

Conditions: NACA door(s) in the incorrect position.

Procedures:

NOTE: In the event that the malfunction results in one door remaining closed after the
aircraft has gone beyond the threshold airspeed of 47 KIAS, the engine with the
closed NACA door will indicate a higher EGT than the engine having the NACA
door open.
 Place NACA INLET switch in CLOSE if flying in falling or blowing snow (Ref.
Section II).

NOTE: Flight into falling or blowing snow is only permitted when the NACA inlet switch
is in the closed position. The switch shall remain in the closed position for the
duration of the flight, even after leaving the falling or blowing snow conditions.
 Advise maintenance

ROTOR SPEED DISPLAY MALFUNCTION

Indications: Rotor speed display blanks.

Procedures: Avoid high rates of descent and maneuvers that would cause the rotor to
overspeed (e.g., rapid decelerations, quick stops, etc.)

FAA Approved
Reissue 2
3−43
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

GROUND POWER UNIT DOOR OPEN


NOTE: Helicopters with aft mounted batteries only.

GPU
Indications: Yellow indicator light ON.

Conditions: External power door open.

Procedures: On ground.

 Close door. If light remains ON with door closed, advise maintenance after
completion of flight.

 In the air: advise maintenance after completion of flight.

Procedures: In the air

 Advise maintenance after completion of flight.

3−16. VIBRATIONS
Indications: Sudden, unusual or excessive vibrations occurring during flight.
Conditions: The onset of unusual or excessive vibrations in the helicopter may be an
indication of problems in the rotor or drive train systems.
Procedures:
 LAND AS SOON AS POSSIBLE.

 No further flights should be attempted until the cause of the vibration


has been identified and corrected.

Indications: “CHECK NOTAR BAL” or “CHECK ROTOR BAL” on IIDS alphaneumeric


display.
Conditions: NOTAR fan or main rotor balance out of acceptable range.
Procedures:
 Clear message from adphaneumeric display.
 Land as soon as practical.

If the message on alphaneumeric display reappears during the


CAUTION same flight, land as soon as possible.

 Advise maintenance.

FAA Approved
Reissue 2
3−44
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

3−17. EMERGENCY EGRESS

Crew compartment doors:


Both doors function as primary and emergency exits.
Cabin door window removal:
Each cabin door window may be used as an emergency exit by pulling the emergency
exit pull tab and pulling the window inward (Ref. Figure 3-9).

RIGHT SHOWN
LEFT OPPOSITE

COCKPIT DOOR FRAME


LOOKING OUTBOARD
RIGHT SIDE

1. LOCATED ON UPPER
COCKPIT DOOR FRAME

2. LOCATED ADJACENT CREW COMPARTMENT DOOR EXIT


TO COCKPIT DOOR
ACCESS HANDLE

EMERGENCY EXIT RELEASE

EMERGENCY EXIT
PULL TAB
TO REMOVE WINDOW

CABIN DOOR EMERGENCY EXIT

F92−029

Figure 3−9. Cabin Door Emergency Exit

FAA Approved
Reissue 2
3−45
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

3−18. EMERGENCY EQUIPMENT

Emergency Fire Extinguisher:


The fire extinguisher mounts either to the aft side of the center console or on
the aft right hand side of the station 155.5 bulkhead. It detaches from the mount­
ing bracket by unfastening the quick release clamps. The extinguisher uses Halon
1211 extinguishing agent. The fire extinguisher is equipped with a pressure
gauge that indicates normal, charge, and overcharge pressures.

F92 030

Figure 3−10. Emergency Fire Extinguisher


First Aid Kit:
The first aid kit is located on the right hand sidewall panel of the baggage compart­
ment.

FAA Approved
Reissue 2
3−46
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Emergency and
Malfunction Procedures

This page intentionally left blank!

FAA Approved
Reissue 2
3−47
Original
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Emergency and MD900 (902 Configuration with PW 207E)
Malfunction Procedures

This page intentionally left blank!

FAA Approved
Reissue 2
3−48
Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

SECTION IV
NORMAL PROCEDURES
TABLE OF CONTENTS

PARAGRAPH PAGE
4-1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Figure 4-1. Pilot's Preflight Guide (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-1. Pilot's Preflight Guide (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4-2. Pilot's Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3. Pilot's Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Figure 4-2. Instrument Panel - Single Pilot (Typical) . . . . . . . . . . . . . . . . . . . . . 4-16
Figure 4-3. Instrument Panel - Two Pilot (Typical) . . . . . . . . . . . . . . . . . . . . . . . 4-17
Figure 4-4. Switches and Circuit Breakers - Console Mounted (Typical) . . . . 4-18
Figure 4-5. Circuit Breakers - Baggage Compartment Mounted (Typical) . . . 4-19
Figure 4-6. Collective Pitch Stick Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Figure 4-7. Cyclic Stick Grip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4-4. Engine Pre-Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-5. Engine Starting - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4-6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-8. NOrmal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-9. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-10. Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-11. Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Figure 4-8. Tail Skid (Bumper) Flare Angle and Landing Surface Clearance 4-27
4-12. Engine/Aircraft Shutdown - Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Figure 4-9. Cyclic Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4-13. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-14. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-15. Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Figure 4-10. Cabin Door Hold Open Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4-16. One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-17. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
FAA Approved
Reissue 2
Revision 4 4−i
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Normal Procedures

This page intentionally left blank!

FAA Approved
Reissue 2
4−ii Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

SECTION IV
NORMAL PROCEDURES

4−1. PREFLIGHT REQUIREMENTS

NOTE: The checks described in this Section apply to the standard configuration MD900
and do not include certain optional equipment items. Preflight checks for optional
equipment items may be found in Section X of this manual. If your helicopter is
equipped with STC’d items, refer to the STC holder’s flight manual supplement.
``CHECK'' means to observe the helicopter and note any obvious damage. Damage
is defined as any condition that is not normal or not within limits. Examples of
conditions to look for are: inoperable equipment, excessive leakage, discoloration
caused by heat, loose attachment, dents, cracks, punctures, abrasion, chafing, gall­
ing, nicks, scratches, delamination and evidence of corrosion. These are the most
common types of damage, however, checks should not be limited to these items.
Further checks shall be performed before the next flight if discrepancies are noted
to determine if the aircraft is airworthy. Flight is prohibited when unrepaired damage
exists which makes the aircraft unairworthy.
Have a thorough understanding of operating limitations. (Ref. Section II).
Service helicopter as required. (Ref. Section VIII and the Aircraft Maintenance
Manual).
Determine that helicopter loading is within limits. (Ref. Sections II and VI).
Check helicopter performance data. (Ref. Sections V, IX, and X).

Be sure to include a review of the appropriate flight manual


CAUTION supplemental data for type of optional equipment installed
(including STC items) as a regular part of preflight planning.

Perform Pilot's Daily Preflight check prior to the first flight of the day.
Perform Pilot's Preflight Check prior to subsequent flights that same day.
Brief passengers on relevant operational procedures and associated hazards (Ref.
Section I).

FAA Approved
Reissue 2
Original 4−1
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

F92−031−1A

Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2)

FAA Approved
Reissue 2
4−2 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

F92−031−2A

Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2)

FAA Approved
Reissue 2
Original 4−3
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−2. PILOT’S DAILY PREFLIGHT CHECK

Perform these checks prior to the first flight of the day.

PRELIMINARY CHECKS

 Aircraft attitude CHECK


 Covers and tiedowns REMOVE
 Main rotor blades CHECK

EXTERIOR CHECKS − FRONT

 Battery compartment (front mounted bat­ BATTERY CONNECTED; SECURE


tery only)
 Battery compartment door (front mounted CONDITION; CLOSED
battery only)
 Pitot tube(s) CONDITION, FREE OF
OBSTRUCTIONS
 Windscreen CONDITION
 Chin windscreen CONDITION
  Chin windscreen area CHECK PEDAL LINKAGES;
FOREIGN OBJECTS
 Fuselage Bottom:
  Landing and searchlight SECURITY, CONDITION
  Antennas/externally mounted equip­ CHECK SECURITY/ATTACHMENT
ment
  OAT probe CHECK

FAA Approved
Reissue 2
4−4 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

FORWARD RIGHT SIDE

 Right crew door:


  Glass and vents SECURITY, CONDITION
  Hinges CHECK
  Latch system and handle CHECK OPERATION
  Door release handle CONDITION
  Door strut and strap OPERATION, SECURITY, CONDITION
 Crew Seat CONDITION; NOTHING STOWED
UNDER SEAT
 Pilot pedals:
  Adjust ADJUSTMENT PINS ENGAGED
  Move pedals by hand OBSERVE MOVEMENT OF THRUSTER
 Electrical master panel:
  POWER switch BAT/EXT
 IIDS panel: CHECK LAMP TEST MODE (B.I.T.)
  Fuel quantity CHECK
NOTE: The fuel quantity indication will not display actual fuel weight when the fuel
system is ‘‘topped off’’. Remove fuel cap and pull lanyard to assure tank is full
by noting fuel level on the inside of filler neck (Ref. SECTION VIII). Fuel can be
trapped in filler neck by the flapper valve.
 Lighting control panel CHECK OPERATION OF LIGHTS AS
REQUIRED
 Electrical master panel:
  POWER switch OFF
 Crew door CLOSE

FUSELAGE − RIGHT SIDE


 Landing gear:
  Skid tube step SECURITY, CONDITION

FAA Approved
Reissue 2
Original 4−5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

  Forward spacer fitting; crosstube CHECK


  Skid tube and abrasion strips CHECK
  Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
 Aft fuel vent fairing CLEAR OF OBSTRUCTIONS
  Antennas/externally mounted equip­ CHECK SECURITY/ATTACHMENT
ment
 Fuel sump drain:
  Push in fuel drain control to take sample CHECK FOR CONTAMINATION;
VERIFY PROPER OPERATION OF
DRAIN VALVES
  Fuel drain door CLOSED
 Forward fuselage skin and steps CONDITION
 External power door, (front mounted bat­ SECURITY, CONDITION
tery only) avionics access panel, static port,
fuel cap
 Right side passenger door:
  Upper and lower track and guide CHECK
  Door rollers CHECK OPERATION
  Door skin and glass CHECK
  Door stops/pins CHECK
 Right side passenger compartment:
  Upholstery CHECK CONDITION
  Seats and seat belts CHECK OPERATION
  Cabin heat controls AS DESIRED
  Loose equipment STOWED

NOTE: Nothing stowed under seats that are to be occupied.

RIGHT FORWARD TRANSMISSION DECK


 Hydraulic System:
  Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL

FAA Approved
Reissue 2
4−6 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

  System filters CHECK IMPENDING BYPASS


INDICATORS (REF. SECTION VIII)
  Longitudinal hydraulic actuator CHECK LEAKS, MOUNTING
  Hydraulic lines CHECK LEAKS, FITTINGS
 Static mast supports CHECK ATTACHMENT
 Rotor brake fluid level CHECK (IF INSTALLED)
 Environmental control system:
  Air inlet screen CHECK
  Cabin air and fan plenum CHECK MOUNTING
  Air ductwork CHECK CONDITION
 Generator cooling ducts (if installed) CHECK CONDITION
 Transmission deck CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
 Forward access door CHECK OPERATION AND CONDITION;
CLOSE
 Generator cooling inlet (if installed) CHECK

RIGHT CENTER TRANSMISSION DECK

 Oil cooler:
  Cooling air inlet NO OBSTRUCTIONS
  Oil cooler CHECK MOUNTING, LEAKS AND
CONDITION
  Air ducts CHECK MOUNTING AND CONDITION
 Transmission:
  Transmission oil level CHECK
  Transmission oil filler cap CHECK SECURITY
 Static mast support CHECK MOUNTING AND CONDITION
 Forward outside engine mount CHECK MOUNTING AND CONDITION
 Engine drive shaft CHECK
 Fan drive shaft CHECK
 Rotor brake CHECK

FAA Approved
Reissue 2
Original 4−7
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

 Transmission deck CHECK FOR FOREIGN OBJECTS AND


SIGNS OF FLUID LEAKAGE
 Engine accessory gear box CHECK FITTINGS, LINES, CONNECTORS
AND WIRING
 Engine oil filter CHECK BYPASS INDICATOR
 Transmission access door latches, CHECK OPERATION; CLOSE
hinges, and door
 Cabin door closed and latched CHECK

FUSELAGE − RIGHT TOP REAR

 Work platforms/steps. CHECK


 Engine air inlet w/o particle separator:
  Inlet screen CHECK − NO OBSTRUCTIONS
  NACA inlet NO OBSTRUCTIONS
 Engine air inlet with particle separator:
  Particle separator CHECK − NO OBSTRUCTIONS
  Bypass door CLOSED − CONDITION OF SEAL
  NACA inlet door CLOSED − NO OBSTRUCTIONS
 Right Engine:
  Engine oil access door CHECK CONDITION
  Engine oil level CHECK

NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown (Ref Section VIII).

  Oil filler cap CHECK


  Engine cowling assembly CHECK
 Fuselage skin CHECK CONDITION
 Notar fan inlet:

FAA Approved
Reissue 2
4−8 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

  Fan air inlet screen and duct CHECK CLEAR


  Notar fan blades CHECK

ROTOR SYSTEM

 Stationary swashplate CHECK


 Lower control rodend bearings CHECK
 Rotating swashplate CHECK
 Scissors drive link CHECK
 Pitch change links CHECK
 Striker plates and rollers CHECK
 Inner flexbeam attach points CHECK
 Flexbeam lead and lag legs CHECK
 Upper and lower damper and damper caps CHECK
 Elastomeric feathering bearing CHECK
 Pitch change housing CHECK
 Blade attach pins (bolts):
  Check for upward or downward shift of ADVISE MAINTENANCE IF SHIFT IS
installed blade retention bolts. NOTED
  Check blade retention bolts for gap be­ ADVISE MAINTENANCE IF NO GAP IS
tween thrust washer and retainer. PRESENT
 Blade attach points CHECK
 Rotor blades CHECK
 Top of rotor head CHECK

FAA Approved
Reissue 2
Revision 1 4−9
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

FUSELAGE − RIGHT REAR

 Fuselage skin CHECK


 Exhaust ejector cowl CHECK
 Baggage door:
  Handle OPERATION
  Skin CHECK
  Door strut CHECK
  Rear spoiler CHECK
  Hinge pins CHECK
  Environmental control system vent CHECK
 Baggage compartment:
  Loose items SECURED
  Circuit breaker panel CHECK
  Fan Control Rod Spring Capsule:
• • • Baggage compartment ceiling panel UNZIP

• • • Control rod spring capsule CHECK

NOTE: Check piston rod for movement, clips installed on outer bellcrank assembly and
lanyards connected to clips. If clips are bent and/or lanyards are taut, or piston
rod moves in any direction, advise maintenance.
• • • Baggage compartment ceiling panel ZIP UP

  Baggage door CLOSED AND LATCHED


  Antennas/externally mounted equip­ CHECK SECURITY/ATTACHMENT
ment

TAILBOOM AND EMPENNAGE − RIGHT SIDE

 Tailboom attach ring CHECK


 Tailboom slots CLEAR OF OBSTRUCTIONS
 Tailboom CHECK CONDITION
 Horizontal stabilizer:
  Horizontal stabilizer attach points CHECK
  Horizontal stabilizer fairing CHECK
  Antennas CHECK SECURITY/ATTACHMENT
 Vertical stabilizer CHECK
 Nav light/strobe lenses CHECK

FAA Approved
Reissue 2
4−10 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

 Thruster rotating cone: CHECK FOR FREEDOM OF ROTATION


  Place hands at the 11 and 5 o'clock positions and press inward while rotating the
cone to the left and right. Repeat check by using the 1 and 7 o'clock positions. Ad­
vise maintenance if any unusual noise or roughness is noticed.
CAUTION: Do not rotate cone beyond one−half left/right open.
  Turning vanes CHECK

TAILBOOM AND EMPENNAGE − LEFT SIDE

 Horizontal stabilizer:

  Horizontal stabilizer attach points CHECK

  Horizontal stabilizer fairing CHECK

  Antennas CHECK SECURITY/ATTACHMENT


 Tail skid CHECK

 Vertical stabilizer CHECK

 Nav light CHECK

 Tailboom CHECK CONDITION

 Tailboom attach ring CHECK

LEFT REAR FUSELAGE

 Fuselage skin CHECK


 Exhaust ejector cowl CHECK
 Work platforms/steps CHECK
 External power door, (aft mounted battery SECURITY, CONDITION
only)
  Antennas/externally mounted equip­ CHECK SECURITY/ATTACHMENT
ment

FAA Approved
Reissue 2
Original 4−11
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

FUSELAGE − LEFT SIDE

 Landing gear: CHECK


  Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
  Passenger step CHECK
  Skid tube and abrasion strips CHECK
  Forward spacer fitting; crosstube CHECK
  Skid tube step SECURITY, CONDITION
 Underside of fuselage:
  Fuselage skin CHECK
  Antennas/externally mounted equip­ CHECK SECURITY/ATTACHMENT
ment
 Left side passenger door:
  Upper and lower track and guide CHECK
  Door rollers CHECK OPERATION
  Door skin and glass CHECK
  Door stops/pins CHECK
 Left side passenger compartment:
  Upholstery CHECK CONDITION
  Seats and seat belts CHECK OPERATION
  Loose equipment STOWED
NOTE: Nothing stowed under seats that are to be occupied.

FORWARD LEFT SIDE

 Left crew/passenger door:


  Glass and vents SECURITY, CONDITION
  Hinges CHECK
  Latch system and handle CHECK OPERATION
  Door release handle CONDITION
  Door strut and strap OPERATION, SECURITY, CONDITION

FAA Approved
Reissue 2
4−12 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

 Crew Seat CONDITION − NOTHING STOWED


UNDER SEAT
NOTE: Nothing stowed under seats that are to be occupied.
 Co-pilot pedals (if installed) ADJUSTED; ADJUSTMENT PINS
ENGAGED
 Crew door CLOSE
 Avionics access panel CHECK
 Static port CHECK − NO OBSTRUCTIONS
 Fwd fuel vent fairing CHECK − NO OBSTRUCTIONS

LEFT FORWARD TRANSMISSION DECK

 Hydraulic System:
  Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL
  System filters CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)
  Lateral and collective hydraulic actua­ CHECK LEAKS, MOUNTING
tors
  Hydraulic hand pump CHECK LEAKS, FITTINGS
  Hydraulic lines CHECK LEAKS, FITTINGS
 Static mast supports CHECK ATTACHMENT
 Environmental control system: (if installed)
  Evaporator CHECK
  Freon lines CHECK
  Air ductwork CHECK CONDITION
 Transmission deck CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
 Transmission oil filter CHECK BYPASS INDICATOR (REF.
SECTION VIII)
 Generator cooling ducts (if installed) CHECK CONDITION
 Forward access door CHECK OPERATION AND CONDITION;
CLOSE
 Generator cooling inlet (if installed) CHECK

FAA Approved
Reissue 2
Original 4−13
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

LEFT CENTER TRANSMISSION DECK

 Oil cooler:
  Cooling air inlet NO OBSTRUCTIONS
  Oil cooler CHECK MOUNTING, LEAKS AND
CONDITION
  Air ducts CHECK MOUNTING AND
CONDITION
 Static mast support CHECK MOUNTING AND
CONDITION
 Forward outside engine mount CHECK MOUNTING AND
CONDITION
 Engine drive shaft CHECK
 Fan drive shaft CHECK
 Rotor brake CHECK
 Transmission deck CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
 Engine accessory gear box CHECK FITTINGS, LINES,
CONNECTORS AND WIRING
 Engine oil filter CHECK BYPASS INDICATOR
 Transmission access door latches, hinges, CHECK OPERATION; CLOSE
and door
 Cabin door closed/open and latched/secured CHECK

FUSELAGE − LEFT TOP REAR

 Engine air inlet w/o particle separator:


  Inlet screen CHECK − NO OBSTRUCTIONS
  NACA inlet NO OBSTRUCTIONS
 Engine air inlet with particle separator:
  Particle separator CHECK − NO OBSTRUCTIONS
  Bypass door CLOSED, CONDITION OF SEAL
  NACA inlet door CLOSED, NO OBSTRUCTIONS

FAA Approved
Reissue 2
4−14 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

 Left Engine:
  Engine oil access door CHECK
  Engine oil level CHECK

NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown (Ref Section VIII).

  Oil filler cap CHECK


  Engine cowling assembly CHECK

4−3. PILOT’S PREFLIGHT CHECK

Perform these checks prior subsequent flights of the same day.


 Fluid levels CHECK
 Transmission deck - signs of fluid leakage CHECK
 Air inlet screens/particle separators CHECK
 Fuel cap, access doors and panels CHECK
 Rotor blades CHECK BLADE RETENTION BOLTS
(PINS)
 Rotor blades CHECK
 Tailboom and empennage CHECK
 Cargo and loose equipment CHECK
 Baggage, cabin and crew doors CHECK

FAA Approved
Reissue 2
Original 4−15
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

ATTITUDE
AIRSPEED INDICATOR
INDICATOR GPU DOOR
MAGNETIC COMPASS
LIGHT (AFT MOUNTED TAKEOFF TIMING
BATTERY ONLY) INDICATOR LIGHTS
LOCATION TYPICAL

IIDS

ALTIMETER

IVSI
VSCS INDICATOR
ALTERNATE STATIC SOURCE
TOGGLE VALVE

FOOT HEATER
CONTROL VALVE

F92−032−1A

Figure 4−2. Instrument Panel − Single Pilot (Typical)

FAA Approved
Reissue 2
4−16 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

NOTE 2:
PITOT/STATIC INSTRUMENTS.
TOGGLE VALVE FOR LEFT SIDE
ALTERNATE STATIC SOURCE
NOTE 2:
TOGGLE VALVE
ALTERNATE STATIC SOURCE
NOTE 1:

NOTE 1:

F92−032−2A

Figure 4−3. Instrument Panel − Two Pilot (Typical)

FAA Approved
Reissue 2
Original 4−17
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

ENGINE CONTROL
OVSP TEST
L ENGINE R ENGINE

IDLE FLY TRAIN IDLE FLY TRAIN

OFF OFF KEY SWITCH

UTILITY PANEL
FUEL SYSTEM
L BOOST R BOOST
ON ON
HYD CAB AC/VENT
OFF OFF TEST HEAT COOL OFF VENT
SYS 1 OVRD LOW LOW
FUEL SHUTOFF COOL
ON HIGH VENT
HIGH
BOTTLE OFF
SYS 2
DISCHARGE
PRI PITOT
O
HEAT IPS L VSCS R
F ON ON ON
F
ALT OFF
RIGHT OFF OFF OFF
LEFT OFF TEST

ELECTRICAL MASTER NACA


INLET
AVIONICS L GEN R GEN POWER CLOSE
ON ON ON BAT/EXT NOTE
OFF OFF OFF HELICOPTERS WITH
NORMAL IPS ONLY
ESNTL
OFF RESET RESET

R ESS BUS
LIGHTING CONTROL ESS GCU ENG XMSN FUEL PITOT COCKPIT
BUS R R FIRE R FIRE VLV R HEAT R
LT MSTR CONSOLE IIDS HEAT
ON CONTROL
VSCS AP/SAS INSTR
IIDS R TRIM AUDIO ALERT LTG
OFF OFF OFF
FLOOD INSTR
STROBE POSN AREA
ON ON BOTH EADI AHRS 1 NAV LDG AIR
CKP R PRIMARY COM 1 LT DATA CFU

CAB
OFF OFF OFF L ESS BUS
ESS GCU ENG FUEL FUEL
BUS L L FIRE L PROBE VLV RL GPS

BLD AIR STBY EHSI AP/SAS


STROBES STROBES LEAK ATT R CMPTR DISC ACCEL
BOTH RED
RED WHITE L DC BUS R DC BUS
NAV VSCS INSTR XPNDR BLD AIR
OFF OFF COM 2 L FLOOD ANNUN 1 HEAT

F927−006B

Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical)

FAA Approved
Reissue 2
4−18 Revision 1
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

LEFT GENERATOR BUS BATTERY BUS

AUDIO CKPT CAB L R L R RH FUEL


PNL 2 UTL UTL BST PUMP EEC LOW

EVAP VENT COMP PITOT L R T/O L R


EVAP HEAT 2 DETENT TIMER IGNTR

ATT CPLT CNDSR CNSL POSN STROBE AREA


GYRO 2 CLOCK FAN 2 LIGHTING

EADI EHSI L W/S AHRS LH DC AHRS AV AUX FIRE SMOKE


L L WIPER 1 AUX FDR 2 PRI MSTR FUEL HRD DET
RIGHT GENERATOR BUS
20

ENC SRCH HVR NACA LH FUEL


IIDS TRAK HYD AV IPS ALT LGT LGT FUEL
STB TEST FAN

CAB 5V NSUN NSUN CARGO


HOIST HOIST ATT PILOT CNDSR AUD DIM CONT PWR HOOK
CUT PWR GYRO1 CLOCK FAN 1

ELT R W/S AHRS RH DC L FLD R FLD


WIIPER 2 AUX FDR EXCIT EXCIT

FD SYN FLT DIR MODE SEL INVTR HDG SAS/AP ADF


LEFT ESS BUS 26 VAC BUS
LEFT AVIONICS BUS RIGHT AVIONICS BUS

ADF2 RADAR RADAR MKR RAD ADF1 FM FM1 FM2 FM3


RT IND BCN ALT CTRL RT RT RT

PA COM 3 XPNDR DIR NAV 3 DME STORM CAMERA NAV 1 RMI


PWR 2 GYRO 2 SCOPE

MVG
MAP

F927−007A

Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical)

FAA Approved
Reissue 2
Original 4−19
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

5 1. COLLECTIVE FRICTION RELEASE


4 2. EEC RESET SWITCH
3. TAKEOFF TIMER
4. HOVER, LANDING AND SEARCHLIGHT SWITCHES
6 5. SEARCH LIGHT CONTROL SWITCH
6. GO-AROUND SELECT SWITCH
8 7. COMMUNICATIONS SELECT SWITCH
8. YAW SYNCHRONIZATION SWITCH
9. AUTO PILOT YAW/VERTICAL BEEP SWITCH
7 10. LEFT/RIGHT ENGINE TWIST GRIPS
11. INDEX MARKS
12. ALIGNMENT MARK

3
2
L
N
O 9
R
M
A
L

10

N
O
R
M
A
L

12

11

F927008

Figure 4−6. Collective Pitch Stick Controls

FAA Approved
Reissue 2
4−20 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

AUTO PILOT
DISENGAGE

RADIO/ICS

CARGO HOOK CYCLIC TRIM


RELEASE

FLOAT INFLATION SWITCH

F92−036

Figure 4−7. Cyclic Stick Grip

FAA Approved
Reissue 2
Original 4−21
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−4. ENGINE PRE−START COCKPIT CHECK


ELECTRICAL POWER − OFF
 All cabin doors closed and safelocked CHECK
 Seat belt and shoulder harness for proper fit and engage­ FASTENED
ment of buckle
 Operation of shoulder harness inertia lock CHECK
 Rotor brake STOWED
 Magnetic compass CHECK
 Flight instruments CHECK STATIC
POSITION/SET
 Cyclic Control CHECK CENTERED
(Ref. Figure 4−9)
 Collective Control:
  Collective friction ON
  Collective stick position FULL DOWN

If collective is not full down, do not try to force down until hydraulic
CAUTION pressure increases during start.

  Twistgrip alignment marks aligned with index mark CHECK


  LDG/HVR lights OFF
 Key switch ON
 Essential bus panels:
  Circuit breakers IN
 NACA inlet panel (if installed):
  NACA inlet switch NORMAL
 Utility panel:
  CAB HEAT OFF
  AC/VENT OFF
  PITOT HEAT (if installed) OFF
  IPS (if installed) OFF
  VSCS L/R ON

FAA Approved
Reissue 2
4−22 Revision 2
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

 Lighting control panel:


  LT MSTR AS REQUIRED
  CONSOLE/IIDS/FLOOD/INSTR AS DESIRED
  STROBE(S)/POSN/AREA AS DESIRED

NOTE: If white strobe lights are installed, the “BOTH” or “WHITE” switch positions are
to be used during daytime operations only. (Ref. Figure 4−4.)

 Electrical master panel:


  Avionics AS DESIRED
  L GEN and R GEN ON (OFF FOR GPU
START)
  POWER OFF
 Fuel system panel:
  L BOOST AND R BOOST OFF
  LEFT/RIGHT FUEL SHUTOFF ON; COVER CLOSED
 Engine control panel:
  L ENGINE and R ENGINE OFF

ELECTRICAL POWER − ON

 Electrical master panel:


  POWER BAT/EXT

NOTE: If helicopter has the aft battery option, the yellow GPU light will be ON when a
GPU is used for electrical power.

 IIDS:
  Monitor BIT FIRE WARNING ANNUNCIATORS
ON FOR 2 SECONDS; CHECK IIDS
FOR ADVISORIES

NOTE: Perform a commanded IIDS BIT if the helicopter has been statically exposed to
temperatures below 0°C for 12 hours or longer.
  Fuel quantity display CHECK
  DISP (display by exception) AS DESIRED

FAA Approved
Reissue 2
Revision 2 4−23
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−5. ENGINE STARTING − AUTOMATIC

NOTE: Either engine may be started first.


Engine starts have been demonstrated at temperatures as low as −36°C with a
ground power unit (GPU) assisted by the aircraft battery.
Engine starts using battery power only have been demonstrated after the aircraft
and battery have been statically exposed to temperatures down to 0°C for 12
hours or more.
A GPU should be used in lieu of aircraft battery power when attempting more
than one initial engine start during operations in ambient temperatures above
32°C.
Maximum wind speed for starting and stopping the rotor is 50 knots.
 Fuel system panel:
  L BOOST or R BOOST ON; CHECK IIDS INDICATION
 EEC MAN indicators OFF
 Engine control panel:
  L ENGINE or R ENGINE SET TO IDLE/FLY AS REQUIRED

Monitor EGT, NG, and starter limits during start. If EGT is observed
CAUTION approaching maximum overtemperature limits during start (Ref.
Section II), abort the start as follows.
Engine control switch OFF, fuel boost pump OFF; monitor IIDS
displays.

If lightoff is not attained with an increase of EGT and NG within


10 seconds, turn fuel boost pump OFF and place the engine control
switch to OFF. Following a 30 second fuel drain period, perform
a 30 second dry motoring run (Ref. Section VIII) before attempting
another start. Repeat the complete starting sequence observing
limitations. This procedure applies to ground and air−starts in the
auto mode.

Abort start if: abnormal noises are heard; engine start hangs (NG
below 54%); NG or NP increase beyond limits; start is not completed
within 45 seconds.

Ensure collective full down, cyclic (Ref. Figure 4−9) and pedals
centered as hydraulic pressure increases. Should an abnormal
vibration occur as the NR passes through 35 to 40%, shutdown
aircraft and advise maintenance. This vibration may indicate that
possible damage to the flexbeam has occurred.

If collective is not full down, do not try to force down until hydraulic
pressure increases during start. Sufficient hydraulic pressure will
be available when NR is above 25 percent.

FAA Approved
Reissue 2
4−24 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

 IIDS CHECK FOR NORMAL INDICATIONS

NOTE: If any abnormal indications are observed, i.e. low transmission/engine oil
pressures, shut down engine.
 Repeat starting procedure for second engine

NOTE: Do not start second engine until at least 60% NR is attained on the first engine.
 GPU start only:
  L GEN/R GEN ON
  GPU DISCONNECT
  Yellow GPU indicator light (aft mounted battery only) OUT

4−6. ENGINE RUNUP

 Electrical master panel:


  Avionics ON, AS DESIRED
 Engine control panel:
  L ENGINE and R ENGINE FLY

4−7. BEFORE TAKEOFF

 Cyclic response check:


  Move cyclic stick and observe rotor tip for correct movement.
 Collective friction AS DESIRED
 Primary and secondary IIDS displays CHECK ADVISORIES
 Utility Panel:
  PITOT HEAT (if installed) AS REQUIRED

NOTE: Turn pitot heat ON when visible moisture conditions prevail and OAT is 5°C and
below.

  IPS switch (if installed) AS DESIRED


  CAB HEAT AS DESIRED

FAA Approved
Reissue 2
Original 4−25
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−8. NORMAL TAKEOFF

 Hover area and takeoff path CLEAR


 Hover power NOTE TORQUE
 Takeoff PERFORM, USING UP TO 10% ABOVE
HOVER POWER

NOTE: For takeoff in noise−sensitive areas, refer to Paragraph 4−14.


NOTE: With the fuel system ‘‘topped off’’, the IIDS fuel quantity will not display a
decrease until after approximately 10 minutes of flight.
4−9. CRUISE
IPS switch (if Inlet Particle Separator installed) may be turned OFF.
NOTE: Decision to use the inlet particle separator scavenge air should be based on
atmospheric conditions, gross weight and height above terrain where operations
are to be conducted.
NACA doors (if installed) may be closed if blowing dust, sand, etc. is present in
the atmosphere.
IIDS menu/display mode selection:
The IIDS MENU and DISP keys may occasionally become non-responsive and/or
may register key inputs twice. This condition will clear itself after a brief interval.
Care should be taken when using the arrow keys (``'' or ``'') to scroll between
menu and submenu names, or between data and message items. Pressing the
arrow keys too fast may result in scrolling past the desired menu or message
displayed. The arrow keys should be pressed only after the menu item or message
changes in the alphanumeric display.
If a garbled message appears while scrolling through a menu, scrolling past
that menu item and then returning to the desired menu item will correct the
display.
While switching between the display modes (display by exception or continuous
display modes), pilots are reminded to clear the alphaneumeric display prior
to switching display modes.
4−10. SLOW FLIGHT/APPROACH
Observe controllability envelope and critical wind azimuth as stated in Section II.
The NACA door actuators (if installed) receive a discrete input from an airspeed
switch in the airspeed indicator. This signals the NACA doors to automatically close.
When airspeed increases above 47 KIAS, the NACA doors open. If door actuator
fails to function properly, the IIDS will display ``NACA DOOR'' advisory message
in the alphanumeric display.

FAA Approved
Reissue 2
4−26 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

4−11. LANDING

Use the illustration below to determine safe landing / flare attitudes.


NOSE UP LANDING ATTITUDES IN
EXCESS OF 9.66° WILL RESULT IN
THE TAIL SKID CONTACTING THE
LANDING SURFACE.

900F2318401−107 Bumper

22° MAXIMUM FLARE ANGLE BEFORE


30.16 IN TAIL SKID CONTACTS GROUND.
9.66° (76.61cm)

NOSE UP LANDING ATTITUDES IN


EXCESS OF 9.15° WILL RESULT IN
THE TAIL SKID CONTACTING THE
LANDING SURFACE.

900F2318401−109 Bumper 31° MAXIMUM FLARE ANGLE


BEFORE TAIL SKID CONTACTS
32.18 IN GROUND.
9.15° (81.74cm)
F927−098B

Figure 4−8. Tail Skid (Bumper) Flare Angle and Landing Surface Clearance
Running landing:
Maximum recommended ground contact speed is 30 knots for smooth hard sur­
face.
Avoid rapid lowering of the collective and applying aft cyclic after ground con­
tact.
Slope landing:
Slope landings have been demonstrated up to 12° in any direction. Successful
completion of this maneuver on a particular surface will depend on sufficient
friction between the skid tubes and the landing surface to prevent the helicopter
from sliding.

FAA Approved
Reissue 2
Revision 2 4−27
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−12. ENGINE/AIRCRAFT SHUTDOWN − NORMAL

NOTE: Shut down the engines before exiting the helicopter unless safety or operational
considerations dictate otherwise.

Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.

 Collective stick FULL DOWN; FRICTION ON


 Cyclic stick TRIM TO NEUTRAL
(REF FIGURE 4−9)
 Pedals NEUTRAL
 Engine control panel
  L ENGINE and R ENGINE SET TO IDLE
 All unnecessary electrical equipment OFF
 Utility panel:
  Heat OFF
  AC (if installed) OFF
  Pitot heat (if installed) OFF
  IPS (if installed) OFF
 Lighting control panel AS DESIRED
 Electrical master panel:
  Avionics master switch OFF
  L GEN/R GEN switches OFF
 Fuel system panel:
  L BOOST/R BOOST OFF
Failure to turn OFF boost pumps will result in engine fuel nozzle
CAUTION coking over time.

FAA Approved
Reissue 2
4−28 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

CENTERING STRAP IN
EXTENDED POSITION

90°

CENTERING DECAL CENTERING STRAP IN


STOWED POSITION)

CENTERING STRAP

CAUTION: CYCLIC SHOULD BE TRIMMED TO THE NEUTRAL POSITION FOR START-UP AND SHUTDOWN.

NEUTRAL POSITION IS ACHIEVED WITH CENTERING STRAP EXTENDED, TOUCHING CENTERING DECAL WHEN PERPENDICULAR TO INSTRUMENT PANEL.
F92−037

Figure 4−9. Cyclic Centering


 Engine control panel:
  L ENGINE and R ENGINE OFF
 ENG OUT indications CHECK IIDS
Do not use collective pitch to slow rotor.
CAUTION Should an abnormal vibration occur as the NR passes through 40
to 35%, advise maintenance before further flights. This vibration
may indicate that possible damage to the flexbeam has occurred.
NOTE: Check that compressor decelerates freely. Abnormal noise or rapid run down
(rapid loss of NG) may indicate turbine blade rubbing.

WARNING If there is evidence of post engine high EGT, follow the dry run
procedure as described below.
 Dry run procedure:
  Twist grip OFF
  Engine control switch for selected engine SET TO IDLE −
OBSERVE STARTER
TIME LIMITS
  Engine control switch for selected engine OFF

FAA Approved
Reissue 2
Original 4−29
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

Normal shutdown continued:


 Rotor brake (if installed):
  Raise brake handle to release from stowed position
  Rotate handle clockwise and apply brake by pulling APPLY BELOW
down on handle until handle locks aft. Release rotor 70% NR
brake during last revolution unless conditions dictate
otherwise.
Care should be taken while applying the rotor brake if the helicopter
CAUTION is parked on a slippery or icy surface. Anti−torque control is
minimized at less than normal operating RPM when the engine is
not driving the rotor system. Full control of the helicopter during
these conditions may be limited.
 IIDS CHECK FOR
INDICATIONS OR
MESSAGES

NOTE: Wait for NG to reach 0% before entering the IIDS “Time Summary” menu to check
“LST FLT TIME” or “TOT FLT HR”. Failure to wait for NG to reach 0% may result
in incorrect time records.
 Electrical master panel:
  POWER OFF AT 0% NG
 Key Switch AS DESIRED

4−13. POST FLIGHT

 Aircraft-investigate any suspected damage CHECK


 Rotor blades CHECK BLADE
RETENTION BOLTS
(PINS)
 Fuel and oil leaks CHECK
 Engine and rotor transmission oil levels CHECK

NOTE: Engine oil level should be checked within 10 minutes after shutdown.
 Logbook entries COMPLETE
 Flight manual and equipment STOWED
 Aircraft tiedowns, covers AS REQUIRED

FAA Approved
Reissue 2
4−30 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

4−14. NOISE IMPACT REDUCTION PROCEDURES

Safe operation of the helicopter always has the highest priority.


CAUTION Utilize the following procedures only when they will not conflict
with safe helicopter operation.
Certain flight procedures are recommended to minimize noise impact on surrounding
areas. It is imperative that every pilot subject the public to the least possible noise
while flying the helicopter.
Takeoff:
Takeoff using maximum takeoff power at the speed for best rate of climb (Ref.
Section V).
Proceed away from noise sensitive areas.
If takeoff must be made over noise sensitive area, distance (altitude) is the best
form of noise suppression.
Cruise:
Maintain 1000 feet minimum altitude where possible.
Maintain speed of no more than 110 KIAS over populated areas.
Coordinated turns at around the speed for best rate of climb cause no appreciable
change in noise.
Sharper turns reduce area exposed to noise.
Approach:
Use steepest glideslope consistent with passenger comfort and safety.
Noise characteristics data is provided in Section V.

FAA Approved
Reissue 2
Original 4−31
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−15. FLIGHT WITH DOORS REMOVED OR CABIN DOORS OPEN

Stow or secure all loose objects with doors opened or removed.


CAUTION

The aircraft may be flown with cabin doors open or removed in accordance with
the flight restrictions stated in Section II.
NOTE: Refer to Section VI for weight and balance data with doors opened or removed.
One or both cabin doors may be opened or closed in flight at airspeeds up
to 60 KIAS.
For sustained flight with the cabin doors open, use of the cabin door hold
open device is required (Ref. Figure 4-10).

CABIN DOOR HOLD CABIN DOOR


OPEN DEVICE RESTRAINT FITTING
(STOWED)

CLIP

LEFT SIDE, LOOKING INBOARD

NOTE: THE CABIN DOOR HOLD OPEN DEVICE OPERATES


BY ATTACHING TO THE FORWARD CABIN DOOR RESTRAINT
WHEN THE DOOR IS IN THE FULLY OPEN POSITION.
F92−038

Figure 4−10. Cabin Door Hold Open Device

FAA Approved
Reissue 2
4−32 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Normal Procedures

4−16. ONE ENGINE INOPERATIVE TRAINING


TRAIN mode:
Placing an engine control switch in the TRAIN position will simulate a one engine
inoperative (OEI) condition by resetting the selected engine's governed speed
to 92% NP, thereby putting the engine on standby while allowing single engine
training on the opposite engine. In the event of an engine failure (or inadvertent
switching to IDLE) on the opposite engine, the engine in TRAIN will automatical­
ly revert to 100% NP. Also, if the opposite engine control switch is placed in
TRAIN both engines will revert to 100% NP.
NOTE: When an engine is placed into TRAIN the opposite engine will retain the 5 minute
Take−off Power engine parameter limiters and the IIDS does not rescale. The
result is more realistic pilot OEI training, providing rotor droop in training if the
power requested is above the limiters as would happen in a real OEI condition.
IDLE mode:
If rescaling of the TORQUE and EGT displays and activation of the ENG OUT
warning is desired, the pilot should select IDLE instead of TRAIN for OEI train­
ing. In the event the opposite engine should fail during this time the pilot must
select FLY on the engine control switch to bring the good engine back to 100%
NP.
NOTE: When operating with one engine in the IDLE mode OEI limits apply. OEI limits
are generally considered for ‘‘emergency use only’’ and excursions into those
limits require recording in the engine log book and may increase the
maintenance required. Ref. Section VIII for recording and maintenance action
requirements.
Precautions:
Pilots should consider such things as flight mode, gross weight, density altitude
and aircraft familiarity before conducting OEI training to avoid excursions into
OEI limits.
Recommended maximum takeoff weight for OEI training:
6000 lb (2722 kg) below 5000 Ft HD
5200 lb (2359 kg) at or above 5000 Ft HD
NOTE: For recommended Category A OEI training weights, refer to Section XI, Part IX.

FAA Approved
Reissue 2
Revision 4 4−33
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Normal Procedures MD900 (902 Configuration with PW 207E)

4−17. FUEL SYSTEM

Capacities - Fuel System:


JET A: 1097 lb (498 kg) / 161.3 US gallons (611L) total capacity
1078 lb (489 kg) / 158.5 US gallons (600L) useable
JET B: 1048 lb (476 kg) / 161.3 US gallons (611L) total capacity
1030 lb (467 kg) / 158.5 US gallons (600L) useable

FAA Approved
Reissue 2
4−34 Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Performance Data

SECTION V
PERFORMANCE DATA
TABLE OF CONTENTS

PARAGRAPH PAGE
5-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Table 5-1. FAA Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Table 5-2. FAA Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5-3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Figure 5-1. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Figure 5-2. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Figure 5-3. Best Rate of Climb Speed (VY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-6. Rate of Climb and Descent - OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Figure 5-4. Single Engine Rate of Climb and Descent, From -36°C to 0°C
at VY, OEI MCP, and 3500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-10
Figure 5-5. Single Engine Rate of Climb and Descent, From -10°C to 50°C
at VY, OEI MCP, and 3500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-11
Figure 5-6. Single Engine Rate of Climb and Descent, From 0°C to -36°C
at VY, OEI MCP, and 4000 LB Gross Weight . . . . . . . . . . . . . . . . . 5-12
Figure 5-7. Single Engine Rate of Climb and Descent, From -10°C to 50°C
at VY, OEI MCP, and 4000 LB Gross Weight . . . . . . . . . . . . . . . . . 5-13
Figure 5-8. Single Engine Rate of Climb and Descent, From -36°C to 0°C
at VY, OEI MCP, and 4500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-14
Figure 5-9. Single Engine Rate of Climb and Descent, From -10°C to 50°C
at VY, OEI MCP, and 4500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-15
Figure 5-10. Single Engine Rate of Climb and Descent, From -36°C to 0°C
at VY, OEI MCP, and 5000 LB Gross Weight . . . . . . . . . . . . . . . . . 5-16
Figure 5-11. Single Engine Rate of Climb and Descent, From -10°C to 50°C
at VY, OEI MCP, and 5000 LB Gross Weight . . . . . . . . . . . . . . . . . 5-17

FAA Approved
Reissue 2
5−i
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Performance Data

Figure 5-12. Single Engine Rate of Climb and Descent, From -36°C to -0°C
at VY, OEI MCP, and 5500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-18
Figure 5-13. Single Engine Rate of Climb and Descent, From -10°C to 50°C
at VY, OEI MCP, and 5500 LB Gross Weight . . . . . . . . . . . . . . . . . 5-19
Figure 5-14. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
and 5750 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Figure 5-15. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6000 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . . . 5-21
Figure 5-16. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6250 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . . . 5-22
Figure 5-17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6500 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Figure 5-18. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6770 lb Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
5-7. Rate of Climb - AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Figure 5-19. Rate of Climb - AEO at VY MCP - 3500 lb Gross Weight . . . . . . 5-26
Figure 5-20. Rate of Climb - AEO at VY MCP - 4000 lb Gross Weight . . . . . . 5-27
Figure 5-21. Rate of Climb - AEO at VY MCP - 4500 lb Gross Weight . . . . . . 5-28
Figure 5-22. Rate of Climb - AEO at VY MCP - 5000 lb Gross Weight . . . . . . 5-29
Figure 5-23. Rate of Climb - AEO at VY MCP - 5500 lb Gross Weight . . . . . . 5-30
Figure 5-24. Rate of Climb - AEO at VY MCP - 6000 lb Gross Weight . . . . . . 5-31
Figure 5-25. Rate of Climb - AEO at VY MCP - 6250 lb Gross Weight . . . . . . 5-32
Figure 5-26. Rate of Climb - AEO at VY MCP - 6500 lb Gross Weight . . . . . . 5-33
Figure 5-27. AEO at VY MCP - 6770 lb Gross Weight . . . . . . . . . . . . . . . . . . . . . 5-34
Figure 5-28. Rate of Climb - AEO at VY TOP - 3500 lb Gross Weight . . . . . . 5-35
Figure 5-29. Rate of Climb - AEO at VY TOP - 4000 lb Gross Weight . . . . . . 5-36
Figure 5-30. Rate of Climb - AEO at VY TOP - 4500 lb Gross Weight . . . . . . 5-37
Figure 5-31. Rate of Climb - AEO at VY TOP - 5000 lb Gross Weight . . . . . . 5-38
Figure 5-32. Rate of Climb - AEO at VY TOP - 5500 lb Gross Weight . . . . . . 5-39
Figure 5-33. Rate of Climb - AEO at VY TOP - 6000 lb Gross Weight . . . . . . 5-40
Figure 5-34. Rate of Climb - AEO at VY TOP - 6250 lb Gross Weight . . . . . . 5-41
Figure 5-35. Rate of Climb - AEO at VY TOP - 6500 lb Gross Weight . . . . . . 5-42
Figure 5-36. Rate of Climb - AEO at VY TOP - 6770 lb Gross Weight . . . . . . 5-43

FAA Approved
Reissue 2
5−ii Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Performance Data

5-8. Hover Ceiling, AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44


Figure 5-37. Controllability Envelope and Azimuth Range
for Crosswind Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Figure 5-38. Hover Ceiling, IGE, 3.5 Foot Skid Height,
Standard Engine Inlet,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Figure 5-39. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Figure 5-40. Hover Ceiling, OGE, Standard Engine Inlet,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Figure 5-41. Hover Ceiling, OGE, Standard Engine Inlet,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
Figure 5-42. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Figure 5-43. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Figure 5-44. Hover Ceiling, OGE, IPS Installed,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Figure 5-45. Hover Ceiling, OGE, IPS Installed,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-53
5-9. Hover Ceiling, OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
Figure 5-46. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power . . . 5-55
Figure 5-47. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power . . . . . . . . . . . . . 5-56
5-10. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Figure 5-48. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
5-11. Power Assurance Check - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
Figure 5-49. Power Assurance Check Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5-12. Power Assurance Check - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
Figure 5-50. Engine Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
Figure 5-51. EGT Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
Figure 5-52. NG Chart - (NG read from Secondary IIDS Display) . . . . . . . . . . 5-64
Figure 5-53. NG Chart - (NG read from Third Level Power Check Menu) . . . 5-65

FAA Approved
Reissue 2
5−iii
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Performance Data

This page intentionally left blank!

FAA Approved
Reissue 2
5−iv Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

SECTION V
PERFORMANCE DATA

5−1. GENERAL

This section contains baseline helicopter performance information as defined within


certain conditions such as airspeed, weight, altitude, temperature, wind velocity
and engine power available. Data is applicable to the basic helicopter without any
optional equipment installed unless otherwise noted.
Serial numbers (SNs) 900-00141 and subsequent:
Maximum gross weight: 6770 lb (3071 kg).
Serial numbers 900-00140 and prior:
If TB900-044 has been accomplished: Maximum gross weight is 6770 lb
(3071 kg).
NOTE: If TB900−044 has not been accomplished: Maximum gross weight is 6500 lb
(2948 kg).

FAA Approved
Reissue 2 5−1
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

5−2. NOISE CHARACTERISTICS

NOTE: No determination has been made by the Federal Aviation Administration that the
noise levels of this aircraft are or should be acceptable or unacceptable for
operation at, into, or out of, any airport.

The MD900 meets the FAR Part 36-J noise requirements at the certified maximum
gross weight of 6770 lb for level flight at 0.9 VH.
Table 5−1. FAA Noise Levels

MD900 NOISE CHARACTERISTICS − 6770 lb (3071 kg)


ENGINE: PW 207E
Configuration: 0.9 VH
Clean aircraft, doors (SL at 25°C)
on, no external kits. 90 KTAS
81.49 dBA

The MD900 meets the FAR Part 36-J noise requirements at the certified maximum
gross weight of 6500 lb for level flight at 0.9 VH.
Table 5−2. FAA Noise Levels

MD900 NOISE CHARACTERISTICS − 6500 lb (2948 kg)


ENGINE: PW 207E
Configuration: 0.9 VH
Clean aircraft, doors (SL at 25°C)
on, no external kits. 118 KTAS
81.2 dBA

FAA Approved
Reissue 2
5−2
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−3. DENSITY ALTITUDE CHART

Description: The chart allows a quick estimation of the density altitude when
pressure altitude and OAT are known. This chart can also be used to determine
true airspeed.
Use of Chart:
To determine density altitude, the pilot must know pressure altitude and outside
air temperature. Enter bottom of chart with known or estimated OAT, move
up to known pressure altitude line, move to left and note density altitude.
Pressure altitude is found by setting 29.92 (1013 mb) in Kolsman window
± altimeter error.
To determine true airspeed convert indicated airspeed (IAS) to calibrated airspeed
(CAS) utilizing the Airspeed Calibration Curve (Ref. Figure 5-2). Read value
on right of chart opposite known density altitude. Multiply CAS by this value
to determine true airspeed.
Examples:
Find density altitude for 6000 HP at -15°C:

Follow -15°C line to 6,000 ft pressure altitude line; read density altitude (3800
ft).

Find density factor:

Read directly across from density altitude: (3800 ft). Note density factor of 1.058.

Find true airspeed:

130 KIAS = 127 KCAS (from Figure 5-2)


127 KCAS  1.058 = 134.4; round to 134 knots true airspeed.

FAA Approved
Reissue 2 5−3
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000
1.36

1.34
18000
1.32

1.30

16000 1.28

1.26

14000 1.24

1.22

12000 1.20

1.18
DENSITY ALTITUDE - FEET

10000
1.16

1.14
8000
1.12

1.10
6000

1.08

4000 1.06

1.04
2000
1.02

0 1.00

0.98
-2000
-40 -30 -20 -10 0 10 20 30 40 50 60
TEMPERATURE - °C

-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140


TEMPERATURE - °F f927−009

Figure 5−1. Density Altitude Chart

FAA Approved
Reissue 2
5−4
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−4. AIRSPEED CALIBRATION

Description: This charts show the difference between indicated and calibrated
airspeeds.

Indicated airspeed (IAS) corrected for position error equals calibrated airspeed
(CAS).
Use of chart: Use the chart as illustrated by the example. To determine calibrated
airspeed, the pilot must know the indicated airspeed.
NOTE: The example below refers to Figure 5−2.
Example:
Wanted: Calibrated airspeed
Known: Indicated airspeed = 120 knots
Method: Enter the bottom of the chart at the indicated airspeed of 120 knots.
Move up to the airspeed calibration line; move left and read 117 knots,
calibrated airspeed.

FAA Approved
Reissue 2 5−5
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

160

140

120
CALIBRATED AIRSPEED - KNOTS

100

80

60

40

20
20 40 60 80 100 120 140 160
INDICATED AIRSPEED - KNOTS

f927−010

Figure 5−2. Airspeed Calibration Curve

FAA Approved
Reissue 2
5−6
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−5. BEST RATE OF CLIMB SPEED

Description: This chart shows the indicated airspeed to use for the best rate of
climb at any given density altitude.
Use of Chart: Use the chart as illustrated by the example below.
Example:
Wanted: Best rate of climb
Known: Density altitude = 8,000 feet
Method: Enter the left side of chart at the known density altitude of 8,000 feet.
Move to the right to the airspeed calibration curve and then directly
down to read 60 knots indicated airspeed (IAS) as the best rate of climb
speed.

FAA Approved
Reissue 2 5−7
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

18000

16000

14000

12000
DENSITY ALTITUDE - FEET

10000

8000

6000

4000

2000

0
20 25 30 35 40 45 50 55 60 65 70 75 80
INDICATED AIRSPEED - KNOTS f927−011

Figure 5−3. Best Rate of Climb Speed (VY)

FAA Approved
Reissue 2
5−8
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−6. RATE OF CLIMB AND DESCENT − OEI

Description: These charts (ref. Figure 5-4 thru Figure 5-18) show the rate of climb
vs pressure altitude at maximum continuous OEI power at gross weights ranging
from 3500 to 6770 lb (1588 to 3071 kg) at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater OFF, and
air-conditioning OFF.
Use of Chart: The following example explains the correct use of the chart in
Figure 5-4.
Use of Charts: Use the chart as illustrated by the example below.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 4000 feet
Known: Outside air temperature = 0°C
Method: Enter the left side of chart (ref. Figure 5-4) at the known pressure
altitude of 4000 feet. Move to the right to the 0°C temperature curve
and then directly down to read rate of climb of approximately 1750
feet per minute (ft/min).

FAA Approved
Reissue 2 5−9
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

-36
20000

19000
Continuous OEI Power, Vy, 3500 lb
18000 MAXIMUM
OAT LIMIT

17000
OAT - 5C
16000

15000 -30

14000 -10

13000
0
12000

11000
PRESSURE ALTITUDE - FEET

10000

9000

8000
-20
7000

6000

5000

4000

3000

2000

1000

−1000
−200 0 200 400 600 800 1000 1200 1400 1600 1800
RATE OF CLIMB AT VY - FT/MIN
F927−012−11

Figure 5−4. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 3500 LB Gross Weight

FAA Approved
Reissue 2
5−10
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000
OAT - 5C
17000

16000

15000

14000

13000

12000
PRESSURE ALTITUDE - FEET

11000

10000 -10

9000

8000 0

7000
10

6000

5000 20

4000 40.6°
OAT LIMIT
30
3000

2000
40

1000
52°
OAT LIMIT
0
50

−1000
−200 0 200 400 600 800 1000 1200 1400 1600 1800 2000
RATE OF CLIMB AT VY - FT/MIN f927−012−12b

Figure 5−5. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 3500 LB Gross Weight

FAA Approved
Reissue 2 5−11
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000
Continuous OEI Power, Vy, 4000 lb
19000

18000 MAXIMUM
OAT LIMIT OAT - 5C
17000

16000

15000

14000

13000
-10
12000
PRESSURE ALTITUDE - FEET

-36
11000

10000 -30

9000 0

-20
8000

7000

6000

5000

4000

3000

2000

1000

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600

RATE OF CLIMB AT VY - FT/MIN


F927−012−2

Figure 5−6. Single Engine Rate of Climb and Descent, From 0°C to −36°C
at VY, OEI MCP, and 4000 LB Gross Weight

FAA Approved
Reissue 2
5−12
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000

17000

16000
OAT - 5C
15000

14000
-10
13000

12000
PRESSURE ALTITUDE - FEET

0
11000

10000

9000
10
8000

7000

6000 40.6°
OAT LIMIT
20
5000

4000
30

3000 52°
OAT LIMIT 40

2000

1000

0 50

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
F927−012−1b

Figure 5−7. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4000 LB Gross Weight

FAA Approved
Reissue 2 5−13
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000
-36 Continuous OEI Power, Vy and 4500 lb
19000
MAXIMUM
18000 OAT LIMIT

17000
OAT - 5C
16000

15000

14000 -30

13000

12000
PRESSURE ALTITUDE - FEET

11000 -10

10000

9000

8000 -20
0

7000

6000

5000

4000

3000

2000

1000

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
F927−012−3

Figure 5−8. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 4500 LB Gross Weight

FAA Approved
Reissue 2
5−14
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000
-10
17000
OAT - 5C
16000
0
15000

14000

13000
10
12000
PRESSURE ALTITUDE - FEET

11000

10000

9000

8000
20
7000

6000

5000

4000
40.6°
OAT LIMIT 30
3000

2000
52°
OAT LIMIT 40
1000

0
50
-1000
-600 -400 -200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN

F927−012−4b

Figure 5−9. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4500 LB Gross Weight

FAA Approved
Reissue 2 5−15
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

MAXIMUM
OAT LIMIT
20000
-36 Continuous OEI Power, Vy, 5000 lb
19000

18000
OAT - 5C
17000

16000

15000

14000

13000
-30
12000

11000 -10
PRESSURE ALTITUDE - FEET

10000

9000

8000
-20

7000 0

6000

5000

4000

3000

2000

1000

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN F927−012−6

Figure 5−10. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 5000 LB Gross Weight

FAA Approved
Reissue 2
5−16
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000

17000
-10
16000

15000

14000 0

13000 OAT - 5C

12000
10
PRESSURE ALTITUDE - FEET

11000

10000

9000

8000

7000
20
6000

5000

4000
40.6°
3000 OAT LIMIT
40
30
2000

1000 52°
OAT LIMIT
0
50
-1000
-600 -400 -200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
F927−012−5b

Figure 5−11. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5000 LB Gross Weight

FAA Approved
Reissue 2 5−17
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000
Continuous OEI Power, Vy and 5500 lb
19000 -36

18000

17000
OAT - 5C
16000

15000

14000

13000 -30

12000
PRESSURE ALTITUDE - FEET

11000

10000 -10

9000
0
8000
-20
7000

6000

5000

4000

3000

2000

1000

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN

F927−012−8

Figure 5−12. Single Engine Rate of Climb and Descent, From −36°C to −0°C
at VY, OEI MCP, and 5500 LB Gross Weight

FAA Approved
Reissue 2
5−18
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000

17000

16000
-10
15000

14000
0

13000
OAT - 5C
12000
PRESSURE ALTITUDE - FEET

10

11000

10000

9000
20
8000

7000 30

6000

5000

4000
40.6°
3000 OAT LIMIT 40

2000

1000
52°
OAT LIMIT
0
50
-1000
-600 -400 -200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
F927−012−7a

Figure 5−13. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5500 LB Gross Weight

FAA Approved
Reissue 2 5−19
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000 −36

18000

17000
−20
16000

15000
-10
14000
OAT - 5C
13000
0
12000
PRESSURE ALTITUDE - FEET

11000
10

10000

9000

8000
−30
7000 20

40.6°
6000 OAT LIMIT

5000

4000
52°
30
3000 OAT LIMIT
40
2000

1000

0
50

-1000
-600 -400 -200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
f927−012−13b

Figure 5−14. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
and 5750 LB Gross Weight

FAA Approved
Reissue 2
5−20
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000 −36

17000

16000 OAT - 5C

15000
−20
14000

13000

12000
PRESSURE ALTITUDE - FEET

11000 -10

10000

9000
0
8000
−30
7000 10

6000
20
5000

4000
30

3000
40.6°
OAT LIMIT
2000 40

1000
52°
0 OAT LIMIT
50

-1000
-600 -400 -200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
F927−012−9b

Figure 5−15. Single Engine Rate of Climb and Descent, at VY,


OEI MCP, and 6000 LB Gross Weight

FAA Approved
Reissue 2 5−21
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000
Continuous OEI Power, Vy, 6250 lb
18000
−36
17000

16000

15000
−20
14000
OAT - 5C
13000

12000
PRESSURE ALTITUDE - FEET

−10
11000

10000
0 −30
9000

8000

7000 10

6000

5000

4000 20

3000
40.6° 30
OAT LIMIT
2000 40

1000

0 52°
OAT LIMIT 50

−1000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB AT VY - FT/MIN
f927−012−14a

Figure 5−16. Single Engine Rate of Climb and Descent, at VY,


OEI MCP, and 6250 LB Gross Weight

FAA Approved
Reissue 2
5−22
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

9000
THIS CHART BASED ON ELECTRICAL LOAD OF 30%,
HEATER OFF, AND AIR-CONDITIONING OFF
8000

Continuous OEI Power, Vy, 6500 lb


-20°C
7000
-30°C

-36°C
OAT
6000
-10°C
PRESSURE ALTITUDE − FEET

5000 FT HD
5000 0°C

4000
10°C

3000
40.6°C
20°C
OAT LIMIT

2000
40°C
30°C

1000

52°C
OAT LIMIT 50°C
0
−200 −100 0 100 200 300 400 500
RATE OF CLIMB AT VY - FT/MIN F927−107b

Figure 5−17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6500 LBS Gross Weight

FAA Approved
Reissue 2 5−23
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

Figure 5−18. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6770 lb Gross Weight

FAA Approved
Reissue 2
5−24
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−7. RATE OF CLIMB − AEO

Description: These charts show the rate of climb vs pressure altitude at twin engine
(AEO) MCP (ref. Figure 5-19 thru Figure 5-25) or TOP (ref. Figure 5-28 thru
Figure 5-35) at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater OFF, and
air-conditioning OFF.
Use of Chart: The following example explains the correct use of the chart in
Figure 5-19.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 3000 feet
Known: Outside air temperature = 20°C
Method: Enter the left side of chart at the known pressure altitude of 3000 feet.
Move to the right to the 20°C temperature curve and then directly down
to read rate of climb of 4200 feet per minute.

FAA Approved
Reissue 2 5−25
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000 MCP, VY, 3,500 lb

18000

17000
OAT - 5C
16000

15000
-36

14000 -30

13000
-20
Pressure Altitude − ft

12000

11000 -10

10000 0

9000

8000 10

7000 40.6°
OAT LIMIT

6000 20

5000

4000 30
52°
OAT LIMIT
3000

40
2000

1000
50

0
1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500
Rate of Climb − ft/min
f927−013−7b

Figure 5−19. Rate of Climb − AEO at VY MCP − 3500 lb Gross Weight

FAA Approved
Reissue 2
5−26
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

MCP, VY, 4000 lb


19000

18000

17000
OAT - 5C
16000

15000 -36

14000 -30

13000
Pressure Altitude − ft

-20
12000

-10
11000

10000 0

9000

8000 10
40.6°
OAT LIMIT
7000

6000 20
52°
OAT LIMIT
5000

4000 30

3000

2000 40

1000
50

0
800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800
Rate of Climb − ft/min
f927−013−1b

Figure 5−20. Rate of Climb − AEO at VY MCP − 4000 lb Gross Weight

FAA Approved
Reissue 2 5−27
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000 MCP, VY, 4500 lb


18000

17000
OAT - 5C
16000

15000 -36

14000
-30

13000
-20
12000
Pressure Altitude − ft

11000 -10

10000
0

9000

8000 10
40.6°
OAT LIMIT
7000

6000 20
52°
5000 OAT LIMIT

4000 30

3000

2000 40

1000
50
0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
Rate of Climb − ft/min
f927−013−2b

Figure 5−21. Rate of Climb − AEO at VY MCP − 4500 lb Gross Weight

FAA Approved
Reissue 2
5−28
Revision 4
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000
MCP, VY, 5000 lb
18000

17000
OAT - 5C
16000

15000
-36

14000
-30
13000

12000 -20
Pressure Altitude - ft

11000 -10

10000
0
9000

8000
40.6° 10
OAT LIMIT
7000

6000 20
52°
OAT LIMIT
5000

4000 30

3000

2000 40

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
Rate of Climb - ft/min
f927−013−3b

Figure 5−22. Rate of Climb − AEO at VY MCP − 5000 lb Gross Weight

FAA Approved
Reissue 2 5−29
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000
MCP, VY, 5500 lb
18000

17000
OAT - 5C
OAT - 5C
16000

15000 -36

14000
-30
13000

12000 -20

11000 -10
Pressure Altitude - ft

10000
0
9000

8000
40.6° 10
OAT LIMIT
7000

6000 20

52°
5000 OAT LIMIT

4000 30

3000
40
2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
Rate of Climb - ft/min
f97−013−4b

Figure 5−23. Rate of Climb − AEO at VY MCP − 5500 lb Gross Weight

FAA Approved
Reissue 2
5−30
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000 MCP, VY, 6000 lb


18000

17000
OAT - 5C
16000

15000
-36
14000

13000 -30

12000
-20

11000
Pressure Altitude - ft

-10
10000

9000 0

8000
40.6° 10
7000 OAT LIMIT

6000
20
5000

4000 52° 30
OAT LIMIT
3000
40
2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rate of Climb - ft/min
f927−013−5b

Figure 5−24. Rate of Climb − AEO at VY MCP − 6000 lb Gross Weight

FAA Approved
Reissue 2 5−31
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000 MCP, VY, 6250 lb

18000

17000
OAT - 5C
16000

15000
-36
14000

13000 -30

12000
-20

11000
Pressure Altitude - ft

-10
10000

9000 0

8000
10
7000
40.6°
OAT LIMIT
6000
20
5000

4000 52° 30
OAT LIMIT
3000
40
2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Rate of Climb - ft/min
f927−013−6b

Figure 5−25. Rate of Climb − AEO at VY MCP − 6250 lb Gross Weight

FAA Approved
Reissue 2
5−32
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000

18000 MCP, VY, 6500 lb

17000

16000 14000 FT HD
LIMIT
OAT − oC
15000

14000 -36

13000 40.6° -30


OAT LIMIT
12000 -20
Pressure Altitude − ft

11000 -10

10000
0

9000
10
8000 52°
OAT LIMIT
7000
20
6000

5000
30

4000

3000
40
2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Rate of Climb − ft/min

f927−081b

Figure 5−26. Rate of Climb − AEO at VY MCP − 6500 lb Gross Weight

FAA Approved
Reissue 2 5−33
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

10000

MCP, VY, 6770 lb


9000

8000

-30°C
7000 -36°C

-20°C
Pressure Altitude − ft

6000

OAT
-10°C
5000

0°C
4000

10°C
3000

20°C

2000

30°C
3000 FT HD

1000
40.6°C 40°C
OAT LIMIT

0
1200 1300 1400 1500 1600 1700 1800
Rate of Climb and Descent − FT/ MIN F927−013−9

Figure 5−27. AEO at VY MCP − 6770 lb Gross Weight

FAA Approved
Reissue 2
5−34
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000
TOP , VY, 3,500 lb
19000

18000 OAT - 5C

17000
-30/-36
16000

15000

14000

13000

12000
Pressure Altitude − ft

11000 -20

-10
10000

9000 0

8000
40.6° 10
OAT LIMIT
7000

6000 52°
OAT LIMIT 20

5000

4000
30

3000
40
2000

1000
50

0
1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500 4700 4900 5100
Rate of Climb − ft/min
F927−013−8b

Figure 5−28. Rate of Climb − AEO at VY TOP − 3500 lb Gross Weight

FAA Approved
Reissue 2 5−35
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000 TOP, VY, 4000 lb

18000

17000 -30/-36
OAT - 5C
16000 -20

15000

14000 -10

13000
0
Pressure Altitude − ft

12000

11000
10
10000

9000
20
8000

7000 40.6°
OAT LIMIT 30
6000
52°
OAT LIMIT
5000

4000
40
3000

2000

1000
50

0
1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500
Rate of Climb − ft/min
F927−021−1b

Figure 5−29. Rate of Climb − AEO at VY TOP − 4000 lb Gross Weight

FAA Approved
Reissue 2
5−36
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000
TOP, VY, 4500 lb
19000

18000
-30/-36

17000 OAT - 5C
-20

16000

15000
-10

14000

13000 0

12000
Pressure Altitude - ft

11000
10
10000

9000
20

8000
40.6°
OAT LIMIT
7000
30
6000
52°
OAT LIMIT
5000

4000

3000 40

2000

1000
50

0
900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900
Rate of Climb - ft/min
F927−021−2b

Figure 5−30. Rate of Climb − AEO at VY TOP − 4500 lb Gross Weight

FAA Approved
Reissue 2 5−37
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000

18000 TOP, VY, 5000 lb


-30/-36

17000
-20
16000

15000
-10
OAT - 5C
14000

13000 0

12000
Pressure Altitude - ft

11000
10
10000

9000
20

8000
40.6°
7000 OAT LIMIT

30
6000
52°
OAT LIMIT
5000

4000

3000
40

2000

1000
50
0
500 700 900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300
Rate of Climb - ft/min
F927−021−
3b

Figure 5−31. Rate of Climb − AEO at VY TOP − 5000 lb Gross Weight

FAA Approved
Reissue 2
5−38
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000
TOP, VY, 5500 lb
19000

18000
-30/-36

17000
-20
OAT - 5C
16000

15000
-10
14000

13000
0

12000
Pressure Altitude - ft

11000
10
10000

9000
20

8000
40.6°
7000 OAT LIMIT

30
6000
52°
OAT LIMIT
5000

4000

3000
40

2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
Rate of Climb - ft/min
f927−021−4
b

Figure 5−32. Rate of Climb − AEO at VY TOP − 5500 lb Gross Weight

FAA Approved
Reissue 2 5−39
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

20000

19000

18000
-30/-36 TOP, VY, 6000 lb
17000
OAT - 5C
16000
-20

15000

14000 -10

13000
0
12000

11000
Pressure Altitude - ft

10
10000

9000
20

8000

40.6°
7000 OAT LIMIT
30
6000
52°
OAT LIMIT
5000

4000

3000
40

2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
Rate of Climb - ft/min
f927−021−5
b

Figure 5−33. Rate of Climb − AEO at VY TOP − 6000 lb Gross Weight

FAA Approved
Reissue 2
5−40
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

20000

19000
TOP, VY, 6250 lb
18000

-30/-36
17000
OAT - 5C
16000
-20
15000

14000
-10

13000

12000 0

11000
Pressure Altitude - ft

10000 10

9000
20
8000

7000 40.6°
30
OAT LIMIT
6000

5000

52°
4000 OAT LIMIT

3000
40

2000

1000
50

0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
Rate of Climb - ft/min
f927−021−6

Figure 5−34. Rate of Climb − AEO at VY TOP − 6250 lb Gross Weight

FAA Approved
Reissue 2 5−41
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

16000

14000 FT HD
TOP, VY, 6500 LB
15000 LIMIT

14000
o
OAT − C

13000
-20

12000 -36

11000 40.6° -10 -30


OAT LIMIT

10000
Pressure Altitude − ft

0
9000

8000 10

7000

20
6000

5000
30

4000

3000
40

2000 52°
OAT LIMIT

1000
50

0
300 500 700 900 1100 1300 1500 1700 1900 2100

Rate of Climb and Descent − ft/min

f927−021−7a

Figure 5−35. Rate of Climb − AEO at VY TOP − 6500 lb Gross Weight

FAA Approved
Reissue 2
5−42
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

10000

MCP, VY, 6770 lb


9000

8000 -36°C

-30°C
7000

-20°C
6000
OAT
Pressure Altitude − ft

-10°C
5000

0°C
4000

10°C
3000

20°C
2000

30°C
3000 FT HD
1000

40.6°C
OAT LIMIT
40°C
0
1800 1850 1900 1950 2000 2050
Rate of Climb and Descent − FT/ MIN F927−021−8

Figure 5−36. Rate of Climb − AEO at VY TOP − 6770 lb Gross Weight

FAA Approved
Reissue 2 5−43
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

5−8. HOVER CEILING, AEO


Description:
The hover ceiling charts (ref. Figure 5-38 thru Figure 5-45) show the maximum
hover weight capability, in-ground effect (IGE) or out-of-ground effect (OGE), both
engines operating at take-off power for known conditions of pressure altitude and
outside air temperature (OAT), or alternately, the maximum hover ceiling for a
known gross weight and outside air temperature.
Refer to Figure 5-37 for HIGE operations in crosswind conditions.

ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ
ÕÕÕÕÕÕÕÕÕÕÕÕÕ

Figure 5−37. Controllability Envelope and Azimuth Range for Crosswind Operations

FAA Approved
Reissue 2
5−44
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

Separate hover ceiling charts are provided for rotorcraft equipped with either the
inlet particle separator (IPS) or screen inlet and heater operation.
The phrase, ``A/C On'' only is applicable to the MDHI air‐conditioning installation
PN 900P7250302-101.
NOTE: The charts are based on an electrical load of 15% per generator (30 amps per
generator). Reduce/increase gross weight capability by 35 lb (16 kg) for each
10% increase/decrease in total load.

For many operations, a reduction in gross weight capability still allows the
rotorcraft to operate at a maximum gross weight of 6500 lb (2948 kg). Follow the
example shown below:
Use of Chart: The following example explains the correct use of the IGE Chart
in Figure 5-38.
Example:
Wanted: Maximum gross weight for hover at 3.5 feet skid height at takeoff power.
Known: PA = 7000 feet; OAT = 30°C; cabin heat off and A/C on; 25% electrical
load.
Method: Enter the chart at 30°C OAT and move vertically to the 7000-foot PA
curve (dashed lines). At this point, move directly to the left of the chart
and read from the gross weight scale 6280 lb.

Gross weight data above 6770 LB has been provided for calculation
CAUTION purposes or external load operations only. Weights above 6770
LB must be external and jettisonable.

The instructions for the IGE hover ceiling charts also are applicable to the OGE
hover ceiling charts.

FAA Approved
Reissue 2 5−45
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW
15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
PRESSURE ALTITUDE - FEET
5100 AIRCRAFT WITHOUT
GENERATOR COOLING
5200 MODIFICATION
11000
12000
5300
15300 HD 13000
10000
5400
15000 14000
GROSS WEIGHT − LB

5500 16000

9000
5600

5700 8000

5800

5900 7000

6000
6000
6100
6200
5000
6300

6400
4000
6500

6600
3000

6700
6800

6900
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE

f927−014−1e

Figure 5−38. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet,
Takeoff Power, Cabin Heat Off

FAA Approved
Reissue 2
5−46
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

4600
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
4700 REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4800
PRESSURE ALTITUDE - FEET
4900
AIRCRAFT WITHOUT
5000 GENERATOR COOLING
MODIFICATION
5100
12000 11000
5200 15300 HD MAXIMUM TEMPERATURE
13000 FOR CABIN HEAT ON
5300
10000
GROSS WEIGHT - LB

5400 14000
16000 15000
5500
5600 9000

5700
5800
8000
5900
6000
6100 7000

6200
6300
6000
6400
6500
6600 5000

6700
6800
6900
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE

F927−014−7

Figure 5−39. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet,
Takeoff Power, Cabin Heat On

FAA Approved
Reissue 2 5−47
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

4600 THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW
15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
4700 REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON

4800
AIRCRAFT WITHOUT PRESSURE ALTITUDE - FEET
4900 GENERATOR COOLING 15300 HD
MODIFICATION
5000 12000 11000

5100 13000
10000
5200 16000 15000 14000
GROSS WEIGHT − LB

5300 9000

5400
8000
5500

5600 7000

5700

5800 6000

5900
5000
6000

6100 4000

6200
3000
6300

6400
2000
6500

6600
1000
6700

6800
0
6900
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE

f927−015−6

Figure 5−40. Hover Ceiling, OGE, Standard Engine Inlet, Takeoff Power, Cabin Heat Off

FAA Approved
Reissue 2
5−48
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

4600
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW
4700 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
AIRCRAFT WITHOUT
4800 GENERATOR COOLING PRESSURE ALTITUDE - FEET
MODIFICATION

4900 12000 11000

MAXIMUM TEMPERATURE
5000 15300 HD 13000 FOR CABIN HEAT ON

5100 14000
16000 15000 10000

5200
GROSS WEIGHT − LB

5300
9000
5400

5500
8000
5600

5700

5800 7000

5900

6000
6000

6100

6200
5000
6300

6400

6500
4000
6600

6700

6800 3000

6900
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE
f927−015−7

Figure 5−41. Hover Ceiling, OGE, Takeoff Power, Standard Engine Inlet, Cabin Heat On

FAA Approved
Reissue 2 5−49
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

4600
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,
DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
4700 REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4800
4900
5000 PRESSURE ALTITUDE - FEET

5100 AIRCRAFT WITHOUT


GENERATOR COOLING 15300 HD
5200 MODIFICATION
11000
12000
5300
GROSS WEIGHT − LB

5400 13000 10000

16000 14000
5500 15000

9000
5600
5700
8000
5800
5900 7000

6000
6000
6100
6200
5000

6300
6400 4000

6500
3000
5000
6600
6700
2000
6800
6900
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE f927−014−8

Figure 5−42. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat Off

FAA Approved
Reissue 2
5−50
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

4600
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,
DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
4700 REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON

4800
4900
PRESSURE ALTITUDE - FEET
5000
AIRCRAFT WITHOUT 15300 HD
5100 GENERATOR COOLING
MODIFICATION
12000 11000
5200
5300
GROSS WEIGHT − LB

13000

5400 10000
14000
16000 15000
5500

5600
9000
5700
5800
8000
5900
MAXIMUM TEMPERATURE
6000 FOR CABIN HEAT ON

6100 7000

6200
6300
6000
6400
6500
6600 5000

6700

6800
6900
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
f927−014−9
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE

Figure 5−43. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat On

FAA Approved
Reissue 2 5−51
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW
15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4800
15300 HD PRESSURE ALTITUDE - FEET
4900
AIRCRAFT WITHOUT
GENERATOR COOLING
12000 11000
5000 MODIFICATION

13000
5100
14000 10000
16000 15000
5200
GROSS WEIGHT − LB

5300 9000

5400
8000
5500

5600 7000

5700
6000
5800

5900 5000

6000
4000
6100

6200
3000
6300

6400 2000

6500

6600 1000

6700
0
6800

6900
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C

NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE
f927−015−8

Figure 5−44. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat Off

FAA Approved
Reissue 2
5−52
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

4600
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW
4700 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
PRESSURE ALTITUDE - FEET
4800 AIRCRAFT WITHOUT
GENERATOR COOLING
MODIFICATION 12000 11000
4900

5000
15300 HD 13000

14000
5100 15000 10000
16000 MAXIMUM
TEMPERATURE
5200 FOR CABIN HEAT ON

5300 9000
GROSS WEIGHT − LB

5400

5500
8000
5600

5700
7000
5800

5900

6000 6000

6100

6200
5000
6300

6400

6500 4000

6600

6700
3000
6800

6900
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6770 LB. WEIGHTS IN EXCESS OF 6770 LB MUST BE EXTERNAL AND JETTISONABLE

f927−015−9

Figure 5−45. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat On

FAA Approved
Reissue 2 5−53
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

5−9. HOVER CEILING, OEI

Description: These charts (Ref. Figure 5-46 and Figure 5-47) may be used to deter­
mine hover performance in zero wind conditions for internal load operations or
in headwind conditions during external load operations with one engine inoperative
(emergency conditions) and the remaining engine at 2.5 minute power rating.
NOTE: Unless otherwise authorized by operating regulations, the pilot is not authorized
to credit more that 50 percent of the performance increase resulting from the
actual favorable head wind increase.
NOTE: These charts are not to be used while conducting Category A takeoff and landing
operations.

Use of Chart: The following example explains the correct use of the chart in
Figure 5-46.
Example 1: Zero wind
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.
Known: HP = 4000 FT, OAT = 10°C
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At this
point move up and read from the gross weight scale, 5275 LB.
Example 2: Headwind
NOTE: It is essential that reliable wind information be available prior to determining
hover. Additionally, only the lower limit of a gust spread may be used to determine
head wind credit.
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.
Known: HP = 4000 FT, OAT = 10°C, 10 knot head wind
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At this
point move down to the 10 knot headwind line. From this point, move to the
left and read from the gross weight scale, 5475 LB.

Next, subtract 5275 LB (from example 1) from 5475 LB to determine the unfac­
tored head wind performance increase of 200 LB. However, the pilot is authorized
to allow only 50 percent of the performance credit, resulting in a gross weight
increase to 5375 LB.

FAA Approved
Reissue 2
5−54
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

GROSS WEIGHT − POUNDS

5500
5400
5300
5200
5100
5000
4900
4800
4700
4600
4500
4400
4300
4200
4100
4000
3900
3800
3700
5600
5700
−50

PRESSURE ALTITUDE - FEET


−40

−30

−20

14,000
−10

9,000 13,000
0 8,000
OAT - °C 7,000 12,000
6,000 11,000
10
5,000 10,000
20 4,000
3,000
2,000
30

AIRCRAFT WITHOUT 1,000


GENERATOR COOLING 40
MODIFICATION 0
-1,000
50
NOTE:
WIND SPEEDS ARE
UNFACTORED. APPLY 60
FACTOR AS REQUIRED
BY OPERATIONAL
RULES 3700 0-5
10
3900
15
4100 20
25
4300
30
4500
4700
4900 HEADWIND - KNOTS

GROSS WEIGHT 5100


POUNDS
5300

5500
5700
5900 THIS CHART IS BASED ON OEI
CONDITIONS, 2.5 MIN POWER
6100 WIND FROM THE NOSE ±30
6300 DEGREES AND CABIN HEAT OFF

6500

F927−022−1a 6700

Figure 5−46. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power

FAA Approved
Reissue 2 5−55
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

GROSS WEIGHT − POUNDS

5500
5400
5300
5200
5100
5000
4900
4800
4700
4600
4500
4400
4300
4200
4100
4000
3900
3800
3700
5600
5700
−50

PRESSURE ALTITUDE - FEET


−40

−30

−20

14,000
−10
9,000
13,000
0 8,000
OAT − °C 12,000
7,000
6,000 11,000
10
5,000 10,000
20 4,000
3,000
30 2,000
1,000
AIRCRAFT WITHOUT
GENERATOR COOLING 40 0
MODIFICATION
-1,000
NOTE: 50
WIND SPEEDS ARE UNFAC­
TORED. APPLY FACTOR AS
REQUIRED BY OPERATIONAL 60
RULES 3700 0-5
10
3900
15
4100 20
25
4300
30
4500
4700
4900
GROSS WEIGHT5100
POUNDS HEADWIND - KNOTS
5300
5500
5700
5900
6100 THIS CHART IS BASED ON OEI
CONDITIONS, 2.5 MIN POWER
6300 WIND FROM THE NOSE ±30
DEGREES AND CABIN HEAT OFF
6500
F927−022−2 6700
a

Figure 5−47. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power

FAA Approved
Reissue 2
5−56
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

5−10. HEIGHT VELOCITY DIAGRAM


ÔÔÔÔÔÔÔÔÔÔÔÔÔ
ŠŠŠŠŠŠŠ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
160 11000
SMOOTH HARD

ŠŠŠŠŠŠŠ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
150 SURFACE - WIND CALM
10000

ŠŠŠŠŠŠŠ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
140

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
130 6501 TO 6770 LB 9000
AVOID AREA

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
120
8000

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
110

DENSITY ALTITUDE - FEET


6251 TO 6500 LB 7000

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
100
AVOID AREA
ALTITUDE - AGL (FEET)

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
90
6000
80

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ
70
ÔÔÔÔÔÔÔÔÔÔÔÔÔ
5000

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
6001 TO 6250 LB
60

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
AVOID AREA 4000
50

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ
40
ÔÔÔÔÔÔÔÔÔÔÔÔÔ
3000

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
NOTE:
30 2000

ŠŠŠŠŠŠŠ
ÒÒÒÒÒÒÒ ÔÔÔÔÔÔÔÔÔÔÔÔÔ
IF THE COMBINATION
20 OF GROSS WEIGHT AND

ÔÔÔÔÔÔÔÔÔÔÔÔÔ
DENSITY ALTITUDE 1000
10
FALL IN THE SHADED
0 REGION OF CHART “B”,
0
0 5 10 15 20 25 30 THE “AVOID AREAS” IN 4900 5100 5300 5500 5700 5900 6100 6300 6500 6700
INDICATED AIRSPEED - KNOTS CHART “A” APPLY
CHART "A" CHART "B"
F927−0161
Figure 5−48. Height Velocity Diagram
The clear area of Figure 5-48 Chart ``B'' represents density altitude/gross weight
combinations for which the height velocity diagram does not apply.
Safe landings and single engine fly-aways following an engine failure have been
demonstrated for the conditions stated below.
6000 LB gross weight at 7000 Ft HD and
6500 LB gross weight at 2000 Ft HD:
Safe landings following a vertical descent were demonstrated up to a 35 FT
skid height.
Safe run-on landings were demonstrated up to a 90 FT skid height.
Fly-aways were demonstrated down to a 100 FT skid height.

FAA Approved
Reissue 2 5−57
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

5−11. POWER ASSURANCE CHECK − AUTOMATIC

The power assurance check provides a means for the pilot to determine, prior to
take off, that each engine is capable of developing specification power.
NOTE: The primary purpose of this chart is its use as an engine performance trending
tool to aid in determining whether the engine is producing specification power,
or if engine power deterioration has occurred. Power check data taken at regular
intervals should be plotted to monitor trends in engine condition. Any trend
indicating a reduction in engine performance should be investigated.
If desired, pilots can view the last power check under the IIDS POWER CHECK
menu or other previous power assurance checks in the TREND LOG under
AIRCRAFT MONITOR menu.
NOTE: This power check procedure refers to the automated IIDS power check. If unable
to perform the automated power check, use the manual power check method
found in paragraph 5−12.

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL


AUTOMATIC
POWER CHECK PERFORM POWER GND POWER CHK LFT ENG TQ XXX.X%
ASSURANCE CHK TIME 30 SEC

NOTE 1 AUTOMATIC
LT NG = XXX.X% RECORD DONE
RT NG = XXX.X% PRESS REC

VIEW LAST POWER L PA CHK NG-X.X L PA CHK NG-X.X


ASSURANCE CHK L PA CHK EGT-XX.X L PA CHK EGT-XX.X

AUTOMATIC
R PA CHK NG-X.X RT ENG TQ XXX.X%
R PA CHK EGT-XX.X TIME 30 SEC

NOTE 2 AUTOMATIC

RECORD DONE
PRESS REC

R PA CHK NG-X.X
NOTE 1: USED WHEN PERFORMING A MANUAL R PA CHK EGT-XX.X
POWER ASSURANCE CHECK.
NOTE2: PRESS REC KEY TO SAVE DATA IN TREND LOG;
MENU OR CLR KEY ABORTS FUNCTION
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU
f927−017
Figure 5−49. Power Assurance Check Menu

FAA Approved
Reissue 2
5−58
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

HOW TO PERFORM THE CHECK:


NOTE: Power checks should be performed under the following conditions.
1. Aircraft should be faced into the wind.
2. Wind speed should not exceed 15 knots nor gust spread 5 exceed knots while
performing the check.
3. Operate engine to be checked at 100% NP for five minutes to assure proper
operating temperatures are attained.
4. IPS and CABIN HEAT should be off and the generator load should be 10% or less.
 The engine to be checked should be at FLY.
 The other engine should be at IDLE or OFF.
 IPS and CABIN HEAT should be off and the generator load should be 10% or less.
 Select POWER CHECK top level menu on IIDS alphanumeric display.

 Press the ENT key 3 times to access the fourth level menu. LFT ENG TQ XXX.X%
TIME 30 SEC
Notice that the IIDS lists the left engine as the first engine to be checked. If the
the right engine is to be checked first, press the to access the

right engine menu. RT ENG TQ XXX.X%


TIME 30 SEC

 Stabilize engine torque at 3% of the ENG TQ value displayed for 30 seconds. The
IIDS provides a countdown from 30 seconds on the alphanumeric display during
data acquisition. The countdown is started after the torque value is within the 3%
range for more than 2 seconds.
NOTE: Counter will reset to 15 seconds if torque setting is not maintained within 3% for the
last 15 seconds of count down.
 After the IIDS calculates the performance margin of the selected engine, the
RECORD DONE menu is displayed and advises the pilot to press the REC
PRESS REC
key to generate a trend log (Ref. Section VII) and to display the results of the power
check on the alphanumeric display.
NOTE: If the power check fails, the IIDS displays a warning on the alphanumeric display.
 Lower collective and place engine control switch to IDLE
 After NP stabilizes, place other engine control switch to FLY.
 Press the to access the right engine menu; press the to
access the left engine menu.
 Repeat check for other engine.

NOTE: The engine torque value displayed should be approximately the same as the first
engine.

FAA Approved
Reissue 2 5−59
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

VIEWING THE PREVIOUS POWER CHECK:


 Select POWER CHECK top level menu on IIDS alphanumeric display.

 Press the ENT key once to access the second level menu. PERFORM POWER
ASSURANCE CHK

 Press the key to enter the next second level menu. VIEW LAST POWER
ASSURANCE CHK

 Press the ENT to view the last power check. L PA CHK NG-X.X
L PA CHK EGT-XX.X

 Press the key to view the results for the other engine. R PA CHK NG-X.X
R PA CHK EGT-XX.X

5−12. POWER ASSURANCE CHECK − MANUAL

HOW TO PERFORM THE CHECK:


 The engine to be checked should be at FLY.
 The other engine should be at IDLE or OFF.
 IPS and CABIN HEAT should be off and the generator load should be 10%
or less.
 Record the IIDS OAT and pressure altitude.
 Use the Engine Torque Chart (Ref. Figure 5-50) to determine the torque value
to be utilized based on the OAT and pressure altitude recorded in the previous
step.
 Increase collective and stabilize at the predetermined torque value. After one
minute, record the EGT and NG from the IIDS.
 Use the EGT Chart (Ref. Figure 5-51) and the NG Chart (Ref. Figure 5-52)
or Figure 5-53) to determine maximum values of EGT and NG for the specific
conditions. Subtracting the recorded values from the maximum values will
result in the EGT and NG margins.
NOTE: The IIDS displays NG in tenths (ie. 91.6%) viewable at the third level of the
POWER CHECK menu.
 The power check is passed if both the EGT and NG margins are greater than
or equal to zero. If either the EGT or NG margin is negative, repeat the test
allowing torque to stabilize for 5 minutes. If the EGT margin is still negative,
then the power assurance check is failed. If only the NG margin is negative
refer to the Rotorcraft Maintenance Manual for additional testing and trouble­
shooting.

FAA Approved
Reissue 2
5−60
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

EXAMPLE:
NOTE: This example assumes the inability to access the third level POWER CHECK
menu and therefor uses Figure 5−52 to determine maximum NG value.
Recorded from the IIDS: OAT = +30°C
Pressure Altitude = 2000 ft.
Utilizing the Engine Torque Chart (Ref. Figure 5-50) the power setting for the above
noted conditions is determined to be:
Engine torque = 71%
Utilizing the EGT and NG Power Check Charts (Ref. Figure 5-51 and Figure 5-52)
the maximum values for EGT and NG for the above noted conditions is determined
to be:
EGT = 791°C
NG = 92.5%
After stabilizing the torque at 71% for one minute you record the following EGT
and NG readings from the IIDS:
EGT = 770°C
NG = 92%
Subtract the observed values of NG and EGT from the maximum values obtained
from the charts to determine the power check margins:
EGT = 791°C (from chart) minus 770°C (from IIDS) = 21°C (pass)
NG = 92.4% (from chart) minus 92% (from IIDS) = 0.5% (pass)

FAA Approved
Reissue 2 5−61
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

80
SEA LEVEL

PRESSURE ALTITUDE (FEET)

75
2000

70

4000

65

6000
ENGINE TORQUE (%)

60

8000

55

10000

50
12000

45 14000

16000
40

35
-36 -30 -20 -10 0 10 20 30 40 50

AMBIENT TEMPERATURE (°C)


f927−018

Figure 5−50. Engine Torque Chart

FAA Approved
Reissue 2
5−62
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

900

SEA LEVEL

850 PRESSURE ALTITUDE - FEET 4000

8000

12000
800
16000

750

700

650

600

550

500
−40 −20 0 20 40 60
AMBIENT TEMPERATURE (°C)
f927−019

Figure 5−51. EGT Chart

FAA Approved
Reissue 2 5−63
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

96
SEA LEVEL

PRESSURE ALTITUDE - FEET


95
4000

94

8000
93

12000
92

91 16000

90

89

88
NG- %

87

86

85

84

83

82

81
−40 −30 −20 −10 0 10 20 30 40 50
AMBIENT TEMPERATURE (`C)

f927−020−1

Figure 5−52. NG Chart − (NG read from Secondary IIDS Display)

FAA Approved
Reissue 2
5−64
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Performance Data

97
SEA LEVEL

96
4000

95 PRESSURE
ALTITUDE - FEET 8000

94

12000
93
16000

92

91
NG − %

90

89

88

87

86

85 20000

84

83
−40 −30 −20 −10 0 10 20 30 40 50 60
AMBIENT TEMPERATURE (‘C)
f927−020−2

Figure 5−53. NG Chart − (NG read from Third Level Power Check Menu)

FAA Approved
Reissue 2 5−65
Revision 5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Performance Data MD900 (902 Configuration with PW 207E)

This page intentionally left blank!

FAA Approved
Reissue 2
5−66
Revision 5
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Weight and
Balance Data

SECTION VI
WEIGHT AND
BALANCE DATA
TABLE OF CONTENTS

PARAGRAPH PAGE
6-1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Table 6-1. Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Figure 6-1. Center of Gravity Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Figure 6-2. Reference Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Figure 6-3. Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Figure 6-4. Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Figure 6-5. Sample Weight and Balance Report . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6-2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Table 6-2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data . . 6-7
Table 6-3. Cabin Doors Open Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-4. Longitudinal Weight and Balance Determination:
Passenger Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
EXAMPLE I: Longitudinal CG Determination - Passenger . . . . . . . . . . . . . . . . 6-8
6-5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
EXAMPLE II: Longitudinal CG Determination - Cargo . . . . . . . . . . . . . . . . . . . 6-9
6-6. Permissible Lateral Loadings - Passenger
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
EXAMPLE III: Lateral CG Determination - Passenger . . . . . . . . . . . . . . . . . . . . 6-10
6-7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6-8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin. . . . . . . . . . . . . 6-12
Table 6-4. Internal Cargo Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Figure 6-6. Cargo Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Figure 6-7. Fuel Station Diagram - Jet-A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Figure 6-8. Fuel Station Diagram - Jet-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Table 6-5. Fuel Loading Table - Jet A (6.8 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6-17
Table 6-6. Fuel Loading Table - Jet B (6.5 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6-18
Table 6-7. Weight and Longitudinal Moments - Pilot, Passengers, Baggage . 6-19

Reissue 2
Original 6−i
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Weight and
Balance Data

PARAGRAPH PAGE
Table 6-8. Weight and Longitudinal Moments - Cargo . . . . . . . . . . . . . . . . . . . . 6-20
Table 6-9. Weight and Lateral Moments - Pilot and Passengers . . . . . . . . . . . . 6-21
Table 6-10. Weight and Lateral Moments - Cargo . . . . . . . . . . . . . . . . . . . . . . . . 6-22

Reissue 2
6−ii Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

SECTION VI
WEIGHT AND BALANCE
DATA

6−1. WEIGHT AND BALANCE CHARACTERISTICS

The weight and balance characteristics are as follows:


Maximum weight on the landing gear with thruster extension: 6500 pounds.
Minimum Flying Weight: 3500 pounds.
Longitudinal Reference Datum: 199.3 inches forward of rotor hub centerline (rotor
hub centerline is located at Station 199.3)
Cargo Deck Capacity: 1500 pounds not to exceed 115 pounds per square foot.
Baggage compartment limit (sta. 234.3 to 256.9): 500 pounds not to exceed 115
lbs per square foot.
Ultimate load factors (cargo restraint): Forward: 17 G's
Lateral: 8 G's
Center of Gravity Limits:
NOTE: Lateral ‘‘+’’ is right of centerline ; lateral ‘‘−’’ is left of centerline when looking
forward.
Table 6−1. Center of Gravity Limits

Longitudinal C.G. Limit Lateral C.G. Limit


Gross Weight (Sta-in.) (Sta-in.)
(lb) Forward Aft (+) Right, (-) Left
6500 196.0 202.3 +2.0; -2.0
6250 196.0 203.2 +2.0; -2.0
5100 196.0 206.0 +2.0; -2.0
*3500 196.0 206.0 +2.0; -2.0
Airspeed restrictions apply. Refer to Section II:
6250 196.0 202.1 +5.0; -2.0
5100 196.0 203.7 +5.7; -2.0
*3500 196.0 204.4 +6.0; -2.0
*Minimum flying weight.

Reissue 2
Original 6−1
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

6500

6000
GROSS WIGHT − LBS

5500
EXPANDED
CG LIMITS
5000

LATERAL CG ENVELOPE
4500

4000
NORMAL CG LIMITS
3500

3000
−3 −2 −1 0 1 2 3 4 5 6 7
CHART A: LATERAL C.G. STATION (IN.)

WHEN OPERATING IN THE


EXPANDED CG REGION OF CHART
A, THE MAXIMUM LONGITUDINAL
C.G. LIMIT, AS DEPICTED BY THE
DASHED LINE IN CHART B, APPLIES.
6500

6000
5100 LBS
GROSS WIGHT − LBS

5500

5000 LONGITUDINAL CG ENVELOPE

4500

4000 NORMAL CG LIMITS

3500

3000
194 196 198 200 202 204 206 208
CHART B: LONGITUDINAL C.G. STATION (IN)
F92−051C

Figure 6−1. Center of Gravity Envelope.

Reissue 2
6−2 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

CG REAR FACING CL OF BAGGAGE


PASSENGERS COMPARTMENT

CG OF PILOT OR CG FWD FACING


COPILOT/PASSENGER PASSENGERS

CG CABIN

+19.0
+15.85

0.0 0.0

-15.85
-19.0

STA 193.0

STA 130.7 STA 173.0 STA 213.0 STA 245.6

F92−052

Figure 6−2. Reference Coordinates

Reissue 2
Original 6−3
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

50 -50
60 40 20 0 -20 -40 -60

220

200

180

160

140

120
WL 106
FLOOR
100

80

60

BL 8.5 BL 24
BEAM BEAM

60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480
STA 199.25
WL 207.97 5° 0”

220

200 STA 292.817


WL 147
180
WL 159
160 ROOF DECK
140

WL 106 120
FLOOR
100

80

60
3° 16”
STA 155.5 STA 230.5
FRAME FRAME
JACKING
POINTS

F92−053A

Figure 6−3. Station Diagram

Reissue 2
6−4 Original
BASIC WEIGHT AND BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
AIRCRAFT MODEL SERIAL NUMBER REGISTRATION NUMBER N9XXXX PAGE 4 OF 4
MD900 900−000XXX
WEIGHT CHANGE RUNNING TOTAL
ITEM NO.
ADDED (+) REMOVED (-) BASIC AIRCRAFT
DATE DESCRIPTION OF ARTICLE
OR MOCIFICATION LONG LAT LONG LAT LONG LAT LONG LAT WEIGHT LONG LAT LONG LAT
IN OUT WEIGHT WEIGHT
ARM ARM MOMENT MOMENT ARM ARM MOMENT MOMENT ARM ARM MOMENT MOMENT

12/23/xx ACTUAL BASIC WEIGHT 3277.8 210.2 0.4 689103 1465

01/09/xx X FIXED BALLAST IN NOSE 5.0 87.6 438


01/09/xx REVISED CALCULATED BASIC WEIGHT 3272.8 210.4 0.4 688665 1309

Original
Reissue 2
ROTORCRAFT FLIGHT MANUAL

Figure 6−4. Sample Weight and Balance Record


MD900 (902 Configuration with PW 207E)

Form HOQ014 (rev 5/00) MD Helicopters, Inc.

F92−054A
CSP−902RFM207E−1

6−5
Balance Data
Weight and
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

AIRCRAFT ACTUAL WEIGHT


Model MD900 Serial No. 900-000XX Reg. No. N92XXX Date 12/23/XX

Weighed by J. Doe

EMPTY FULL
FUEL X
OIL, ENGINE LH X
OIL, ENGINE RH X
OIL, TRANSMISSION X
HYDRAULIC FLUID X

60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480
STA 199.25
WL 207.97 5° 0”

220

200 STA 292.817


WL 147
180
WL 159
160 ROOF DECK
140

WL 106 120
FLOOR
100

80

60
3° 16”
STA 155.5 STA 230.5
FRAME FRAME
JACKING
POINTS F92−187A
NOTE: IN A LEVEL ATTITUDE, MAIN ROTOR MAST IS TILTED 3 DEG. FORWARD.

AVE. SCALE TARE OR NET LONGITUDINAL LATERAL LONGITUDINAL LATERAL


WEIGHING POINT READING CALIB. CORR. WEIGHT ARM ARM MOMENT MOMENT
LBS LBS LBS IN IN IN-LBS IN-LBS
Forward 869.7 0.0 869.7 154.0 -9.3 133929 -8066
Aft Right 1289.5 0.0 1289.5 233.0 23.3 300454 29981
Aft Left 887.5 0.0 887.5 233.0 -23.3 206788 -20634
TOTAL (AS WEIGHED) 3046.7 210.4 0.4 641170 1280
Less : Surplus Weight (See Table 1) -1.8 189.4 -10.4 -346 19
Plus: Missing Required Equipment (See Table 1) 222.6 198.0 0.0 44071 0

TOTAL - BASIC WEIGHT 3267.4 209.6 0.4 684895 1299

Figure 6−5. Sample Weight and Balance Report

Reissue 2
6−6 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

6−2. LOAD LIMITS AND BALANCE CRITERIA

The load limits and balance conditions are as noted in Table 6-1.
Do not exceed these limitations at any time during flight.
Use the helicopter Basic Weight as recorded in the Basic Weight and Balance Record
inserted in this section to perform all weight and balance computations. Basic Weight
includes oil, hydraulic fluid, and unusable fuel.

6−3. EQUIPMENT REMOVAL OR INSTALLATION

Removal or addition of equipment must be entered on the repair and alteration


report form, FAA 337, in accordance with Federal Air Regulations which shall then
become part of the helicopter log book file.
Record the weight and balance effects of these changes in the Basic Weight and
Balance Record inserted in this section.
Use the balance and station diagrams shown as an aid for weight and balance
changes.
Use the following tables to assist in determining weight and balance effects with
doors opened or removed.

Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data

WEIGHT LONGITUDINAL LATERAL MOMENT


ITEM (LB) STATION STATION (IN−LB)
(ARM) (ARM) Longitudinal Lateral
Cockpit doors (2) 24.0 132.9 "30.6 3190 "367
Cabin doors (2) 32.2 196.0 "31.2 6311 "502
Baggage door (1) 9.4 269.0 0 2529 0

Table 6−3. Cabin Doors Open Weight Data

WEIGHT LONGITUDINAL LATERAL MOMENT


(LB) STATION STATION (IN−LB)
ITEM
(ARM) (ARM) Longitudinal Lateral

Cabin doors (2) 32.2 248.0 "31.2 7986 "502


Note: At minimum flying weight (3500 LBS) the CG shifts 0.48 inch aft with cabin doors
open.
At maximum gross weight (6250 LBS) the CG shifts 0.27 inch aft with cabin doors open.

Reissue 2
Original 6−7
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

6−4. LONGITUDINAL WEIGHT AND BALANCE DETERMINATION:


PASSENGER CONFIGURATION

To determine that the gross weight and longitudinal center of gravity (fore and
aft) for a given flight are within limits, proceed as follows.
Obtain aircraft basic weight and moment from the Weight and Balance Record in­
serted in this section.
Determine weights and moments of useful load items (Ref. Figure 6-2).
Add above items.
Determine corresponding center of gravity for gross weight by dividing total moment
by gross weight. This computation must be done with zero fuel and with mission
fuel gross weight (Ref. EXAMPLE I: ).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateral
CG’s as described in Paragraphs 6−6 and 6−7.
EXAMPLE I: Longitudinal CG Determination − Passenger
WEIGHT STATION MOMENT
ITEM
(LB) (ARM) (IN−LB)
Basic Weight (from Figure 6-4) 3272.8 688665
Pilot 170 130.70 22219
Copilot/Passenger 170 130.70 22219
Passenger - Rear Facing R/H 170 173.0 29410
Passenger - Rear Facing L/H 170 173.0 29410
Passenger - FWD Facing R/H 170 213.0 36210
Passenger - FWD Facing L/H 170 213.0 36210
1. Zero Fuel Weight 4292.8 864343
Add: Fuel (Jet-A) 994.0 191.1 189953
2. Gross Weight 5286.8 1054296
Calculation of Longitudinal CG

CG at Zero Fuel Weight:

Moment at Zero Fuel Weight 864343


= = 201.3
Zero Fuel Weight 4292.8
CG at Gross Weight:
Moment at Gross Weight 1054296
= = 199.4
Gross Weight 5286.8

NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meets
the longitudinal CG limits.

Reissue 2
6−8 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

6−5. LONGITUDINAL LOADING OF CARGO

The large aft compartment of the Model 900 provides great flexibility in the variety
of cargo loads it can accommodate.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the Basic Weight and Moment from the Weight and Balance Record (Ref.
Figure 6-4).
Establish the weight of cargo load.
Determine the location of the cargo longitudinal CG (Ref. Figure 6-3)
Obtain the cargo moment:
Cargo Moment = Cargo Weight X Cargo CG
Perform weight and balance as previously described for passenger configura­
tion.
EXAMPLE II: Longitudinal CG Determination − Cargo

WEIGHT STATION MOMENT


ITEM
(LB) (ARM) (IN−LB)

Basic Weight (from Figure 6-4) 3272.8 688665


Pilot 170 130.7 22219
Copilot/Passenger 170 130.7 22219
Cargo 750 190.0 142500
1. Zero Fuel Weight 4362.8 875603
Add: Fuel (Jet-A) 300.0 187.0 56100

2. Gross Weight 4662.8 931703

Calculation of Longitudinal CG
CG at Zero Fuel Weight:

Moment at Zero Fuel Weight 875603


= = 200.7
Zero Fuel Weight 4362.8
CG at Gross Weight:

Moment at Gross Weight 931703


= = 199.8
Gross Weight 4662.8

NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meets
the longitudinal CG limits.

Reissue 2
Original 6−9
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

6−6. PERMISSIBLE LATERAL LOADINGS − PASSENGER


CONFIGURATION

Safe operation of this helicopter requires that it be flown within established lateral
as well as longitudinal center of gravity limits.
It is therefore imperative that lateral center of gravity control be exercised.
All combinations of internal loadings are permissible if gross weight, longitudinal,
and lateral center of gravity considerations permit.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the basic weight and longitudinal moment from The Basic Weight and Bal­
ance Record (Ref. Figure 6-4).
For pilot and passenger longitudinal and lateral center of gravity stations, see
Figure 6-2.
EXAMPLE III: Lateral CG Determination − Passenger

WEIGHT STATION MOMENT


ITEM
(LB) (ARM) (IN−LB)
Basic Weight (from Figure 6-4) 3272.8 1309
Pilot 170 +15.85 2695
Passenger - Rear Facing R/H 170 +19.00 3230
Passenger - FWD Facing R/H 170 +19.00 3230
1. Zero Fuel Weight 3782.8 10464
--
Add: Fuel (Jet-A) 500.0 0
2. Gross Weight 4282.8 10464

Calculation of Lateral CG
CG at Zero Fuel Weight:

Moment at Zero Fuel Weight 10464


= = 2.77
Zero Fuel Weight 3782.8
CG at Gross Weight:

Moment at Gross Weight 10464


= = 2.44
Gross Weight 4282.8

NOTE: The CG’s fall outside the limits specified in Table 6−1; therefore, the loading
does not meet the lateral CG limits.

Reissue 2
6−10 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

6−7. LATERAL LOADING OF CARGO

To determine the gross weight and lateral center of gravity for a given flight are
with limits, proceed as follows.
Find weight of load.
Determine lateral location (station) of load center of gravity.
Measure load distance from aircraft (centerline) lateral station zero), right
(+) : left (-).
Obtain the lateral load moment as follows.
Lateral moment = weight X lateral station (or use Table 6-10).
Perform weight and balance as previously described for longitudinal CG determina­
tions.

6−8. INTERNAL LOADING OF CARGO

The following instructions should be followed when carrying internal cargo.


Restrain the cargo from shifting by using the correct number of tiedowns in accor­
dance with Table 6-4.
Locate restraint loops in accordance with Figure 6-6.
NOTE: Cargo carried in the baggage compartment shall not be higher than 36 inches.
To assure that cargo is properly secured, refer to Table 6-4.
The numbered tiedown location is located in the far left column of Table 6-4
with their respective restraint values in the six columns to the right.
Locate the cargo tiedown numbers for all of the tiedowns that you will be using
in the respective cargo areas (main cabin or baggage compartment).
Add the restraint values for each of the tiedowns in each of the three directions
(forward, left and right).
If the sum of restraint values in each of the three directions equals or exceeds the
weight of the cargo, then the cargo is sufficiently restrained.
NOTE: 1. Cargo should be centered in the cabin or baggage compartment.
2. Do not load cargo outside the perimeter defined by the cargo tiedown fittings.

Reissue 2
Original 6−11
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin.


LATERAL
TIEDOWN No. FORWARD LEFT RIGHT
1 --- 220 ---
14 --- --- 220
2 20 40 ---
13 20 --- 40
4 130 40 ---
11 130 --- 40
5 120 220 ---
10 120 --- 220
____ ____ ____
TOTAL 540 520 520
Since all three values exceed the weight of the cargo (500 pounds), the cargo is
sufficiently restrained.

Reissue 2
6−12 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

Table 6−4. Internal Cargo Loading

TIE-DOWN LOCATION RESTRAINT VALUE/POUNDS OF CARGO


MAIN CABIN BAGGAGE COMPARTMENT
TIE-DOWN FUSELAGE LATERAL RESTRAINT DIRECTION RESTRAINT DIRECTION
NUMBER STATION STATION LATERAL LATERAL LATERAL LATERAL
FORWARD FORWARD
LEFT (-) RIGHT (+) LEFT (-) RIGHT (+)
1 156.8 -27.0 220
2 174.9 -25.0 20 40
3 193.0 -25.0 130 20
4 211.1 -25.0 130 40
5 229.2 -27.0 120 220
6 229.2 -11.0 50 240
7 229.2 -8.0 50 240
8 229.2 8.0 50 240
9 229.2 11.0 50 240
10 229.2 27.0 120 220
11 211.1 25.0 130 40
12 193.0 25.0 130 20
13 174.9 25.0 20 40
14 156.8 27.0 220
15 156.8 11.0 240
16 156.8 8.0 240
17 156.8 -8.0 240
18 156.8 -11.0 240
19 232.9 -21.6 90 185
20 251.0 -24.8 120 135 110
21 233.3 0.0 85 85
22 257.9 0.0 20 120 120
23 232.9 21.6 90 185
24 251.0 24.8 120 135 110
25 230.5 -24.6 110
26 230.5 24.6 110
27 269.0 -17.5 105
28 269.0 17.5 105

Reissue 2
Original 6−13
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

CARGO RESTRAINT LOCATION

1 18 17 16 15 14

2 13
FWD

3 12

LEFT RIGHT

4 11

5 6 7 8 9 10
TIEDOWNS 25 AND 26 ARE ``D''
RINGS LOCATED AT WL 154.5
25 26

19 21 23

20 24
22

27 28
TIEDOWNS 19 THRU 28 ARE
``D'' RINGS. TIE DOWNS 27 AND
F92−056
28 ARE LOCATED AT WL 155.0

Figure 6−6. Cargo Restraint

Reissue 2
6−14 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

1100
1075
1050
1025
1000
975
950
925
900
875
NOTES:
850
WEIGHTS AND MOMENTS BASED ON JET−A FUEL
825 (ASTM D−1655) AT 6.8 POUNDS PER U.S. GALLON
800
2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
775 THE SPECIFIC GRAVITY AND TEMPERATURE
750 VARIATION SHOULD BE ANTICIPATED IN
GAUGE READINGS WHEN TANKS ARE FULL.
725 3. FUEL CG VARIES WITH QUANTITY
700
675
650
625
600
FUEL WEIGHT - POUNDS

575
550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
183 184 185 186 187 188 189 190 191
FUSELAGE STATION CG F92−057−1

Figure 6−7. Fuel Station Diagram − Jet−A

Reissue 2
Original 6−15
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

1050
1025
1000
975
950
925
900
875
850
825 NOTES:
WEIGHTS AND MOMENTS BASED ON JET B FUEL
800 (ASTM D−1655) AT 6.5 POUNDS PER U.S. GALLON
775 2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
750 THE SPECIFIC GRAVITY AND TEMPERATURE
VARIATION SHOULD BE ANTICIPATED IN
725 GAUGE READINGS WHEN TANKS ARE FULL.
3. FUEL CG VARIES WITH QUANTITY
700
675
650
625
600
575
FUEL WEIGHT - POUNDS

550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
183 184 185 186 187 188 189 190 191
FUSELAGE STATION CG F92−057−2

Figure 6−8. Fuel Station Diagram − Jet−B

Reissue 2
6−16 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal)

VOLUME WEIGHT STATION MOMENT


U.S. GALLONS POUNDS INCHES IN−LBS
10 68 184.0 12511
15 102 184.4 18813
20 136 184.9 25144
25 170 185.3 31503
30 204 185.7 37888

35 238 186.1 44297


40 272 186.5 50728
45 306 186.9 57181
50 340 187.2 63653
55 374 187.5 70142

60 408 187.9 76647


65 442 188.2 83166
70 476 188.4 89697
75 510 188.7 96237
80 544 188.9 102787

85 578 189.2 109343


90 612 189.4 115905
95 646 189.6 122470
100 680 189.8 129038
105 714 189.9 135607

110 748 190.1 142176


115 782 190.2 148744
120 816 190.3 155309
125 850 190.4 161872
130 884 190.5 168431

135 918 190.6 174986


140 952 190.7 181537
145 986 190.8 188033
150 1020 190.8 194626
155 1054 190.9 201165
160 1088 190.9 207710
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICI−
PATED IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 994 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1078 LBS. WITH RANGE
EXTENDER

Reissue 2
Original 6−17
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal)

VOLUME WEIGHT STATION MOMENT


U.S. GALLONS POUNDS INCHES IN−LBS
10 65 184.0 11959
15 98 184.4 17983
20 130 184.9 24035
25 163 185.3 30113
30 195 185.7 36216

35 228 186.1 42342


40 260 186.5 48490
45 293 186.9 54658
50 325 187.2 60845
55 358 187.5 67048

60 390 187.9 73266


65 423 188.2 79497
70 455 188.4 85739
75 488 188.7 91992
80 520 188.9 98252

85 553 189.2 104519


90 585 189.4 110791
95 618 189.6 117067
100 650 189.8 123345
105 683 189.9 129624

110 715 190.1 135903


115 748 190.2 142181
120 780 190.3 148457
125 813 190.4 154730
130 845 190.5 161000

135 878 190.6 167266


140 910 190.7 173528
145 943 190.8 179786
150 975 190.8 186040
155 1008 190.9 192290
160 1040 190.9 198538
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICIPATED
IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 950 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1030 LBS. WITH RANGE
EXTENDER

Reissue 2
6−18 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage

PILOT OR REAR FACING FWD FACING


PASSENGER COPILOT/PASSENGER STA 130.7 PASSENGER PASSENGER
WEIGHT STA 173.0 STA 213.0
(LBS) MOMENT MOMENT MOMENT
(IN−LB) (IN−LB) (IN−LB)
100 13070 17300 21300
120 15684 20760 25560
140 18298 24220 29820
160 20912 27680 34080
180 23526 31140 38340
200 26140 34600 42600
220 28754 38060 46860
240 31368 41520 51120

AFT AFT
BAGGAGE BAGGAGE
BAGGAGE STA 245.6 BAGGAGE STA 245.6
(LBS) (LBS)
MOMENT MOMENT
(IN−LB) (IN−LB)
100 24560 320 78592
120 29472 340 83504
140 34384 360 88416
160 39296 380 93328
180 44208 400 98240
200 49120 420 103152
220 54032 440 108064
240 58944 460 112976
260 63856 480 117888
280 68768 500 122800
300 73680

Reissue 2
Original 6−19
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

Table 6−8. Weight and Longitudinal Moments − Cargo

WEIGHT MOMENT (IN−LB)


(LBS) STATION 160 STATION 180 STATION 200 STATION 220 STATION 240
100 16000 18000 20000 22000 24000
120 19200 21600 24000 26400 28800
140 22400 25200 28000 30800 33600
160 25600 28800 32000 35200 38400
180 28800 32400 36000 39600 43200

200 32000 36000 40000 44000 48000


220 35200 39600 44000 48400 52800
240 38400 43200 48000 52800 57600
260 41600 46800 52000 57200 62400
280 44800 50400 56000 61600 67200

300 48000 54000 60000 66000 72000


320 51200 57600 64000 70400 76800
340 54400 61200 68000 74800 81600
360 57600 64800 72000 79200 86400
380 60800 68400 76000 83600 91200

400 64000 72000 80000 88000 96000


420 67200 75600 84000 92400 100800
440 70400 79200 88000 96800 105600
460 73600 82800 92000 101200 110400
480 76800 86400 96000 105600 115200
500 80000 90000 100000 110000 120000

Reissue 2
6−20 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Weight and
Balance Data

Table 6−9. Weight and Lateral Moments − Pilot and Passengers

PILOT OR REAR FACING FWD FACING


PASSENGER COPILOT/PASSENGER PASSENGER PASSENGER
WEIGHT STA. ±15.85* STA. ±19.00* STA. ±19.00*
(LBS) MOMENT MOMENT MOMENT
(IN−LB) (IN−LB) (IN−LB)
100 1585 1900 1900
110 1744 2090 2090
120 1902 2280 2280
130 2061 2470 2470
140 2219 2660 2660

150 2378 2850 2850


160 2536 3040 3040
170 2695 3230 3230
180 2853 3420 3420
190 3012 3610 3610

200 3170 3800 3800


210 3329 3990 3990
220 3487 4810 4810
230 3646 4370 4370
240 3804 4560 4560

250 3963 4750 4750


260 4121 4940 4940
270 4280 5130 5130
280 4438 5320 5320
290 4597 5510 5510
300 4755 5700 5700
*Indicated moments are + (right lateral) and - (left lateral).

Reissue 2
Original 6−21
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Weight and MD900 (902 Configuration with PW 207E)
Balance Data

Table 6−10. Weight and Lateral Moments − Cargo

MOMENT (IN−LB)
WEIGHT
(LBS) LATERAL LATERAL LATERAL LATERAL
STATION ±5 in.* STATION ±10 in.* STATION ±15 in.* STATION ±20 in.*
20 100 200 300 400
40 200 400 600 800
60 300 600 900 1200
80 400 800 1200 1600
90 450 900 1350 1800

100 500 1000 1500 2000


110 550 1100 1650 2200
120 600 1200 1800 2400
130 650 1300 1950 2600
140 700 1400 2100 2800

150 750 1500 2250 3000


160 800 1600 2400 3200
170 850 1700 2550 3400
180 900 1800 2700 3600
l90 950 1900 2850 3800

200 1000 2000 3000 4000


210 1050 2100 3150 4200
220 1100 2200 3300 4400
230 1150 2300 3450 4600
240 1200 2400 3600 4800

250 1250 2500 3750 5000


260 1300 2600 3900 5200
270 1350 2700 4050 5400
280 1400 2800 4200 5600
290 1450 2900 4350 5800
300 1500 3000 4500 6000
*Indicated moments are + (right lateral) and - (left lateral).

Reissue 2
6−22 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Systems Description

SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS

PARAGRAPH PAGE
7-1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Figure 7-1. Helicopter - Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Figure 7-2. Door Opening Decals - Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Figure 7-3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7-5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Figure 7-4. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7-6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Figure 7-5. Cyclic Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Figure 7-6. Collective Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Figure 7-7. Upper Flight Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Figure 7-8. Anti-Torque Controls Subsystem (Sheet 1 of 3) . . . . . . . . . . . . . . . . 7-16
Figure 7-8. Anti-Torque Controls Subsystem (Sheet 2 of 3) . . . . . . . . . . . . . . . . 7-17
Figure 7-8. Anti-Torque Controls Subsystem (Sheet 3 of 3) . . . . . . . . . . . . . . . . 7-18
Figure 7-9. VSCS Control Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7-7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Figure 7-10. Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Figure 7-11. Hydraulic System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Figure 7-12. Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
7-8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Figure 7-13. PW207E Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Figure 7-14. Powerplant - Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7-15. Drive System (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Figure 7-15. Drive System (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
7-9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . . . 7-28
Figure 7-16. Engine Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
7-10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

Reissue 2
Original 7−i
ROTORCRAFT FLIGHT MANUAL
CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Systems Description

PARAGRAPH PAGE

7-11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31


Figure 7-17. Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Figure 7-18. IIDS Fuel System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
7-12. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Figure 7-19. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
7-13. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Figure 7-20. Battery Power and External Power Subsystem Block Diagram . 7-36
Figure 7-21. Battery Power, External Power, and DC Power
Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
7-14. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Figure 7-22. Heat/Defog System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
7-15. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . . . 7-41
Figure 7-23. IIDS System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Figure 7-24. IIDS Display Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Figure 7-25. Alphanumeric Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
Table 7-1. Automatic Alphanumeric Display
Warning/Caution/Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . 7-47
7-16. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
7-17. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Figure 7-26. Balance Monitoring System Installation . . . . . . . . . . . . . . . . . . . . . 7-52
7-18. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Figure 7-27. IIDS Top Level Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Figure 7-28. Time Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
Figure 7-29. Balance Monitor, Main Rotor Balance . . . . . . . . . . . . . . . . . . . . . . . 7-55
Figure 7-30. Balance Monitor, Run M/R Measurements . . . . . . . . . . . . . . . . . . . 7-56
Figure 7-31. Balance Monitor, Main Rotor Configuration . . . . . . . . . . . . . . . . . . 7-57
Figure 7-32. Balance Monitor, Main Rotor Solution Options . . . . . . . . . . . . . . . 7-58
Figure 7-33. Balance Monitor, Display M/R Solution . . . . . . . . . . . . . . . . . . . . . . 7-59
Figure 7-34. Balance Monitor, M/R Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Figure 7-35. Balance Monitor, NOTARR Balance . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Figure 7-36. Balance Monitor, NOTARR Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Figure 7-37. Balance Monitor, Spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
Figure 7-38. Balance Monitor, BMS Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
Figure 7-39. Balance Monitor, BMS Version Log . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
Figure 7-40. Balance Monitor, BMS Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 7-66

Reissue 2
7−ii Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Systems Description

PARAGRAPH PAGE

Figure 7-41. Aircraft Monitor, Exceedance Log Menu . . . . . . . . . . . . . . . . . . . . . 7-67


Figure 7-42. Aircraft Monitor - Trend Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Figure 7-43. Aircraft Monitor, Fault Log Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
Figure 7-44. Aircraft Monitor - IIDS Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
Figure 7-45. Fuel Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Figure 7-46. Set Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Figure 7-47. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72

Reissue 2
Original 7−iii
ROTORCRAFT FLIGHT MANUAL
CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E)
Systems Description

This page intentionally left blank!

Reissue 2
7−iv Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

SECTION VII
SYSTEMS DESCRIPTION

7−1. HELICOPTER EXTERIOR DESCRIPTION

Design features:
 Category A performance capabilities

 Cockpit with outstanding field of view

 All composite fuselage with expanded aluminium foil embedded in skin for light­
ning protection

 Wide (52 in/132 cm), sliding cabin doors for loading bulky cargo

 Crash resistant fuel cell

 Built-in steps and work platforms for maintenance

 NOTAR anti-torque system

 H-type empennage with twin vertical stabilizers

 Five-bladed main rotor with swept blade tips

 Hingeless low drag main rotor hub

 Optional engine inlet air particle separator

 On-board systems monitoring and computerized track and balance


The patented NOTAR anti-torque system provides many benefits. It results in
low noise by locating the fan in the fuselage and eliminating the conventional noisy
tail rotor, provides outstanding safety because there is no exposed tail rotor, and
improved directional controllability over that of the conventional tail rotor helicopter.
The five-bladed main rotor is designed for outstanding performance and flying quali­
ties. Vibration in the passenger spaces is minimized by the incorporation of the
five blades and the unique dynamically-tuned ``static mount” that supports the
rotor and transmission. The swept tips on rotor blades improve performance and
reduce main rotor noise. Interior noise is minimized by using an acoustic noise
attenuating support for the transmission gearbox, and acoustic insulation in the
ceiling and sidewalls of the cabin.

Reissue 2
Original 7−1
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

MAIN ROTOR BLADE


ASSEMBLY

EMPENNAGE
ASSEMBLY

ENGINE
RIGHT
HAND
UPPER COWLING
AND FAIRINGS

ANTI-TORQUE
THRUSTER
ENGINE
CABIN DOOR TRANSMISSION LEFT HAND
ASSEMBLY TAILBOOM
ASSEMBLY

FUSELAGE STRUCTURE
ASSEMBLY

COCKPIT
DOOR
BAGGAGE ANTI-TORQUE
COMPARTMENT ASSEMBLY
DOOR

COCKPIT
DOOR

CABIN DOOR

LANDING GEAR
FLIGHT
ASSEMBLY
CONTROLS F92−058

Figure 7−1. Helicopter − Major Components

Reissue 2
7−2 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

The composite flexbeam main rotor hub replaces the normal hinges with a fiberglass/
epoxy flexbeam that twists and bends to accommodate the blade motions. It, and
the elastomeric lead/lag dampers, are located within the elliptical pitchcase for a
low drag hub that is composed of a minimum number of parts.
The empennage includes a fixed horizontal stabilizer and two controlled vertical
stabilizers that provide directional stability.
The screened NOTAR inlet is on the top of the cowling, between the engines and
aft of the rotor. In this location it is protected from dust and debris, and is shaped
to direct NOTAR fan noise up and away from observers on the ground, thus helping
to minimize noise.
The cabin floor is approximately three feet above the ground. This provides space
under the fuselage for the energy absorbing landing gear to deflect, and room in
the lower fuselage for the 161.3 gallon fuel cell. A convenience step is provided
on the right side of the fuselage for entering and departing.
Step/handholds and fold-out work platforms are built into the sides of the fuselage,
forward and aft of the cabin doors, for easy access to equipment located on the
engine and transmission decks.
Two tiedown fittings are positioned high on the sides of the fuselage in line with
the forward edge of the cabin doors, and one on the fuselage centerline just above
the baggage compartment door. Fabric socks are used to capture the blade tips
for tying them to the landing gear crosstubes.

7−2. FUSELAGE

The fuselage contains the cockpit; cabin; baggage compartment; fuel cell; NOTAR
fan, support, and ducts; and avionics equipment. The rotor/transmission support,
engines, and systems equipment are mounted on the top, and the landing gear
on the bottom. The fuselage structure has an aluminum upper deck, main frames,
and anti-plowbeams under the cockpit, with graphite/epoxy skins, keel beams,
cockpit framing, floors, and doors.
The fuselage is one of three components that contribute to an integrated systems
approach to the MD Explorer's hard landing energy absorbing concept. The others
are the landing gear and crew/passenger seats. This approach has served well in
the OH-6A, AH-64A, and MD500 helicopters.
The cabin has an open flat floor from the front of the copilot's station through
the cabin and to the back of the baggage compartment area. With the seats removed,
the entire floor area is usable for loading cargo.
Space is provided in the nose for the battery; under the cockpit floor and in the
baggage compartment for avionics equipment; and under the baggage compartment
floor for air conditioning equipment. The single fuel cell is mounted in the belly
of the fuselage surrounded by bulkheads fore and aft, and keel beams to the sides.

Reissue 2
Original 7−3
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Entry Doors:
Hinged cockpit doors, sliding cabin doors, and a hinged baggage compartment door
provide access. The cockpit doors have door release handles that allow the doors
to be removed (Ref. Section VIII). The windows in the cabin doors are easily remov­
able and the meet Transport Category emergency exit size criteria.
The cockpit door handles have four positions and main cabin door handles have
three positions:

SAFELOCK

OPEN

SAFELOCK
OPEN

KEY
SLAM LOCK SLIDING

DOOR
LOCK

COCKPIT DOOR OPENING DECAL CABIN DOOR OPENING DECAL F927−024

Figure 7−2. Door Opening Decals − Exterior


The rotor/transmission mount consists of an eight-legged metal truss that sup­
ports the mast base and the static mast. The transmission gearbox mounts beneath
the mast base and the rotor turns on the static mast tube on a set of tapered roller
thrust bearings. Two of the truss tubes on the right side of the aircraft are removable
for transmission maintenance.
Graphite/epoxy cowlings and access doors on top of the fuselage enclose the equip­
ment located there.
Saddle mounts in the lower fuselage clamp the forward and aft landing gear cross­
tubes in place.
Lightning protection for the graphite/epoxy skins is provided by expanded alumi­
num foil molded into the surface, with all components electrically bonded together.
Electromagnetic pulse protection (EMP) is provided by the aluminum structure,
the expanded aluminum foil on the graphite skins, and the shielding of individual
electric/avionics systems components and wiring.

Reissue 2
7−4 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−3. TAILBOOM AND EMPENNAGE

Anti-torque, directional control, and yaw stability is provided by the NOTAR


fan, circulation control tailboom, the thruster, and the horizontal and vertical
stabilizers with VSCS.
The NOTAR fan is driven directly from the main transmission. The fan is located
in the aft fuselage, and supplies pressurized air to the tailboom (pressure ratio
= 1.02 to 1.12). Its blade pitch and the thruster nozzle rotational positions are oper­
ated by the anti-torque pedals.
The circulation control tailboom is a hollow graphite/epoxy cylinder that bolts
to the aft end of the fuselage and supports the horizontal and vertical stabilizers,
tail bumper, and the thruster. The tailboom directs the pressurized air to the thruster
while allowing some air to flow out of the two slots along its right side. This arrange­
ment creates a significant side force on the tailboom as a result of the circulation
flow around the tailboom while it is immersed in the main rotor downwash. The
remainder of the side force required for directional control is produced by airflow
out of the controllable direct jet thruster at the end of the tailboom.
The empennage consists of the horizontal stabilizer with upper and lower moveable
vertical stabilizers located at each tip. The horizontal and vertical surfaces are graph­
ite/epoxy. The horizontal stabilizer has an inverted NACA 2412 airfoil with a fixed
incidence of -1 degree. A trailing edge Gurney tab is installed above and below
the airfoil to balance aerodynamic moments. The vertical stabilizers have a hybrid
NACA 23012/NACA 0012 airfoil cambered toward the right side of the helicopter.
The vertical stabilizers are controlled in incidence by electro-mechanical actuators
located within the horizontal stabilizer that operate in response to collective pitch
inputs. Both vertical stabilizers also respond to the Vertical Stabilizer Control Sys­
tem (VSCS) to function as a yaw damper.
To minimize tail vibration, the horizontal stabilizer attaches to the top of the tailboom
with an energy absorbing mount that is hinged along a fore-and-aft axis at the
right side, and connected by an elastomeric damper on the left side.
Lightning protection is provided by a strip of aluminum foil bonded onto the
surface of the tailboom, expanded aluminum foil co-cured onto the empennage sur­
faces, and jumpers to form a continuous electrical path to the fuselage.

Reissue 2
Original 7−5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−4. LANDING GEAR

The landing gear (Ref. Figure 7-3) supports the helicopter when it is in contact
with the ground. The landing gear can withstand loads encountered during landing,
ground handling, and provides a stable platform to prevent ground resonance.
The landing gear primarily absorbs normal landing forces, with the capabilities
to absorb severe landing forces during overload conditions. The landing gear dimen­
sions are based on the required minimum roll-over and minimum pitch-over angles.
A minimum angle of 27 degrees is maintained from the center of gravity (CG) location
to the skid-to-ground contact point. The landing gear consists of the following compo­
nents:
Forward and Aft Crosstubes - Provide energy absorbing capabilities during nor­
mal or severe landings.
Forward and Aft Saddle Assemblies - Provide a means to attach the crosstube
assemblies to the fuselage attachment points.
Side Stop Clamp Assemblies - Prevent side movement of the crosstube assemblies.
Forward Spacer Fittings - Forward attachments for the skid tubes and forward
crosstube assembly.
Skid Tubes - Provide landing gear-to-ground contact points.
Damper Assemblies - Aft attachments for the skid tubes and aft crosstube assem­
bly.
Each damper has a reservoir fluid level indicator that is a rotating shaft which
shows through a 120 pie shaped window. When the reservoir is filled, the window
shows green with a very thin wedge of red showing to the first notch on the
housing. The thin wedge of red shows the reservoir is not completely full, to
allow for fluid expansion.
Ensure fluid level in reservoir is within limits.
Reservoir is near empty, when the window shows red and should be serviced
(RMM. Section 12-00-00).

Reissue 2
7−6 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

SIDE STOP
CLAMP ASSEMBLY

AFT
CROSSTUBE

PLUG

AFT AFT
ABRASION STRIP SADDLE ASSEMBLY
FORWARD DAMPER
CROSSTUBE ASSEMBLY

FORWARD
FORWARD SPACER FITTING
FORWARD SADDLE ASSEMBLY
ABRASION STRIP

GROUND HANDLING
STEP
ATTACH POINTS
MID ABRASION
SKID TUBE STRIP

LANDING GEAR DAMPER

RESERVIOR FLUID
LEVEL INDICATOR

SECOND NOTCH
FIRST NOTCH

RED
GREEN EMPTY FULL

RESERVOIR INDICATOR CLOCKING TYPICAL


F92−060

Figure 7−3. Landing Gear

Reissue 2
Original 7−7
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−5. MAIN ROTOR SYSTEM

The main rotor is a five-bladed, fully articulated hingeless flexbeam system. The
rotor diameter is 33.83 ft (10.34 m) with a blade chord of 10 in (25 cm). At its nominal
100 percent rotational speed (NR), the rotor runs at 392 rpm (695 feet/second tip
speed).
The flexbeam is primarily a unidirectional fiberglass/epoxy, y-shaped member that
connects the blade to the rotor hub, and twists and bends to accommodate the blade
motions, resisting centrifugal force while transmitting drive torque to the blade.
The five flexbeams attach to the hub by five bolts.
The pitchcase is a hollow, elliptically shaped graphite/epoxy tube that surrounds
the flexbeam and is attached to both the flexbeam and the blade at its outboard
end by a pair of expandable-bushing bolts. The pitchcase provides flapwise, chord­
wise, and torsional stiffness to the inboard end of the blade and serves to transmit
the feathering control motions to the blade. The pitchcase is attached to the hub
at its inboard end by the elastomeric snubber/damper that provides centering for
flapping and feathering motions, and by a combination spring/damper restraint
for chordwise motion to eliminate ground resonance. An elastomeric bumper is
bonded to the flexbeam halfway along its length to bear against the inside of the
pitchcase and restrict a flexbeam bending oscillation that would otherwise occur
during spin-up and shut-down of the rotor.

Reissue 2
7−8 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

ROTOR BLADE

ROTOR BLADE
RETENTION BOLTS

FLEXBEAM
PITCHCASE BUMPER

DRIVE DAMPER
PLATE

MAIN
ROTOR FLEXBEAM
HUB
CENTERING
BEARING
PITCH CHANGE
UPPER HORN INBOARD
HUB LOWER ABRASION STRIP
HUB

DRIVE
RING OUTBOARD
ABRASION STRIP
SCISSORS

TRIM TAB
ASSEMBLY F92−061

Figure 7−4. Main Rotor System


The hub consists of two machined aluminum plates with a steel spacer between
them. The plates are grooved to accept the flexbeams and are bolted together with
the same bolts that attach the flexbeams. The hub mounts to the static mast by
a pair of grease lubricated, tapered roller bearings. A splined drive plate bolts to
the top of the hub and is driven by the main rotor shaft that rotates inside the
mast.
This static mast rotor support configuration has been used successfully in the
OH-6A, AH-64A, and MD500 helicopters and is incorporated into the MD Explorer
for three reasons:
Vibration Control - fuselage/mast/rotor structure is tuned dynamically for mini­
mum vibration.
Reduced transmission weight - gearcase is not required to support rotor loads.

Reissue 2
Original 7−9
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Safety - if the drive shaft should break, the rotor remains mounted to the mast
by its two bearings for a safe autorotation landing.
The main rotor blade is made from fiberglass/epoxy with a hollow leading edge
spar and a Nomex honeycomb-filled trailing edge. It has a theoretical twist of -10
degrees; and the high performance airfoil tapers in thickness from 12 percent at
it's inboard end to 9.5 percent at the tip. The outboard 14 in. (36 cm) of the blade
planform has a parabolic swept back taper. A 8 in. (20 cm) long by 3/4 in. (20 mm)
chord trim tab is centered on the 77 percent radius station. Two pockets in the
bottom of the blade near the tip are provided for installing blade balance weights.
A titanium abrasion strip protects the inboard, constant-chord portion of the blade
while an electroformed nickel abrasion strip is fitted outboard. A polyurethane sheet
protects the under side of the blade outboard.
The MD Explorer has a built-in track and balance system for the main rotor and
for the NOTAR fan blades that operates through the Integrated Instrument Display
System (IIDS).
Lightning protection is afforded by a continuous electrical path from blade tip
to rotor mast, and so on into the fuselage. This consists of the metal abrasion strip
on the blade, expanded aluminum foil co-cured onto the surface of the pitchcase,
dual jumpers across all joints, and twin carbon brushes for hub-to-mast continuity.

7−6. FLIGHT CONTROLS

The flight controls provide a means of controlling blade pitch of the main rotor
in flight and during ground operations. The helicopter is equipped with dual pilot
controls.
The flight controls integrate pilot inputs from the cyclic, collective, and anti-torque
subsystems. The cyclic and collective control stick inputs are mechanically linked
to the upper flight controls for longitudinal, lateral, and vertical control. The anti-
torque pedal inputs are transmitted to the NOTAR fan and direct jet thruster
for directional control. The flight controls consist of the cyclic controls, collective
controls, upper flight controls, anti-torque controls, and vertical stabilizer control
subsystems.
The cyclic controls subsystem controls helicopter pitch and roll attitudes (longitu­
dinal and lateral control). The cyclic controls move the upper flight controls to cycle
increases or decreases in the rotor blades angle of attack in a cyclic manner around
the rotor azimuth. The result is a change in the helicopter pitch and/or roll attitude.
The cyclic control subsystem consists of the following components:
Cyclic stick assembly - Provides pilot control of helicopter pitch and/or roll atti­
tude. This cyclic stick mount places the stick grip at its highest point above
the floor when it is farthest aft - it moves down as it moves forward. This allows
the pilot to rest his/her forearm on his/her thigh throughout all flight modes
for very comfortable flying.

Reissue 2
7−10 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

Longitudinal and lateral trim actuators - Allow the pilot to position the cyclic
as required during flight and while on the ground.
Longitudinal linkages - Allow for cyclic input to the main rotor blades for helicop­
ter pitch control.
Longitudinal servoactuator - Hydraulically transfers longitudinal linkage inputs
to position the upper flight controls.
Lateral linkages - Allow for cyclic input to the main rotor blades for helicopter
roll control.
Lateral servoactuator - Hydraulically transfers lateral linkage inputs to position
the upper flight controls.
The collective controls subsystem controls helicopter lift (vertical control) and
thrust. As the collective stick assembly is moved, control linkages increase or de­
crease the rotor blades angle of attack.
The collective pitch system includes two automatic control features:
Conventional ``anticipatory” circuit into the Engine Electronic Controls (EEC) to
prepare them for an upcoming change of power demanded by the changing collective
pitch position, and vertical stabilizer incidence angle change (VSCS).
The collective control subsystem consists of:
Collective stick assembly - Provides pilot control of helicopter lift.
Collective friction unit - Allows collective stick assembly resistance to vary
from 5-25 lb (2.27-11.34 kg).
Collective friction release switch - Allows the pilot to release collective stick
assembly resistance.
Collective linkages - Allows the pilot to transmit collective input to the upper
flight controls.
Collective servoactuator - Hydraulically transfers collective linkage inputs to
the upper flight controls.

Reissue 2
Original 7−11
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

REF
UPPER DECK

LATERAL
CONTROL
LONGITUDINAL CLOSET­ ROD
CONTROL ROD ASSEMBLY ASSEMBLY

CYCLIC STICK LONGITUDINAL


ASSEMBLY BELLCRANK
DUAL ASSEMBLY
LONGITUDINAL LONGITUDINAL
BRACKET ASSEMBLY CONTROL ROD LATERAL CONTROLS
ASSEMBLY BRACKET ASSEMBLY

CYCLIC CONTROL AFT COCKPIT


STICK BOOT LONGITUDINAL
CYCLIC BASE
ASSEMBLY CONTROL ROD
EXPANDABLE ASSEMBLY
DIAMETER
BOLT ASSEMBLY

LATERAL LATERAL
BRACKET BELLCRANK
ASSEMBLY ASSEMBLY
LATERAL
CONTROLS
LONGITUDINAL GRADIENT CONTROL ROD
SPRING ASSEMBLY ASSEMBLY

LONGITUDINAL TRIM ACTUATOR LATERAL GRADIENT


CRANK ASSEMBLY SPRING ASSEMBLY

COCKPIT LATERAL CONTROLS LONGITUDINAL CONTROLS


TUBE ASSEMBLY CONTROL ROD
DUAL LATERAL ROD END ASSEMBLY
BALL BEARING LATERAL
BELLCRANK
LONGITUDINAL ASSEMBLY LATERAL TRIM ACTUATOR
TRIM ACTUATOR ASSEMBLY CRANK ASSEMBLY
LATERAL
TRIM ACTUATOR
F92−062−1

Figure 7−5. Cyclic Controls Subsystem

Reissue 2
7−12 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

COLLECTIVE HYDRAULIC
SERVOACTUATOR

LONGITUDINAL/ UPPER DECK


COLLECTIVE COLLECTIVE CONTROL
FOD COVER ROD ASSEMBLY
CONTROL BRACKET
ASSEMBLY
COLLECTIVE
BELLCRANK ASSEMBLY
COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE
CONTROL ROD ASSEMBLY COLLECTIVE
BELLCRANK ASSEMBLY
DETENT MODULE COLLECTIVE CONTROL
ASSEMBLY ROD ASSEMBLY

SENSOR
LINK ASSEMBLY
DETENT MODULE
MOUNTING BRACKET SENSOR COLLECTIVE
POSITION BELLCRANK
ASSEMBLY
POTENTIOMETER
PILOT CLAMP
COLLECTIVE STICK POTENTIOMETERS
ASSEMBLY

SENSOR
BRACKET
ASSEMBLY

INTERCONNECT
COLLECTIVE FRICTION
CABLE ASSEMBLY
RELEASE SWITCH

COLLECTIVE COLLECTIVE
CONTROL STICK BOOT BELLCRANK ASSEMBLY

COPILOT
COLLECTIVE STICK ASSEMBLY
COLLECTIVE
FRICTION UNIT

COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE STICK
BRACKET ASSEMBLY

COLLECTIVE INTERCONNECT
CONTROL ROD ASSEMBLY
F92−062−2

Figure 7−6. Collective Controls Subsystem

Reissue 2
Original 7−13
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Main Rotor Controls:


The main rotor mechanical control system uses conventional pushrods and bell­
cranks under the cockpit floor; in the forward, right hand cockpit/cabin bulkhead;
and in the cabin ceiling to transmit the control motions to the dual tandem hy­
draulic actuators that operate the rotor control mixer and the swashplate.

SCISSORS DRIVE
LINK ASSEMBLY

ROTOR CONTROL
PITCH LINK ASSEMBLY

SWASHPLATE
ASSEMBLY
LATERAL ANTI-TORQUE
DRIVE LINK ASSEMBLY
COLLECTIVE DRIVE
LINK ASSEMBLY

MIXER
ASSEMBLY

F92−062−3

Figure 7−7. Upper Flight Controls Subsystem

Reissue 2
7−14 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

Anti-torque Controls:
The anti-torque pedals are adjustable fore and aft and include an adjustable
friction device. They operate through a pushrod/bellcrank system and a single
hydraulic actuator to control the rotation of the direct jet thruster and change
the blade pitch angle of the NOTAR fan to maintain constant air pressure
in the tail boom as the thruster nozzle opens and closes. The hydraulic actuator
operates the NOTAR fan blade pitch through a pushrod/bellcrank/cam linkage,
and the thruster rotation through a push/pull type cable along the length of
the tailboom and a local tension cable loop at the thruster. The pedals do not
control the vertical stabilizers.
Attached to the lower directional crank assembly is the pedal anticipator. The
pedal anticipator provides the EEC's an indication of impending anti-torque
fan pitch change, which allows the EEC's to anticipate an increase in power
demand. The pedal anticipator also allows the IIDS to display and record pedal
position.

Reissue 2
Original 7−15
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

REF UPPER DECK


DIRECTIONAL DIRECTIONAL
CONTROL ROD ASSEMBLY BELLCRANK ASSEMBLY

LOWER CLOSET
HEEL REST DIRECTIONAL
ASSEMBLY BELLCRANK ASSEMBLY

AFT DIRECTIONAL
CONTROL ROD ASSEMBLY
PEDAL COPILOT DUAL CONTROL
ADJUSTMENT DIRECTIONAL PEDAL ASSEMBLY
HANDLE

PEDAL HEEL REST


CRANK ASSEMBLY
ASSEMBLY
PEDAL
ANTICIPATOR

RIGHT
HEEL REST
PILOT DUAL CONTROL SUPPORT
LEFT
DIRECTIONAL HEEL REST
PEDAL ASSEMBLY SUPPORT

DIRECTIONAL
INTERCONNECT
CONTROL ROD ASSEMBLY DIRECTIONAL PEDAL
LINK ASSEMBLY

F92−062−4

Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3)

Reissue 2
7−16 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

SPLITTER
ASSEMBLY
NOTAR® FAN INPUT FORCE
DIRECTIONAL LIMITING CONTROL ROD
FOD BRACKET ASSEMBLY ANTI-TORQUE
COVER UPPER SERVO ACTUATOR DIRECTIONAL CONTROLS
DIRECTIONAL DECK CONTROL ROD
BELLCRANK ASSEMBLY
ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL ROD DIRECTIONAL
ASSEMBLY BRACKET ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL BELLCRANK
BRACKET ASSEMBLY ASSEMBLY

NOTAR® FAN INPUT FORCE DIRECTIONAL


LIMITING CONTROL ROD BRACKET
ASSEMBLY ASSEMBLY DIRECTIONAL CABLE
ATTACH BRACKET
TO THRUSTER
OUTER BELLCRANK CONTROL
ASSEMBLY

DIRECTIONAL DIRECTIONAL
BELLCRANK CONTROL CABLE
ASSEMBLY ASSEMBLY

DIVERTER
PLATE ASSEMBLY
NOTAR® FAN INNER BELLCRANK
LINKAGE ASSEMBLY
DIRECTIONAL CONTROLS
CONTROL ROD ASSEMBLY

F92−062−5A

Figure 7−8. Anti−Torque Controls Subsystem (Sheet 2 of 3)

Reissue 2
Original 7−17
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

ROTATING CONE
ASSEMBLY

THRUSTER BUILDUP
ASSEMBLY

TAILBOOM
ASSEMBLY

THRUSTER CONTROL
ROD ASSEMBLY
DIRECTIONAL CONTROL
CABLE ASSEMBLY

THRUSTER CONTROL
ROD ASSEMBLY
AFT
THRUSTER CONTROL
CABLE ASSEMBLY

THRUSTER
STATIONARY
CONE ASSEMBLY
THRUSTER CONTROL
SECTOR ASSEMBLY

THRUSTER CONTROL
DRUM ASSEMBLY

VIEW ROTATED

THRUSTER DRUM
BRACKET ASSEMBLY
F92−062−6

Figure 7−8. Anti−Torque Controls Subsystem (Sheet 3 of 3)

Reissue 2
7−18 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

The Vertical Stabilizer Control System (VSCS) operates the incidence of the
vertical stabilizers through two electro-mechanical actuators, one for the left stabi­
lizer and one for the right stabilizer. One portion of the system is a fly-by-wire
actuator of stabilizer incidence as a function of collective pitch stick position. It's
purpose is to provide an anticipation that a power change is occurring to prevent
rotor droop and to maximize the anti-torque contribution of the stabilizers at high
speed thereby minimizing power required by the fan - leaving more power available
for the main rotor. The second portion of the system is a fly-by-wire yaw damping
function that uses yaw gyro/lateral accelerometer signals to impose a supplementary
incidence on both vertical stabilizers. Instrumentation/control includes a dual indica­
tor on the instrument panel to show incidence angle of the two vertical stabilizers;
a LEFT STAB FAIL, RIGHT STAB FAIL, or TOTAL STAB FAIL yellow CAUTION
annunciator on the IIDS alphanumeric display; and two OFF/ON/TEST ``L VSCS
R'' switches on the utility panel, and a ``YAW SYNC'' switch located on the collective
control module (Ref. Section IV). The ``YAW SYNC'' switch allows the pilot to reset
the VSCS to operate around the current lateral acceleration and yaw rate. This
feature is useful when transitioning from hovering to forward flight, and when transi­
tioning from a turn to level flight or from level flight into a turn.

L VERTICAL STAB R

L VERTICAL STAB R

VSCS INDICATOR
RIGHT
VERTICAL
STABILIZER
RIGHT VERTICAL
STABILIZER LINKAGES

YAW
RATE RIGHT LINEAR
GYRO ACTUATOR
LEFT LEFT
COLLECTIVE LINEAR VERTICAL
CONTROL POSITION ACTUATOR
RIGHT LATERAL STABILIZER
TRANSDUCERS
ACCELEROMETER YAW RATE LEFT VERTICAL
GYRO STABILIZER LINKAGES

LEFT VSCS
CONTROL UNIT
RIGHT VSCS
CONTROL UNIT

F92−063

Figure 7−9. VSCS Control Subsystem

Reissue 2
Original 7−19
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−7. HYDRAULIC SYSTEMS

Flight Controls:
The helicopter is equipped with two hydraulic systems for operation of the flight
controls. Under certain conditions, the main rotor control loads are such that
they require at least one hydraulic system operating at all times; hence, the
dual system for safety. However, the aircraft can be flown in a minimally degraded
condition with the anti-torque actuator depressurized.
The system is powered by two variable displacement hydraulic pumps mounted
on and driven by the main transmission, has a reservoir/manifold for each system
placed on opposite sides of the upper fuselage deck, and has three tandem actua­
tors, one for each cyclic pitch function and one for collective pitch of the main
rotor.
The #1 system operates only the main rotor controls while the #2 system operates
the main rotor controls and also the NOTAR anti-torque control system.
The main rotor actuators are mounted forward of the main rotor while the anti-
torque actuator is mounted in the cabin ceiling just aft of the right hand cabin
door.
A hand pump option is installed for use in servicing the hydraulic systems in
the field.
The two systems normally operate at 500 psi each for a total system pressure
of 1000 psi. If pressure in one system should drop to less than 400 psi, the other
system automatically compensates by increasing its pressure to maintain a total
system pressure of 1000 psi nominal. A yellow caution annunciator,
``1 HYD'' or ``HYD 2'', illuminates on the IIDS caution/warning display and a
caution message is displayed on the alphanumeric display when the affected
system's pressure falls below 250 psi.

Reissue 2
7−20 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

SYSTEM NO. 2
PUMP

SYSTEM NO. 2
MANIFOLD

SYSTEM NO. 1
PUMP

SYSTEM NO. 1
MANIFOLD

SAMPLING
VALVE

BLEED VALVE GSE PANELS


PRESSURE
TRANSDUCER
TEMPERATURE
SWITCH
FLUID LEVEL
SIGHT GAUGE

FILTER BOWL SYSTEM


FILTER BOWL (PRESSURE) SELECT
(RETURN) SOLENOID

F927−023
F92−064

Figure 7−10. Hydraulic System Installation

Reissue 2
Original 7−21
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

SYSTEM 1 HAND SYSTEM 2


PUMP
(OPTIONAL)

VARIABLE VARIABLE
DELIVERY DELIVERY
PUMP PUMP

GSE MANIFOLD MANIFOLD GSE


PANEL RESERVOIR RESERVOIR PANEL

COLLECTIVE SERVO ACTUATOR

LONGITUDINAL SERVO ACTUATOR

LATERAL SERVO ACTUATOR

DIRECTIONAL SERVO ACTUATOR

F92−065

Figure 7−11. Hydraulic System Block Diagram

Reissue 2
7−22 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

Rotor Brake:
A completely separate secondary stand-alone hydraulic system is a part of the
rotor brake installation. It incorporates a master cylinder operated by the brake
handle in the cockpit, and the actuator that operates the disc brake on the back
side of the transmission where the NOTAR drive shaft connects. A yellow
BRAKE caution annunciator in the IIDS secondary display screen warns if the
brake is not fully disengaged.

HYDRAULIC
TUBE

CONTROL LINKAGE MASTER CYLINDER WITH BRAKE


INTEGRAL RESERVOIR CALIPER

F92−066

Figure 7−12. Rotor Brake System

Reissue 2
Original 7−23
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−8. PROPULSION SYSTEM

The propulsion system is designed to meet the engine isolation requirements for
multi-engine rotorcraft that are defined by the Category A requirements of FAR
Part 29, paragraph 29.903(b).
Powerplant:
This system consists of two Pratt and Whitney Canada (P&WC) PW207E turbo­
shaft engines mounted above the baggage compartment and pointing inboard
to drive into the main transmission gearbox (Ref. Figure 7-13 and Figure 7-14).
Each engine is mounted to the fuselage upper deck by a three point, adjustable
titanium mount. The air inlet which is in the middle of the engine is located
inside a titanium-walled inlet plenum that leads from a flush-mounted inlet
in the side of the cowling. The combuster end of the engine is surrounded by
titanium firewalls forward, aft, inboard side, and below. It is covered by a fairing
door, and is ventilated by an exhaust-driven ejector at the aft end of the compart­
ment.
FORWARD
FIRE SEAL AFT PRIMARY EXHAUST
NOZZLE ASSEMBLY SECONDARY
FIRE SEAL
EJECTOR
FMU INSULATION
SHROUD BLANKET

TRIPOD
MOUNT

ENGINE
AIR INLET

REAR STAY
ASSEMBLY

TRIPOD FWD INLET AFT INLET


MOUNT PANEL PANEL

F92−067

Figure 7−13. PW207E Engine Installation

Reissue 2
7−24 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

AIR INLET SCREEN


T6 THERMOCOUPLE

FUEL PUMP

FUEL FILTER

FMU

FMU SHROUD

LH OIL LEVEL SIGHT GLASS

OIL FILTER COVER


NP SENSOR
OIL FILTER IMPENDING DCU
BYPASS INDICATOR
CHIP DETECTOR

FUEL NOZZLE
T6 THERMOCOUPLE NG SENSOR STARTER
GENERATOR PAD

PMA
FUEL MANIFOLD

RH OIL LEVEL SIGHT GLASS

FREON PUMP PAD


(IF INSTALLED - RH ENGINE ONLY)

TORQUE
OIL PRESSURE PORT SENSOR
OIL TEMPERATURE PORT

F927−057

Figure 7−14. Powerplant − Components

Reissue 2
Original 7−25
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Drive system:
A short shaft with flexible diaphragm couplings and anti flail devices connects
each engine to the transmission. A longer shaft with similar couplings drives
the NOTAR fan. The main rotor drive shaft connects the planet gear carrier
in the top of the transmission to the main rotor hub through a splined connection
at each end. The engines and transmission are electrically bonded to the airframe
by suitable jumpers.

MAIN ROTOR
DRIVE SHAFT

STATIC MAST
SUPPORT ASSEMBLY

PRESSURE
TRANSDUCER

INPUT
STRUT DRIVE SHAFTS
ASSEMBLY

BLOWER
HOUSING
ASSEMBLY
LUBRICATION
PUMP AND FILTER
TRANSMISSION
ASSEMBLY
DECK FITTING
ASSEMBLY TEMPERATURE
HYDRAULIC PROBE AND
PUMP DRIVE SWITCH F92−069−1

Figure 7−15. Drive System (Sheet 1 of 2)

Reissue 2
7−26 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

To minimize structurally-transmitted acoustic noise from the transmission into


the passenger spaces, the transmission is supported from the mast base by eight
bolts in elastomeric bushings, and is restrained against rotation by a toothed
coupling arrangement that has a contoured elastomeric ring between the bottom
of the mast base and the top of the gearbox.

EXHAUST DUCT

INTERCONNECT DUCT
OIL COOLER

AIRFRAME
DECK
INLET DUCT

NOTAR FAN
DRIVE SHAFT

VIEW ROTATED

PRESSURE SWITCH
(LOW)

MAGNETIC
CHIP DETECTOR

F92−069−2

Figure 7−15. Drive System (Sheet 2 of 2)

Engine and transmission lubricating oil is cooled by air/oil heat exchangers


mounted in the sides of the cowling alongside the transmission. Each cooler is split
so that it serves separately one engine's requirements plus half of the transmission's
requirements. A direct drive fan on each side of the transmission induces ambient
air to flow through the cooler cores. Each engine has its own lubrication pump;
the transmission's pump is located low on the front centerline of the gearbox.
Magnetic chip detectors are provided for each engine and the transmission. The
detector in the transmission has ``burn-off '' capability; the detectors in the engines
do not.

Reissue 2
Original 7−27
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−9. ENGINE AIR INTAKE AND INLET PARTICLE SEPARATOR (IPS)

The air intake system provides a path for ambient air to enter each engine compressor
case inlet. The air intake system consists of an inlet screen or optional inlet particle
separator for each engine that prevents debris from entering the engine ducts.
Inlet screen:
The standard inlet screens are 1/4 in. ( 64 mm) steel wire mesh screens located
on the upper intake cowlings (Ref. Figure 7-16). Each engine inlet screen pre­
vents large foreign objects from entering the inlet plenum. A bypass opening
is located at the aft end of each inlet screen. The aft facing bypass opening assures
airflow if the screen becomes clogged.
IPS (if installed):
The inlet particle separator is an inertial type particle separator that removes
debris from the ambient air before it enters the engine. The particle separator
is located on the upper intake cowling (Ref. Figure 7-16). Ambient air enters
the particle separator and the air velocity is increased as the air passes over
swirl guides. The swirl guides create a vortex that separates heavy particles
from the air. The particles drop to the bottom of the particle separator panel.
A solenoid valve and bleed air lines route engine compressor bleed air to the
particle separator ejector to eject the particles overboard. The ejector is controlled
by the pilot through the IPS switch located on the Utility panel. In the event
that the particle separator becomes clogged with debris, solenoid operated bypass
doors automatically open for both engines inlets.
NACA inlet:
The NACA engine inlets provide ``ram air'' for enhanced engine operation/perfor­
mance during cruise flight. If the aircraft is equipped with the IPS, the NACA
doors open/close automatically when the airspeed is greater/less than 47 KIAS.
A NACA inlet switch is provided on the options switch panel that allows the
pilot to override the automatic door opening feature and leave the NACA inlet
doors in the closed position. On aircraft with the standard engine inlet screen,
the NACA inlet does not include doors, but has a screen covering the inlet. Addi­
tional information for operations with the NACA inlet may be found in Sections
II, III, IV, and IX.

Reissue 2
7−28 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

STANDARD INLET
SCREEN

BLEED AIR
TUBE ASSEMBLY
SOLENOID
SHUTOFF VALVE
EJECTOR
TUBE ASSEMBLY

PARTICLE SEPARATOR EJECTOR


PARTICLE
SEPARATOR PANEL
BYPASS DOOR
BYPASS DOOR
NACA INLET DOOR F92−070
SOLENOID LATCH
(IF INSTALLED)

Figure 7−16. Engine Air Intake

7−10. ENGINE POWER MANAGEMENT SYSTEM

Automatic Engine Control:


The Pratt and Whitney PW207E engine is equipped with a single channel Full
Authority Digital Electronic Control (FADEC) which consists of an Electronic
Engine Control (EEC), Fuel Metering Unit (FMU), and fuel pumps. A manual
backup system is provided for emergency operation in case the EEC becomes
inoperative. The pilot's controls for normal operation consist of two rotary engine
control switches on the engine control panel for the left and right engines. These
switches are gated between OFF and IDLE: the switch knobs must be lifted
to pass the gates. The other switch positions are FLY and TRAIN and are not
gated. For normal operation, the two twist grips on the collective pitch stick
are always left in their NORMAL detent position.
The EEC's of the two engines are connected together electrically for a torque-
matching function, and are both connected electrically to the collective stick
and pedal position resolvers for power change anticipation.
When the EEC's are working properly, the procedure for starting and stopping
requires no more than selection of the desired engine operation with an engine
control switch.
P&WC has built into the PW207E engine the proper shielding to protect the
EEC's from the HIRF threat, and the helicopter's wiring system components

Reissue 2
Original 7−29
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

that are associated with the EEC's are protected in a similar manner. With this
protection in place, freedom from lightning damage is also assured.
Train Mode:
Placing an engine control switch in the TRAIN position will simulate a one engine
inoperative condition by resetting the selected engine's governed speed to 92
percent NP, thereby putting the engine on standby while allowing single engine
training on the opposite engine. In the event of an engine failure on the opposite
engine, the engine in TRAIN will automatically revert to 100% NP.
Additionally, the opposite engine will retain the 5 minute Take-off Power engine
parameter limiters. The result is more realistic pilot OEI training, providing
rotor droop in training if the power requested is above the limiters as would
happen in a real OEI condition.
Emergency Manual Control:
The controls for manual operation of the engine power consist of two twist grips
on the collective pitch stick and a push button located on the collective control module
at the end of the collective stick.
The EEC is designed to ``fail-fixed” (EEC's stepper motor is fixed at its last con­
trolled power setting) so there is no sudden change in the level of power if an
EEC becomes inoperative. The only noticeable happening is illumination of the
yellow EEC/red FAIL warning on the Integrated Instrument Display System
(IIDS). No matter at what power level the EEC becomes inoperative, there is
sufficient travel in the twist grip to control the engine manually from full power
to idle and engine shutdown.
After the EEC becomes inoperative, the pilot uses the appropriate twist grip
on the collective stick to modulate the power.

Reissue 2
7−30 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−11. FUEL SYSTEM

The single crash-resistant elastomeric fuel cell is capable of holding 161.3 U.S.
gallons of jet fuel and is located in the lower fuselage under the main cabin floor
(Ref. Figure 7-17). It is contained between crash-resistant keelbeams and bulk­
heads, with a support panel underneath.
The powerplant separation feature includes a partial-height baffle that runs fore
and aft along the bottom center of the cell that provides sufficient fuel reserve for
at least twenty minutes of flight following loss of fuel in the other compartment.
This provides two separate fuel supplies, and each are capable of transferring fuel
from the other. This is a pressurized system with a boost pump and jet pump located
on each side of the longitudinal baffle. With boost pumps operating, fuel is pumped
through jet pumps in the opposite fuel cell cavity. The jet pump draws fuel from
the sump through a pickup and the fuel is ejected on the other side of the longitudinal
baffle.
The fuel system is pressurized having a separate fuel pump located in the sump
in each side of the cell.
The cell is designed with a seven percent expansion space, and has two anti-slosh
baffles across it. Pilot-operated shutoff valves are positioned at the engine firewalls.
Self‐closing breakaway fittings are installed where fuel lines penetrate the cell walls
and where they penetrate the engine deck. Overboard fuel cell vent lines incorporate
rollover valves and flame arrestors located in the vent system stand pipes.
The gravity-type fuel filler port is located on the right side of the fuselage just
aft of the pilot's cockpit door.
Two sump overboard drains for removing sediment and water (one for each side
of the cell) are operated by knobs located under the right side cabin step.
The engine fuel drain system provides a path for residual fuel from the fuel manifold
that remains after shutdown to be returned to the fuel cell.
A provision is made in the fitting at the aft left hand corner of the cell for making
a connection to an optional auxiliary fuel tank.
The pilot controls the fuel system by the Fuel System Panel mounted switches.
Fuel level is sensed by a forward probe and an aft probe, and is displayed on the
IIDS. Two fuel pressure switches activate caution lights in the IIDS when the pres­
sure falls below the acceptable limit.

Reissue 2
Original 7−31
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

RIGHT LEFT
ENGINE FUEL METERING UNIT (FMU) ENGINE
ENGINE DECK FRANGIBLE
SHROUD BOX (2 PL) CONNECTOR (2 PL)

FUEL SHUTOFF TEE FITTING VAPOR


VALVE (2 PL) ENGINE DECK SHROUD DRAIN (2 PL) TO
ENGINE DRAIN SYSTEM
FUEL PRESSURE
SWITCH (2 PL) TEE FITTING (2 PL) VENT-ROLLOVER
RH FUEL FEED SYS VALVE (4 PL)
RH FUEL FEED TO AFT LH
VAPOR SHROUD VENT SYS
TO FWD RH
VENT SYS SPRING LOADED
FLAPPER VALVE
FUEL FILLER FWD LH
ASSY VENT SYS

FLAME GRAVITY FILL VALVE LH FUEL FEED


ARRESTOR (2 PL) AND FLAPPER VALVE VAPOR SHROUD

VENT OVBD LH FUEL


DRAIN (2 PL) FEED SYS
FUEL FEED
FRANGIBLE
SUMP DRAIN CABLE CONNECTOR (2 PL)
FUEL BOOST SUMP OVBD LOW FUEL LEVEL
DRAIN (2 PL) FUEL CELL OUTLET
PUMP (2 PL) SUMP DRAIN SENSOR (2 PL) VAPOR SHROUD
VALVE (2 PL) FUEL CELL
FUEL QTY PROBE
(2 PL) LEFT AND RIGHT CENTER BAFFLE

FUEL BOOST
PUMP (2 PL) CENTER BAFFLE

FEED LINE TO R ENGINE FEED LINE TO L ENGINE

EJECTOR PUMP (2 PL)


”T” FITTING (2 PL)
CHECK VALVE (2 PL)

R FUEL XFER TUBING


LOOKING DOWN L FUEL XFER TUBING

FUEL TRANSFER SYSTEM F92−073

Figure 7−17. Fuel System Schematic

Reissue 2
7−32 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

NOTE: If the voltage for the probe drops below the specified operating limit, the
segments in the fuel quantity vertical scale blank with the digital quantity still
active.

FUEL

FUEl QUANTITY FUEL LOW WARNING


SEGMENTS (GREEN) SEGMENT (RED)

FUEL LOW WARNING TICK MARK (RED) FUEL LOW CAUTION


SEGMENTS (YELLOW)
FUEL SHUTOFF VALVE POSITION CURRENT FUEL QUANTITY
ANNUNCIATOR (YELLOW) DIGITAL DISPLAY (WHITE)

FUEL FILTER IMPENDING FUEL FILTER IMPENDING


BYPASS ANNUNCIATOR (YELLOW) BYPASS ANNUNCIATOR (YELLOW)
LB

FUEL FLOW LINE


LOW FUEL PRESSURE LOW FUEL PRESSURE
ANNUNCIATORS (YELLOW) ANNUNCIATORS (YELLOW)

F92−072

Figure 7−18. IIDS Fuel System Display


Fuel quantity (FUEL) is shown by a vertical bargraph inside a fuel tank icon
rectangle, with the corresponding digit value in pounds, shown immediately below.
The green bar shortens vertically from the top as fuel is burned proportional to
the total tank volume. When the green box disappears, two yellow segments illumi­
nate below to indicate a low fuel caution (approximately 45 minute reserve). When
the last yellow segment disappears, a red segment illuminates below to indicate
low fuel (approximately 20 minute reserve). Independent left and right fuel low
warning red ``tick'' marks beside the red segments are activated when the low level
sensor reaches the warning level of 100 lbs.
Fuel flow to the engines is shown below the fuel quantity bargraph: Connections
from the fuel tank to each engine is shown immediately below the digit value of
fuel quantity. A solid line indicates normal fuel flow and alternating white and yellow
offset segments indicate low fuel pressure.
The display of fuel valve left and right engine position is shown by a segment
above and below each fuel line for the respective left and right fuel valves. During

Reissue 2
Original 7−33
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

the time a fuel valve is in transit between open and closed positions, the fuel valve
indications will flash. Fuel valve in transit is defined by both fuel valve input discreets
being open circuit.
The fuel filter impending bypass status is shown by an inverted ``U'' above each
fuel line indication.

7−12. FIRE EXTINGUISHING SYSTEM

The fire extinguishing system provides a means for the pilot to direct a charge
of fire extinguishing agent into the designated fire zone of each engine. There is
no fire extinguishing system for the transmission area.
Refer to Section III, paragraph for fire emergencies.
The fire extinguishing system (Ref. Figure 7-19) contains two individual hermetical­
ly sealed pressurized spherical containers (bottles) that are filled with 60 cubic
inches (16.38 CC) of CF3 BR (Bromotrifluoromethane), also known as Halon 1301,
and pressurized with nitrogen gas to an internal pressure of 700 PSIG (49.22 kg/cm2).
Each bottle serves as the primary bottle for its appropriate side engine.
Each bottle is equipped with dual outlet ports, a pressure gauge with electrical
low pressure warning signal to IIDS, filler port and thermal relief valve. The outlets
ports are fitted with electrically discharged explosive squibs. The fire extinguisher
cartridges are armed and ready for firing when the fuel shutoff valves are placed
in the OFF (closed) position. The bottles are discharged when the BOTTLE DIS­
CHARGE switch is momentarily placed in the PRI (primary) or ALT (alternate)
position.
The BOTTLE DISCHARGE switch is a momentary type, three position switch lo­
cated between the left and right fuel shutoff valves on the cockpit FUEL SYSTEM
panel. Placing a fuel shutoff valve OFF arms the fire extinguishing system for that
engine and selection of PRI discharges its primary bottle. Selection of ALT discharges
the second bottle onto the same engine.

Reissue 2
7−34 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

PRESSURE GAUGE

FILLER PORT

(RED PORT)
PRIMARY
CARTRIDGE (BLUE PORT)
ALTERNATE
CARTRIDGE
DISCHARGE TUBE

DISTRIBUTION TUBE
RIGHT SIDE

REF
ENGINE
DECK

DISCHARGE
TUBE

REF
FIRE BOTTLE ENGINE DECK
ASSEMBLY

OUTLET DISTRIBUTION TUBE


PORT LEFT SIDE

CROSS FLOW OUTLET


TUBES PORT

FUEL SYSTEM
L BOOST R BOOST
ON ON FIRE EXTINGUISHER
OFF OFF
BOTTLE DISCHARGE
SWITCH
FUEL SHUTOFF

BOTTLE
DISCHARGE

PRI
O
F
F
ALT

LEFT OFF RIGHT OFF

F92−146

Figure 7−19. Fire Extinguishing System

Reissue 2
Original 7−35
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−13. ELECTRICAL SYSTEM


The electric system is designed to maintain separation of the power generating sys­
tems. Wiring for each system is physically separated to each side of the helicopter to
the greatest extent possible. Power from the two generators does not pass together
through a single connector at any point on the aircraft to preclude any single point
failure that could result in loss of power to the essential bus.
LEFT RIGHT
STARTER STARTER
GENERATOR GENERATOR

EXTERNAL POWER

LEFT RIGHT
START RELAY START RELAY
LEFT GCU RIGHT GCU

SHUNT 1 EXTERNAL SHUNT 2


POWER
RELAY

LEFT PWR RLY RIGHT PWR RLY


LEFT BUS TIE RELAY LEFT BUS TIE RELAY
BATTERY BUS

LEFT GEN BUS RIGHT GEN BUS


BATTERY RELAY

RIGHT AVIONICS
LEFT AVIONICS RELAY BAT RELAY
LT ESS BUS RT ESS BUS
RELAY RELAY
LEFT AVNCS BUS RIGHT AVNCS BUS RIGHT DC BUS

LEFT DC BUS
RT
ESS PWR

RIGHT ESS BUS


LT
ESS PWR

LEFT ESS BUS

F92-075B

Figure 7−20. Battery Power and External Power Subsystem Block Diagram
Two engine-mounted starter-generators rated at 200 amperes each provide
29 volts DC to the aircraft. Bus tie relays provide redundancy by allowing either
generator to provide power to all busses.
When installed, a generator cooling option allows aircraft operations in higher ambi­
ent temperature conditions (Ref. Figure 7-21).
The left and right essential bus relays allow the left and right essential buses
to be powered by either of the two generators, or by the battery if all power from
the generators is lost.
Starter and generator functions are directed by individual generator control
units (GCU), each of which provides starter control, voltage regulation, and protec­
tive functions. Electric power is distributed by two electric busses and a battery

Reissue 2
7−36 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

bus. A starter contactor connects the starter generator to the battery bus. After
a successful start, the starter-generator begins generating current and is brought
on line by the GCU through the generator contactor.
The pilot monitors generator load on the IIDS. The pilot can manually reset or dese­
lect either generator by using the generator switches located on the Electrical Master
panel.
A standard 22 ampere-hour nickel-cadmium battery is used for engine start
and for reserve electric power. A 27 amp hour and 44 amp hour (aft mounted battery
only) are also available as options. The battery relay and external power relay are
controlled by the power switch on the Electrical Master panel. The standard mount­
ing of the battery is in the nose of the helicopter, however, an aft-mounted battery
is available as an option.
STARTER/GEN STARTER/GEN
GENERATOR CONTROL UNIT

EXTERNAL POWER
RECEPTACLE

BATTERY
GENERATOR CONTROL UNIT

ELECTRICAL
LOAD CENTER

OPTIONAL REAR-MOUNTED
BATTERY

POWER AND L/R


GENERATOR SWITCHES EXTERNAL POWER BOX RELAY
FOR REAR-MOUNTED BATTERY
EXTERNAL POWER BOX RELAY
(FRONT MOUNTED BATTERY)

GENERATOR COOLING INLET (IF INSTALLED)


VIEW LKG INBD
(RH SHOWN; LH OPPOSITE)

AIR VENT INLET (REF)

GENERATOR COOLING INLET

F927−091A

Figure 7−21. Battery Power, External Power, and DC Power Component Locator

Reissue 2
Original 7−37
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

The key switch is located on the right hand side of the instrument panel. All
switches and brightness controls that operate the electric system are on the console.
The ground power receptacle for 28 volts DC is in the right hand side of the
fuselage below and forward of the pilot's door.
Two grounding jacks are located on the right hand side of the fuselage, one ad­
jacent to the ground power receptacle (forward mounted batery) and one adjacent
to the fuel filler port.
Circuit breakers for essential circuits are located in the cockpit on the Left and
Right Essential Bus panels; nonessential breakers are located in the baggage
compartment ceiling. One 29 volt DC outlet is located in the cockpit on the copilot's
side of the console, and another one is on the left hand cabin wall aft of the cabin
door.
Aircraft Lighting:
Aircraft Interior Lighting:
Cockpit:
Floodlight (1)
Map Light (1)
Instrument Floodlights (3) (Powered By Right Essential Bus)
Main Cabin:
Threshold Lights (2)
Baggage Compartment:
Floodlight (1)
Aircraft Exterior Lighting:
Nose:
Fixed Landing Light (1)
Fixed Hover Light (1)
Empennage:
Left End of Horizontal Stabilizer:
Red Navigation Light (1)
Right End of Horizontal Stabilizer:
Green Navigation Light (1)
Top Center of Stabilizer:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
Bottom of Tailboom, Forward of Thruster:
Flashing Red Anticollision Light (1)
White Navigation Light (1)

Reissue 2
7−38 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−14. ENVIRONMENTAL CONTROL

The environmental control system for the helicopter consists of the ventilation sys­
tem and the heat/defog system.
Ventilation System:
Ambient air is taken in through an inlet in the right side of the upper cowling,
is directed through a water separator and a two-speed fan, and into a manifold
that distributes the air to the cockpit and to the cabin - then out of a port in
the baggage compartment door. In the cockpit, four adjustable gaspers, two on
the windshield's center bow blow outboard toward the pilots' heads, and two
on the forward door frame blow inboard toward their lower torsos. Six adjustable
gaspers are mounted in the ceiling of the cabin. The fan speed switch is located
on the Utility Panel.
Secondary ventilation for the cockpit is provided by two conventional clear plastic
adjustable snap vents in the window of each cockpit door.
Heat/Defog System:
The heat source is bleed air from the compressors of the two engines. This hot
air is directed through a pilot-operated on/off valve located on the Utility panel
to a pair of ejectors that mix bleed air and ambient air to a desired temperature
and flow rate. One ejector serves the cockpit; the other serves the cabin.
The cabin ejector is located low on the right side of the cabin just aft of the
door. Its discharge air is directed across the cabin under the rear seats. An adjust­
ing lever for controlling the bleed air admitted to the ejector, and so the discharge
volume, is recessed in the wall at head height directly above the ejector.
The cockpit ejector is located in the compartment below the pilot's seat, and
is operated by a push/pull control mounted vertically along the right hand side
of the console. From the ejector, warm air is ducted forward to two aft-facing
nozzles above and forward of the pilots' feet, and to a pair of nozzles along the
bottom of the upper windshield panels to defog them. Each pilot has a push/pull
knob located under the instrument panel to operate a butterfly valve that modu­
lates the airflow toward his/her feet.
An automatic disconnect monitored by the IIDS cuts off all bleed air whenever
either engine becomes inoperative in flight to maximize the operating engine's
power output to the rotor. This cutoff function maybe overridden by placing the
CAB HEAT switch in the OVRD position.

Reissue 2
Original 7−39
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

CHECK
VALVES

ENGINE ENGINE

PASSENGER COMPARTMENT
FLOW
CONTROL
START−UP VALVES
LOCK OUT

HEAT ON/OFF PASSENGER


SWITCH COMPARTMENT
EJECTORS
FLOW CONTROL
FLOW CONTROL VALVES
SHUT−OFF VALVE
(ON/OFF) DEFOGGING
MANIFOLDS

PILOT HEAT
EJECTORS
FOOT HEATERS FOOT HEATERS
CONTROL VALVES

F92−076
CREW STATION

Figure 7−22. Heat/Defog System Schematic

Reissue 2
7−40 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−15. INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)

General The IIDS provides for the monitoring and display of various aircraft
parameters and for caution/warning annunciation. The baseline config­
uration includes a set of engine, drive train, rotor, NOTAR, electrical,
fuel, hydraulic, and caution/warning indicators. It also incorporates a
built-in rotor and NOTAR fan balance system and stores system oper­
ating and exceedance parameters for enhanced maintainability.

The IIDS accepts analog and discrete inputs from various aircraft sub­
system transducers and provides signal conditioning and conversion
to digital format. Once converted to digital format, this information
is provided to the display electronics for the cockpit display and to a
serial port for access by a data recorder or computer. Also, limit checking
on certain parameters is performed to provide the caution/warning an­
nunciation. The display is a color, Liquid Crystal Display (LCD) panel
which allows the flexibility of integrating the specified sensor data and
caution/warning information onto a display packaged as one unit.

Built−In−Test Three levels of Built-in-Test (BIT) are used to determine system health,
including Power-up, Continuous, and Commanded BIT. Power-up diag­
nostics will check the health of each function or module within the IIDS
and display this test status. Continuous testing checks the operation
of the IIDS during aircraft operation and displays and/or logs any fail­
ures. Commanded BIT, initiated using the IIDS keyboard, performs
a display test, along with those tests performed during Continuous BIT.
The display is put into ``lamp test'' mode, where all segments are acti­
vated, so that the display can be visually inspected for segment failures.
Both Power-up and Commanded BIT test the two engine and the trans­
mission fire detectors, and the bleed air leak detector (if installed).

Reissue 2
Original 7−41
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

FUEL
SYSTEM

POWERPLANT
SYSTEM

DRIVE
SYSTEM

ROTOR
SYSTEM BALANCE
MONITORING
NOTAR SYSTEM
SYSTEM

HYDRAULIC
SYSTEM

ELECTRICAL
SYSTEM INTEGRATED INSTRUMENT
DISPLAY SYSTEM (IIDS)

AIRFRAME
SYSTEM

F92−077

Figure 7−23. IIDS System Monitoring

BIT BIT failures are stored in non-volatile memory to assist in three situa­
Failures tions:

First, a transient or intermittent failure;


Second, a situation where the pilot observed a problem with the IIDS
but didn't notice any failure annunciation;
Third, ease of IIDS maintenance on and off the aircraft. These fault
words are stored in the Fault Log when a BIT failure was detected
in the IIDS, BMS, EEC, or aircraft transducers/sensors, and can be
examined through the IIDS display or ground based maintenance com­
puter (GBMC).
When the testing determines that an internal fault exists, the appropri­
ate redundant function, if such redundant system exists, will be com­
manded to assume the primary role. The redundant functions shall
be sufficiently isolated such that a failure of the function will not cause

Reissue 2
7−42 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

the failure of another function. These fault monitoring provisions are


implemented using hardware Built-in-Test Equipment (BITE) and soft­
ware diagnostics, allowing isolation of failures to at least the internal
module level. In addition, provisions are made to check operation of
the transducers and sensors and provide an appropriate maintenance
alert.
Any sensor that can be checked for proper function and is determined
to have failed causes blanking of the digit display for that parameter.
The following are exceptions to the above:
1. A failure of a sensor for the primary display parameters (EGT,
Torque, NR, and NP) causes both the vertical scale and digit value
to blank.
2. If the voltage for the fuel probes (Battery Bus voltage input) drops
below the specified operating low limit of 18 volts for more than
40 seconds, the low voltage indication shall be to blank the segments
in the fuel quantity vertical scale. The digit quantity shall remain
active. When the probe voltage goes back above 18 volts for more
than one second, the vertical scales shall be illuminated. A failure
of one of the fuel probes causes only the digit values to blank whereas
the failure of both probes causes both the vertical scale and digit
value to blank.
3. If the parameters displayed on the alphanumeric display (Pressure/
Density Altitude, L/R engine fuel flow, CLP, and Hydraulic Pressure)
are out-of-range, the display will read NOT VALD.
The functional architecture of the IIDS to meet these design goals and
the operational requirements of the aircraft is shown in Figure 7-23.

System SYSTEM OPERATING PROGRAM: The System Operating Program


Software provides the programming and functions controlling the data collection,
Architecture displays and formatting, key entry functions, date/time clock, cautions
and warnings, exceedance detection, memories and BIT feature.

Reissue 2
Original 7−43
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Primary and The integrated display is divided into two separate displays. The prima­
Secondary ry is on the right side and the secondary is on the left.
Displays The primary display includes the following information.
Power turbine speed: NP
Rotor speed: NR
Measured gas temperature: EGT
Engine Torque: TORQUE
NR and NP are displayed with three vertical bargraphs and a digit
value of NR displayed in the center.
Torque display: Displayed in % torque. The IIDS obtains engine torque
from the EEC. If the EEC fails, the IIDS calculates torque by using
NG, OAT, and pressure altitude measurements. The vertical bargraphs
and three digit indicators on this display indicate torque in percent
(%). The vertical bar has four ranges as defined below:
Green segments indicate continuous operating range including Maxi­
mum Continuous Power (MCP).
Yellow segments indicate:
Transient Take Off Power (TOP) operating range (5 minute limit)
OEI operating range (2.5 minutes)
Top red segments - do not exceed limit.
NOTE: Even though the IIDS displays engine torque, the transmission sets the torque
limit for helicopter operations, and therefore, the displayed torque limits are
lower than those for the engine as stated in the Pratt & Whitney Maintenance
Manual.
EGT is indicated by two vertical bargraphs and a three digit indicator
showing EGT in 1°C increments. Displayed on the IIDS as EGT. Pratt
& Whitney refers to this measurement as MGT (Measured Gas Tempera­
ture). The vertical bargraph has four ranges as defined by the display
mode; they are:
Green segments: continuous operating range (MCP operating range)
Yellow segments: transient operating range (TOP or OEI)
Top red segment: do not exceed limit
NOTE: The IIDS provides a time count−down on the alphanumeric display when the
pilot enters TOP, OEI, or transient flight conditions. Should the pilot exceed
the count−down, the IIDS then provides an time overcount, and exceedance
and data logs are created.
Warning annunciators in red are for EGT, Torque, NR, NP, and EEC FAIL.
Caution annunciators in yellow are for EEC minor fault, EEC MAN
(manual) mode, and OEI (one engine inoperative).

Reissue 2
7−44 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

In the secondary display, caution annunciators in yellow are given


for engine chips, engine oil temperature, high or low, engine oil pressure
high or low, generator load high, generator out, NG high, transmission
chips, transmission oil temperature high or low, fuel pressure low, fuel
filter impending by-pass, fuel valve closed, battery warm, rotor brake,
hydraulic system status, baggage door open and IIDS status.
Engine oil pressure display: Displayed in % PSI, and is a function of
NG speed and engine oil temperature.
Engine oil temperature display: °C
Gas producer turbine speed display: %NG
Transmission oil pressure display: Displayed in % PSI, and is a function
of NR speed and transmission oil pressure.
Transmission oil temperature display: °C
Generator load display: %LOAD
Warning Annunciators displayed in red are shown for engine fire, engine
oil temperature high, engine oil pressure high or low, NG high or low,
transmission area fire, transmission oil pressure high or low, fuel quanti­
ty low CAB HEAT (bleed air leak), and BAT HOT.
Display Day or night modes may be selected using the Light Master switch
Brightness located on the Lighting Control Panel. Placing the Light Master switch
Controls ON selects night mode.
The display brightness is adjustable using the inner ring of the IIDS
control potentiometer also located on the Lighting Control Panel.

When in the night mode, the IIDS will automatically increase display
brightness when a caution/warning message is received and displayed.
To return to the preset brightness, press the CLR key momentarily.

LIGHTING CONTROL
IIDS DISPLAY
LIGHT MASTER LT MSTR CONSOLE IIDS
ON BRIGHTNESS
SWITCH
CONTROL

OFF OFF OFF


FLOOD INSTR
STROBE POSN AREA
ON ON BOTH
CKP
CAB
OFF OFF OFF
F92−078

Figure 7−24. IIDS Display Brightness Control

Alphanumeric The IIDS has a 2 line by 16 character alphanumeric display. This display
Display allows messages to be displayed regarding systems limit exceedance,

Reissue 2
Original 7−45
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

condition, various cautions and warnings as well as expanded features


of the IIDS to be viewed by the pilot. Yellow and red segments are located
to the left of each line that indicate if the associated message is a caution
or a warning. The expanded features of the IIDS are selected in conjunc­
tion with the IIDS keyboard.
Certain conditions will cause the alphanumeric display to automatically
display a message.
At start-up, and if required during flight, messages are displayed on
the alphanumeric display automatically. A list of these messages is
found in Table 7-1. This table also defines the priority of the message
to be displayed, the classification of the message (warning/caution/advi­
sory W/C/A), and whether the message can be cleared (CLR) from the
display.

AOG The IIDS uses the following logic to determine an aircraft on-ground/off-
Logic ground condition. The IIDS uses this information to enable or disable
certain caution/warning, indications and alphanumeric display advisory
messages.

Aircraft on-ground if:


1. NR  80%
OR
Aircraft on-ground if:
1. NR >80%, and
2. CLP <5%, and
3. Torque (either engine) >10%

Otherwise, the aircraft is off-ground. The transition from one condition


to the other is not recognized until after the new condition has existed
for 5 seconds.

Reissue 2
7−46 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

NOTE: Advisory messages may not indicate a malfunction or emergency.


WARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR . . . . . . . . . . . . . . . ALPHA-
(YELLOW) NUMERIC
MESSAGE
. . . . . . . . . . . . . . . DISPLAY
WARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR NR TORQUE EGT
(YELLOW) NP NP
ENG
OUT

F92−079

Figure 7−25. Alphanumeric Display

Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages


SAMPLE MESSAGE CAUSE FOR
W/C/A CLR CORRECTIVE ACTION
(Fault) DISPLAY
ENG POWER CHECK Invalid performance
L PA CK NG -1.8 margin (power check W YES Advise Maintenance
LPA CK EGT-11.2 failed)
OVR TORQ LFT 2:30
OVR TORQ RT 2:30
OVR EGT LFT 2:30
MTO or OEI overcount W NO Advise Maintenance
OVR EGT RT 2:30
OVR NG LFT 2:30
OVR NG RT 2:30
Hydraulic system sta­
Perform malfunction
PRES 1 = 0 PSI tus: activated on hy­
C YES procedure.
PRES 2 = 1000 PSI draulic caution indica­
Ref. Section III.
tion1
Perform malfunction
Hydraulic system over­
TEMPERATURE C YES procedure.
temperature
Ref. Section III.
Start engine with engine
Engine oil temperature control in IDLE. Do not
L ENG OIL COLD C NO
cold (Starting) advance to FLY until
message blanks
Right Stabilizer
RIGHT STAB FAIL C YES
Actuator Failure
Perform malfunction
Left Stabilizer Actuator
LEFT STAB FAIL C YES procedure.
Failure
Ref. Section III.
Both Stabilizer
TOTAL STAB FAIL C YES
Actuator Failure
CHK BMS SENSOR BMS sensor(s) failure2 C YES Advise maintenance

Reissue 2
Original 7−47
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages


SAMPLE MESSAGE CAUSE FOR
W/C/A CLR CORRECTIVE ACTION
(Fault) DISPLAY
Transmission input
TQ SPLIT EXCEED C YES Ref. Section III
torque split exceedance
TORQ LFT 2:30
TORQ RT 2:30
EGT LFT 2:30
TOP or OEI countdown A NO N/A
EGT RT 2:30
NG LFT 2 :30
NG RT 2:30
CARGO HOOK OPEN Cargo hook open A YES N/A
Particle separator
IPS BYPASS A YES Ref. Section III
clogged: IPS in bypass
NACA door in the incor­
NACA DOOR A YES Advise Maintenance
rect position.
BATT DISCHARGE Battery Discharging A YES N/A
Optional fire extin­
EXTGSHR PRESS LO guishing system bottle A YES Advise Maintenance
pressure low
Crew commanded data
RECORDING DATA A NO N/A
record
Download of data logs
DATA XFER CMPL to ground based com­ A YES N/A
puters
Fault Log during
CHECK FAULT LOG A YES Advise Maintenance
flight2,3
Exceedance Log during
CHK EXCEED LOG A YES Advise Maintenance
flight3
Main rotor out of bal­
CHECK ROTOR BAL A YES Advise Maintenance
ance
NOTAR fan out of bal­
CHECK NOTAR BAL A YES Advise Maintenance
ance

NOTE: 1.With a single system failure, this message is displayed when the failed system
pressure decreases to 250 PSI. This message will reappear when remaining
operating system pressure decreases to 500 PSI.
2.This caution does not affect dispatchability.
3.These messages are generated for conditions that create a fault log or an
exceedance log and are displayed only when the aircraft is on−ground as
determined by the AOG logic.

Reissue 2
7−48 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−16. IIDS DATA STORAGE

Data Storage Selected information that is monitored by the IIDS for display is also
stored by the IIDS. Information is stored in non-volatile memory and
is available by selecting various menu functions through the front panel
keys. All information is available using a ground based maintenance
computer (GBMC). A partial Data Log and Cumulative Log are viewable
on the alphanumeric display. Complete Data and Cumulative logs are
available through the GBMC. The operating data is stored in one of
six data records:

LOG TYPE A/N DISPLAY


Data Log NO
Cumulative Log NO
Exceedance Log YES
Fault Log YES
Trend Log YES
Setup Log YES

Data Logs The data log provides one and a half minutes of data collection. The
data is recorded in a continuous memory buffer ``loop'' and will be contin­
uously over-written unless an exceedance occurs, or the crew requests
a record of an event. Exceedances generate both data logs and excee­
dance logs. The data log record provides a ``window in time'' to examine
events around an exceedance or other incident. The data log can store
five of these events. This information is accessed by the GBMC only.

Pilots may generate a data log by first clearing the alphanumeric display,
then pressing and holding the “REC” button for 7 to 10 seconds before
releasing. The message RECORDING DATA will then be displayed on
the alphanumeric display.
Cumulative Log The cumulative log retains data concerning the aircraft operational his­
tory and current configuration. As the aircraft configuration changes
(e.g. component changes) the Cumulative Log will be updated by the
maintainer on the GBMC. The IIDS will only retain one Cumulative
Log in memory.

NOTE: Time Summary Menu procedure (Ref. Figure 7−28) may be used to access
cumulative usage data as well as flight time data.

Reissue 2
Original 7−49
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

Exceedance The exceedance Log provides a ``snapshot'' record of the parameter data
Log at a particular moment in time. This type of record occurs whenever
a parameter exceedance is detected. This recording function is only
active when NG for either engine AND NR is greater than 50 % AND
EGT on either engine is greater than 400°C
This feature is capable of storing 100 exceedance Logs. Exceedances
are recorded for EGT, engine torque, transmission torque, NG, NP, NR
(high), engine oil pressure (low), transmission oil pressure (low), and
cargo hook.
Exceedance logs maybe either recorded or downloaded to the GBMC.
Perform Exceedance Log Menu procedure (Ref. Figure 7-41) to access
cumulative usage data.

Fault The Fault Log contains data associated with fault discrete data from
Log the EEC's and a BIT failure that was detected in the IIDS, BMS, or
aircraft transducers/sensors. This type of log is recorded whenever an
IIDS, EEC, or aircraft sensor fault is detected. The system is capable
of storing 100 Fault Logs.

Fault logs maybe either recorded or downloaded to the GBMC.


Perform the Fault Log Menu procedure to access data (Ref. Figure 7-43).

IIDS Setup Log IIDS setup contains (Ref. Figure 7-44) data that reflects the current
configuration of the aircraft, such as, aircraft serial number, engine
type installed, engine serial number, fuel calibration, operating soft­
ware, etc.

On power up, the IIDS uses information in the setup log to compare
the current Torque and EGT trim values from the EEC to the values
stored in the IIDS setup log to assure the data collected by the IIDS
remains with the respective engine. If there is a discrepancy, a fault
log is created and certain engine ASCM functions are disabled for the
affected engine(s): Exceedance Logs for NG, NP, Torque, EGT; Power
Assurance function (including trend logs); and Cumulative Logs (cycle
counting, SSO, FSO, TSN, and engine run time).
To recover from this disable function, the Setup Log must be revised
to match the values from that specific engine(s) through the GBMC.
Once the Setup Log has been revised, a power-up of the IIDS will verify
the new data. If the new values match, all engine ASCM functions are
restored.

Reissue 2
7−50 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

IIDS The IIDS features 7 keys on the right side of the front face to allow
Keyboard the pilot access to the various functions/programs by paging through
the menus. The keys include:

``CLR'' (clear): Used to blank the alphanumeric display and exit all
menu functions if pressed for more than 1.5 seconds. If pressed for less
than 1.5 seconds in the Night Mode after a C/W/A event, the CLR key
resets the intensity to the previous setting.
MENU: Used to access the next higher level of the menu structure
or to enter the top level menu from display blanked and to return to
the ``action'' menu with edit fields not updated.
UP ARROW  : Used to scroll between menu and submenu names,
or between data and message items. Holding this key for more than
2 seconds initiates automatic scrolling, at approximately one item per
second. When the scrolling reaches the end of the menu the scrolling
feature loops back to the start of the menu.

CLR
DN (down)  ARROW: Same as the UP ARROW, except scrolls in
the opposite direction.
MENU ENT (enter): Used to enter a menu or submenu after it has been selected
with the ``'' or ``'' keys, enter an ``Action'' field within a menu selection
that is bracketed by ``< >'' to allow editing, and to advance to the next
edit digit (or field within the ``Action'' field. The digit (or field) that can
be edited will flash.
ENT ``REC'' (record): Used to initiate crew requested Data Log and to enter
into memory data that is used to initialize the TIME/DATE, ENGINE
REC PARM, and Cargo Hook CALIB CODE and FUEL CALIBRATION func­
tions in the IIDS. When the key is pressed for 7 to 10 seconds, the
DISP parameter data from 45 seconds prior to and 45 seconds after key activa­
tion, is stored in nonvolatile memory. The message RECORDING DATA
J1 is displayed on the alphanumeric display during this time.
``DISP'': Used to change the display from ``display by exception'' to ``con­
tinuous display'' when the key is pressed for less than 1.5 seconds. In
the exception mode, the secondary display screen area is blank unless
F92−080
one of the limits is within a predetermined range of it's caution limit
value. When this happens, the digit display of the particular limit will
revert to continuous display until the parameter value drops below the
predetermined threshold. If the exceedance parameter enters caution
or warning range the appropriate caution or warning displays are illumi­
nated.
When the ``DISP'' key is held for more than 1.5 seconds the IIDS performs
a BIT test and the front panel display will show all LCD segments in
a lamp test mode.

Reissue 2
Original 7−51
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

7−17. BALANCE MONITORING SYSTEM

NOTE: Helicopter gross weight should be at 5200 300 LBS before performing ‘‘Main
Rotor Balance’’ procedure.
Standard BMS The BMS program is an integrated vibration monitoring system which
Program calculates and displays balance solutions for both main rotor and NO­
TAR fan. The intention of this integrated balance system is to eliminate
the requirement to fly dedicated tracking/balance flights.
The system is linked to three vibration sensors on the airframe and
two position pickups on the main rotor and the NOTAR fan. The stan­
dard BMS program is a ``smart chart'' system. For most balancing actions
the user will simply follow the directions of the BMS Alpha-numeric
display (Ref. Figure 7-29 thru Figure 7-40). The normal sequence of
events is for the pilot to request the BMS program from the IIDS by
pressing the ``MENU'' key on the IIDS panel and paging down the menu
to BMS. The BMS system will then analyze the input from the rotor/fan
sensors and calculate a correction and display this information in the
IIDS Alpha-numeric display.

ÎÎ
ÎÎ

1. IIDS
2. BMS SIGNAL PROCESSING UNIT
3. BMS SENSOR CABLE HARNESS
4. AZIMUTH SENSOR (MAG PICKUP/PHOTOCELL)
5. VIBRATION SENSOR (VELOCIMETER) F92−081

Figure 7−26. Balance Monitoring System Installation

Optional An optional item to the BMS is a Spectrum Analyzer Vibralog. The


Spectrum software for this program resides within the GBMC. Spectrum analysis
Analyzer allows downloading to the GBMC and viewing of the entire vibration
spectrum of the rotor and the NOTAR fan. The system allows the
operator to analyze vibrations, other than rotor/fan, and determine the
probable source by comparison with known component frequencies.

Reissue 2
7−52 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

7−18. IIDS MENU STRUCTURES

TOP LEVEL

ELAPSED TIME ``ENT'' Key resets, starts and stops timer (alternate action);
MM.SS ``CLR'' Key exits function and resets timer

TIME SUMMARY For expanded menu structure


ENT
Ref. Figure 7-28

POWER CHECK For expanded menu structure


ENT
Ref. Section V

BALANCE MONITOR For expanded menu structure


ENT
Ref. Figure 7-29 thru Figure 7-40

AIRCRAFT MONITOR For expanded menu structure


ENT
Ref. Figure 7-41 thru Figure 7-44

CLPXXX PERCENT
Continuous display of collective position

PRES ALT XXXXFT


Continuous display of altitude
DENS ALT XXXXFT

L ENG WF XXX PPH Continuous display of fuel flow


L ENG WF XXX PPH

FUEL CALIBRATION For expanded menu structure


ENT
Ref. Figure 7-45

SET ENGINE PARM For expanded menu structure


ENT
Ref. Figure 7-46

TIME/DATE For expanded menu structure


ENT
Ref. Figure 7-47

HOOK WT XXXX LBS For expanded menu structure


ENT
Ref. Section X
F92−082

Figure 7−27. IIDS Top Level Menus

Reissue 2
Original 7−53
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL


ENT
TIME SUMMARY LST FLT TIME

TOT FLT HR

TOT FLIGHTS

ENT
LFT ENGINE TIME

NOTE 1

RT ENGINE TIME GEAR BOX


TSO =

POWER MODULE
TSO=

IMPELLER CYCLE
CNT ACCUM =

CMPSR TURB CYCLE


CNT ACCUM=

POWER TURB CYCLE


CNT ACCUM=

NOTE 1: THIRD LEVEL MENU FOR RIGHT ENGINE


SAME AS FOR LEFT ENGINE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU
F92−083

Figure 7−28. Time Summary

Reissue 2
7−54 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL


BALANCE MONITOR MAIN ROTOR COLLECT M/R DATA FLY 100% GROUND
BALANCE RUN XX RPM XXX PRESS REC
NOTE 2
MAIN ROTOR TRACK RUN XX M/R ACQUIRING
MEASUREMENTS 100% GND LAT

NOTE 3
NOTAR MAIN ROTOR 100% GND LAT
BALANCE CONFIGURATION X.XX IPS AT YY.YY

NOTE 1
SPECTRUM MAIN ROTOR ACQUISITION
SOLUTION OPTIONS COMPLETE

BMS ADVISORY LOG DISPLAY M/R FLY HOVER IGE


SOLUTION RUN XX PRESS REC

NOTE 2
BMS FAULT LOG ACQUIRING
HOVER IGE LAT

NOTE 3
BMS VERSION LOG
HOVER IGE LAT
X.XX IPS AT YY.YY
NOTE 1
BMS MAINTENANCE
ACQUISITION FLY 120 KIAS
COMPLETE PRESS REC

NOTE 2
FLY 80 KIAS ACQUIRING
PRESS REC 120 KIAS LAT
NOTE 2
NOTE 3
ACQUIRING 120 KIAS LAT
80 KIAS LAT X.XX IPS AT YY.YY
NOTE 3
NOTE 1: WHEN COMPLETED, MESSAGE IS DISPLAYED NOTE 2
80 KIAS LAT ACQUIRING
FOR 1 SECOND 120 KIAS VERT
X.XX IPS AT YY.YY
NOTE 2: AUTOMATICALLY STEPS THROUGH ACQUIRING NOTE 2 NOTE 4
MEASUREMENTS SPECIFIED FOR THIS REGIME.
ACQUIRING 120 KIAS VERT
80 KIAS VERT X.XX IPS AT YY.YY
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS AND THE DISPLAY GOES TO NOTE 3 NOTE 1
NEXT REGIME. 80 KIAS VERT ACQUISITION
NOTE 4: WHEN COMPLETE, THE RESULT IS DISPLAYED X.XX IPS AT YY.YY COMPLETE
FOR 4 SECONDS NOTE 1 NOTE 5
NOTE 5: THE DISPLAY GOES BACK TO THE FIRST ACQUISITION REDO 100% GND
REGIME WHEN THE ABOVE DATA HAS BEEN COMPLETE PRESS REC
COLLECTED

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−084

Figure 7−29. Balance Monitor, Main Rotor Balance

Reissue 2
Original 7−55
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

BALANCE MONITOR MAIN ROTOR COLLECT M/R 100% GND LAT


BALANCE DATA RUN XX X.XX IPS AT YY.YY

MAIN ROTOR TRACK RUN XX M/R HOVER IGE LAT


MEASUREMENTS X.XX IPS AT YY.YY

NOTAR MAIN ROTOR 80 KIAS LAT


BALANCE CONFIGURATION X.XX IPS AT YY.YY

SPECTRUM MAIN ROTOR 80 KIAS VERT


SOLUTION OPTIONS X.XX IPS AT YY.YY

BMS ADVISORY LOG DISPLAY M/R 120 KIAS LAT


SOLUTION RUN XX X.XX IPS AT YY.YY

BMS FAULT LOG 120 KIAS VERT


X.XX IPS AT YY.YY
OR NOTE 1

BMS VERSION LOG NOT ACQUIRED

BMS MAINTENANCE

NOTE 1: COULD APPLY FOR EACH REGIME

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−085

Figure 7−30. Balance Monitor, Run M/R Measurements

Reissue 2
7−56 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

NOTE 1
BALANCE MONITOR MAIN ROTOR COLLECT M/R
BALANCE DATA RUN XX BLADE 1 HUB WT
<XXX> GRAMS
THROUGH NOTE 1 AND 2
MAIN ROTOR TRACK RUN XX M/R
MEASUREMENTS BLADE 5 HUB WT
<XXX> GRAMS
NOTE 1
NOTAR MAIN ROTOR
BALANCE CONFIGURATION BLADE 1 TRIM TAB
<XXX> MILS
THROUGH NOTE 1 AND 2
SPECTRUM MAIN ROTOR
SOLUTION OPTIONS BLADE 5 TRIM TAB
<XXX> MILS
NOTE 1
BMS ADVISORY LOG DISPLAY M/R
SOLUTION RUN XX BLADE 1 PC WT
<XXX> GRAMS
THROUGH NOTE 1 AND 2
BMS FAULT LOG
BLADE 5 PC WT
<XXX> GRAMS

BMS VERSION LOG

BMS MAINTENANCE

NOTE 1: “ENT” KEY SELECTS DIGITS TO BE EDITED,


 AND  KEYS INCREASE/DECREASE DIGIT VALUE,
“REC” KEY STORES SELECTED VALUES, “CLR” EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: STEP THROUGH BLADES SEQUENTIALLY

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−086

Figure 7−31. Balance Monitor, Main Rotor Configuration

Reissue 2
Original 7−57
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL


NOTE 1
BALANCE MONITOR MAIN ROTOR COLLECT M/R
ADJUSTMENTS USED
BALANCE DATA RUN XX
<PCL/TAB/WEIGHT>
OR NOTE 2
MAIN ROTOR TRACK RUN XX M/R
<PCL/TAB>
MEASUREMENTS

OR NOTE 2
NOTAR MAIN ROTOR <PCL WEIGHT>
BALANCE CONFIGURATION
OR
SPECTRUM MAIN ROTOR <TAB/WEIGHT>
SOLUTION OPTIONS

NOTE 1
BMS ADVISORY LOG DISPLAY M/R COMPUTE
SOLUTION RUN XX <ENTIRE SOLTN>
OR NOTE 2

BMS FAULT LOG COMPUTE


<GND SOLTN ONLY>
OR NOTE 2

BMS VERSION LOG COMPUTE


<80 KIAS SOLUTION>

BMS MAINTENANCE

NOTE 1: “ENT” KEY SELECTS FIELD TO BE EDITED,


 AND  KEYS CHANGE FIELD SELECTION,
“REC” KEY STORES THE SELECTION, “CLR” EXITS
OUT OF MENU TO DISPLAY BLANK.

NOTE 2: OPERATOR OPTIONAL SELECTION


NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

F92−087

Figure 7−32. Balance Monitor, Main Rotor Solution Options

Reissue 2
7−58 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

BALANCE MONITOR MAIN ROTOR COLLECT M/R COMPUTING M/R NOTE 1


BALANCE DATA RUN XX SOLTN RUN XX.XX

MAIN ROTOR TRACK RUN XX M/R PREDICTED VIBS AUTOMATIC


MEASUREMENTS BELOW X.XX IPS

NOTAR MAIN ROTOR PCSE ADD XXX.X G


NOTE 2
BALANCE CONFIGURATION BLD X PCSE <NOT MADE>

OR

SPECTRUM MAIN ROTOR PCSE SUB XXX.X G NOTE 2


SOLUTION OPTIONS BLD X PCSE <NOT MADE>

BMS ADVISORY LOG DISPLAY M/R HUB ADD XXX.X G


NOTE 2
SOLUTION RUN XX BLD X <NOT MADE>
OR

BMS FAULT LOG HUB SUB XXX.X G NOTE 2


BLD X <NOT MADE>

BMS VERSION LOG TAB DWN XXX MILS NOTE 2


BLD X <NOT MADE>
OR

BMS MAINTENANCE TAB UP XXX MILS


NOTE 2
BLD X <NOT MADE>

PCL UP XX.X FLAT


NOTE 2
BLD X <NOT MADE>
OR

PCL DN XX.X FLAT


NOTE 2
BLD X <NOT MADE>

ENTIRE SOLTN
NOTE 3
<NOT MADE>
NOTE 1: MESSAGE FLASHING IF COMPUTING A SOLUTION
OR
NOTE 2: “ENT” KEY SELECTS FIELD TO BE EDITED,  AND  KEYS
GND SOLTN ONLY
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, “REC” KEY STORES NOTE 4
<NOT MADE>
SELECTION, “CLR” EXITS TO BLANK DISPLAY.
NOTE 3: SELECTIONS ARE NOT MADE, ALL MADE, OR AS SELECTED OR
NOTE 4: SELECTIONS ARE ALL MADE, OR AS SELECTED
80 KIAS SOLTN
NOTE 4
<NOT MADE>
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

F92−088

Figure 7−33. Balance Monitor, Display M/R Solution

Reissue 2
Original 7−59
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL

BALANCE MONITOR MAIN ROTOR


BALANCE

DEFAULT
MAIN ROTOR TRACK FLASH STROBE
BLD SPREAD <ON>
OR
NOTAR FLASH STROBE
BALANCE BLD SPREAD <OFF>

SPECTRUM

BMS ADVISORY LOG

BMS FAULT LOG

BMS VERSION LOG

BMS MAINTENANCE

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

F92−089

Figure 7−34. Balance Monitor, M/R Track

Reissue 2
7−60 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

BALANCE MONITOR MAIN ROTOR COLLECT NOTAR FLY 100% GND


BALANCE RUN XX RPM XXXX PRESS REC
NOTE 1

MAIN ROTOR TRACK RUN XX NOTAR ACQUIRING


MEASUREMENTS 100% GND RADIAL
NOTE 2

NOTAR NOTAR WEIGHT 100% GND RADIAL


BALANCE CONFIGURATION X.XX IPS AT YY.YY
NOTE 3

SPECTRUM DISPLAY NOTAR ACQUISITION


SOLUTION RUN XX COMPLETE

BMS ADVISORY LOG

BMS FAULT LOG

BMS VERSION LOG

BMS MAINTENANCE

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

NOTE 1:AUTOMATICALLY STEPS THROUGH ACQUIRING


MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2: WHEN COMPLETE, RESULT DISPLAYED FOR 4 SECONDS.

NOTE 3: WHEN COMPLETE, MESSAGE DISPLAYED FOR 1 SECOND


F92−090

Figure 7−35. Balance Monitor, NOTAR Balance

Reissue 2
Original 7−61
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

BALANCE MONITOR MAIN ROTOR


BALANCE

MAIN ROTOR
TRACK

NOTAR COLLECT 100% GND RADIAL


BALANCE NOTAR DATA X.XX IPS AT YY:YY
OR
SPECTRUM NOTAR NOT ACQUIRED
MEASUREMENTS
NOTE 1

BMS ADVISORY LOG STD 1 WEIGHT


<XX.X> GRAMS

NOTE 1
BMS FAULT LOG NOTAR WEIGHT STD 13 WEIGHT
CONFIGURATION <XX.X> GRAMS
NOTE 2

BMS VERSION LOG COMPUTING NOTAR


SOLTN RUN XX.XX
AUTOMATIC

BMS MAINTENANCE DISPLAY NOTAR PREDICTED VIBS


SOLUTION BELOW X.XX IPS
NOTE 3

ADD XXX GRAMS


NOTE 1: “ENT” KEY SELECTS DIGITS TO BE EDITED, STD XX <NOT MADE>
 AND  KEYS INCREASE/DECREASE DIGIT VALUE, OR NOTE 3
“REC” KEY STORES SELECTED VALUES, “CLR” EXITS SUB XXX GRAMS
OUT OF MENU TO DISPLAY BLANK. STD XX <NOT MADE>
NOTE 2: MESSAGE FLASHING IF COMPUTING A SOLUTION
NOTE 4
NOTE 3: “ENT” KEY SELECTS FIELD TO BE EDITED,  AND  KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, “REC” KEY STORES NOTAR SOLUTION
SELECTION, “CLR” EXITS TO BLANK DISPLAY. <NOT MADE>
NOTE 4: SELECTIONS ARE MADE, ALL MADE OR AS SELECTED

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−091

Figure 7−36. Balance Monitor, NOTAR Data

Reissue 2
7−62 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

BALANCE MONITOR MAIN ROTOR FLY 100% GND


BALANCE PRESS REC
NOTE 1

MAIN ROTOR TRACK GATHERING TREND


SET XX SPC XX/XX
NOTE 2
NOTAR TREND SPECTRUM
BALANCE SET XX COMPLETE

SPECTRUM TREND SPECTRUMS FLY HOVER IGE


PRESS REC
NOTE 1

BMS FAULT LOG RANDOM SPECTRUM GATHERING TREND


PRESS REC SET XX SPC XX/XX
NOTE 1 NOTE 2

BMS VERSION LOG GATHERING RANDOM TREND SPECTRUM


NO XX SPC XX/XX SET XX COMPLETE
NOTE 2

RANDOM SPECTRUM FLY 120 KIAS


NO XX COMPLETE PRESS REC
NOTE 1
GATHERING TREND
SET XX SPC XX/XX

NOTE 2
TREND SPECTRUM
SET XX COMPLETE

NOTE 1: AUTOMATICALLY STEPS THROUGH ACQUIRING


MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND DISPLAY GOES BACK TO
RANDOM SPECTRUM MENU
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND THE DISPLAY GOES TO THE
NEXT REGIME.

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−092

Figure 7−37. Balance Monitor, Spectrum

Reissue 2
Original 7−63
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL

BALANCE MONITOR MAIN ROTOR


BALANCE

MAIN ROTOR TRACK

NOTAR
BALANCE

NOTE 1
SPECTRUM BALANCE OK

OR

BMS ADVISORY LOG END OF BMS


ADVISORY LOG

BMS FAULT LOG DBASE USAGE XXX%


ADVISORIES = XX

NOTE 2
BMS VERSION LOG BMS OK

OR

BMS MAINTENANCE END OF BMS


FAULT LOG

NOTE 1: OR VIBRATION DATA


NOTE 2: OR ERROR MESSAGES

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−093

Figure 7−38. Balance Monitor, BMS Fault Log

Reissue 2
7−64 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL

BALANCE MONITOR MAIN ROTOR BMS BOARD P/N


BALANCE XXXXX-XX

MAIN ROTOR TRACK BMSBP VER XX.XXX


P/N XXXXX-XX

NOTAR BMSBP CHECKSUM


BALANCE XXXXXXXX

SPECTRUM BMSOP VER XX.XXX


P/N XXXXX-XX

BMS ADVISORY LOG BMSOP CHECKSUM


XXXXXXXX

BMS FAULT LOG BMSBM VER XX.XXX


P/N XXXXX-XX

BMSBM CHECKSUM
BMS VERSION LOG
XXXXXXXX

MAIN ROTOR MODEL


BMS MAINTENANCE
VER XX.XXX

NOTAR MODEL
VER XX.XXX

VIB MONITOR
VER XX.XXX

SPECTRUM SETUP
VER XX.XXX

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−094

Figure 7−39. Balance Monitor, BMS Version Log

Reissue 2
Original 7−65
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL


NOTE 1
BALANCE MONITOR MAIN ROTOR CLEAR FAULT
BALANCE LOG

MAIN ROTOR TRACK CLEAR ADVISORY


LOG

NOTAR CLEAR SPECTRUM


BALANCE LOG

SPECTRUM CLEAR M/R


BALANCE LOG

BMS ADVISORY LOG CLEAR NOTAR


BALANCE LOG

BMS FAULT LOG CLEAR SETUP


CONFIGURATION

CLEAR ALL LOGS


BMS VERSION LOG

NOTE 2
BMS MAINTENANCE FORMAT DATABASE
AND RESET BMS

NOTE 1: FOR ALL ``CLEAR'' MENU SELECTIONS, PRESS ENT KEY AND A ``PRESS TO
CLEAR'' MESSAGE WILL BE DISPLAYED. PRESS REC KEY TO CLEAR THE LOG
AND A ``CLEARED OK PRESS ANY KEY'' MESSAGE WILL BE DISPLAYED.
PRESSING ANY KEY WILL RETURN TO THE ``CLEAR LOG MENU''.
NOTE 2: PRESS ENT KEY AND A ``PRESS TO FORMAT AND RESET'' MESSAGE WILL
BE DISPLAYED. PRESS REC KEY TO FORMAT THE DATA BASE AND A ``DBASE
FORMATTED INITIALIZING BMS'' MESSAGE WILL BE DISPLAYED. PRESSING
ANY KEY WILL RETURN TO THE ``CLEAR LOG'' MENU AFTER 30 SECONDS

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−095

Figure 7−40. Balance Monitor, BMS Maintenance

Reissue 2
7−66 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL

ENT ENT
AIRCRAFT MONITOR EXCEEDANCE LOG EXCEED LOG XXX
L ENG TORQUE

TREND LOG DATE XX-XX-91


TIME XX:XX:XX

FAULT LOG PEAK VALUE XXX%


SEC TO PK = XX SEC

IIDS SETUP DATA LOG NO X


SEC ABV T1 = XX

SEC TO T2 = XX
SEC ABV T2 = XX

SEC TO T3 = XX
SEC ABVT3 = XX

SEC TO T4 = XX
SEC ABV T4 = XX

THE EXCEEDANCE LOG PROVIDES A ``SNAPSHOT” RECORD OF THE PARAMETER DATA AT A


PARTICULAR MOMENT IN TIME. THIS TYPE OF RECORD OCCURS WHENEVER A PARAMETER
EXCEEDANCE IS DETECTED.

NOTE: PRESSING THE MENU BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.

F92−096

Figure 7−41. Aircraft Monitor, Exceedance Log Menu

Reissue 2
Original 7−67
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

ENT
AIRCRAFT MONITOR EXCEEDANCE LOG

ENT
TREND LOG TREND LOG XX
LEFT ENGINE

FAULT LOG DATE


TIME

IIDS SETUP NP XXX%


T1 XC

TORQUE XX%
NG XX%

EGT XXXC
P0 XXXX FT

OAT XX C
PERFORM MARGIN

L PA CK NG -XX
L PA CK EGT-XX

NG COR FTR XX.X


EGT COR FTR XXX

NOTE: PRESSING THE MENU BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.
F92−097

Figure 7−42. Aircraft Monitor − Trend Log

Reissue 2
7−68 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL


ENT
AIRCRAFT MONITOR EXCEEDANCE LOG

TREND LOG

ENT
FAULT LOG FAULT LOG
L ENG S/N

IIDS SETUP R ENG S/N


DATE

TIME

IIDS FALT1=X XX
XX, XX

IIDS FALT XX
ACFT FALT=X

SENS FALT=X
BMS FALT=X

LEFT EEC
DSCWD1 =X XX XX

THE FAULT LOG CONTAINS DATA ASSOCIATED WITH EEC


FAULTS AND FAILURES DETECTED IN THE IIDS, BMS, OR NCFUR1=X XX
AIRCRAFT TRANSDUCERS/SENSORS. THIS LOG IS RE­
NCFUR2=X XX XX
CORDED WHENEVER AN IIDS OR EEC FAULT IS DE­
TECTED. STORAGE IS AVAILABLE FOR 100 FAULT LOGS.
NCFUR3=X XX
CFUR=0

RIGHT EEC RIGHT EEC MENU SAME AS


DSCWD1= LEFT EEC MENU.
NOTE: PRESSING THE MENU BUTTON WILL TAKE YOU
F92−098
TO THE PREVIOUS HIGHEST MENU LEVEL.

Figure 7−43. Aircraft Monitor, Fault Log Menu

Reissue 2
Original 7−69
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL THIRD LEVEL

AIRCRAFT MONITOR EXCEEDANCE LOG A/C NO XXXXXXXX

TREND LOG ENG INSTALL PWC


IPS INSTALLED

FAULT LOG HT/DEFOG INSTAL


ROTOR BRK INSTAL

IIDS SETUP FWD FUEL CAL XXX


AFT FUEL CAL XXX

TOP LVL SFTWR PN


XXXXXXXXXXXX

OPER SFTWR PN
XXXXXXXXXXXX

MAINT SFTWR PN BMSBM SFTWR PN


XXXXXXXXXXXX XXXXXXXXXXXX

BMSOP SFTWR PN SETUP DATA ID


XXXXXXXXXXXX XXXXXXXX

BMSBP SFTWR PN CFG DAT MM-DD-YY


XXXXXXXXXXXX CFG TIM HR:MN:SE

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

F92−099

Figure 7−44. Aircraft Monitor − IIDS Setup

Reissue 2
7−70 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Systems Description

TOP LEVEL SECOND LEVEL THIRD LEVEL


NOTE 1 NOTE 2
FUEL CALIBRATION SET CAL CODE FWD FUEL CAL<XXX>
AFT FUEL CAL <XXX>

NOTE 1

DO CALIBRATION AIRCRAFT READY?


CRUISE ATTITUDE?

NOTE 3

FWD FUEL CAL XXX


AFT FUEL CAL XXX

NOTE 1: PRESS “ENT” FOR MORE THAN 4 SECONDS TO ENTER


FUNCTION, THIRD LEVEL MENU APPEARS.
NOTE 2: “ENT” SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, “REC” KEY STORES
SELECTION, “CLR” EXITS TO BLANK DISPLAY.
NOTE 3: PRESS “ENT” FOR MORE THAN 4 SECONDS COMMANDS
CALIBRATION. IIDS WITH CAL CODES AFTER
CALIBRATION COMPLETE. “REC” CHANGES CODE TO
CALCULATED VALUE. PRESS ``MENU'' TWICE TO
RETURN TO TOP LEVEL

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU

NOTE: TO MOVE HORIZONTALLY ( → ) TO THE NEXT LOWER LEVEL - PRESS ENT


F92−100

Figure 7−45. Fuel Calibration

Reissue 2
Original 7−71
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Systems Description MD900 (902 Configuration with PW 207E)

TOP LEVEL SECOND LEVEL


NOTE 1

SET ENGINE PARM LNG COR FCTR <XX.X>


LEGT CORFCT <XX.X>

NOTE 1
RNG COR FCTR <XX.X>
REGT CORFCT <XX.X> NOTE 1: “ENT” SELECTS DIGITS TO BE EDITED,  AND  KEYS
CHANGE SELECTED DIGITS, “REC” KEY STORES
SELECTION, “CLR” EXITS TO BLANK DISPLAY.

NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU


F92−101

Figure 7−46. Set Engine Parameters

TOP LEVEL SECOND LEVEL


NOTE 1

SET TIME/DATE TIME <HH:MM>


DATE MM-DD-YY
NOTE 1.: ``ENT'' KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELD
BLINKS,  AND  KEYS INCREMENT/DEINCRE­
MENT DIGIT VALUE, ``REC'' KEY CHANGES TIME
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU AND DATE TO SELECTED VALUES

F92−102

Figure 7−47. Set Time/Date

Reissue 2
7−72 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Handling Servicing
and Maintenance

S E C T I O N VIII
HANDLING, SERVICING
AND MAINTENANCE
TABLE OF CONTENTS

PARAGRAPH PAGE
8-1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Figure 8-1. Helicopter Towing and Ground Handling . . . . . . . . . . . . . . . . . . . . . 8-4
8-3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Figure 8-2. Helicopter Tiedowns and Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Figure 8-3. Helicopter Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8-4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Figure 8-4. Access Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Figure 8-5. Nose Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Figure 8-6. Left Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Figure 8-7. Right Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Figure 8-8. Top View Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Figure 8-9. Bottom View Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Figure 8-10. Stabilizers Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Figure 8-11. Cabin Floor Interior Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Figure 8-12. Pedestal Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Figure 8-13. Fan Assembly Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
8-5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Figure 8-14. Servicing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Table 8-1. Acceptable Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Table 8-2. Servicing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Figure 8-15. Fuel System Gravity Filler Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Figure 8-16. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Figure 8-17. Main Transmission Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
Figure 8-18. Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Figure 8-19. Engine Oil System - Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
8-6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8-7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34

Reissue 2
Original 8−i
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Handling Servicing
and Maintenance

PARAGRAPH PAGE
Figure 8-20. Cockpit Door Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
8-8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Figure 8-21. Cabin Passenger Seat Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
8-9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
Figure 8-22. Copilot Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8-10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Figure 8-23. EGT Vs Time - All Conditions Except Starting . . . . . . . . . . . . . . . 8-38
Figure 8-24. EGT Vs Time - Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
Figure 8-25. Power Turbine (NP) Speed Vs Time . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
Figure 8-26. Compressor Turbine (NG) Speed Vs Time . . . . . . . . . . . . . . . . . . . . 8-40
Figure 8-27. Engine Overtorque Limits - All Conditions . . . . . . . . . . . . . . . . . . 8-40
8-11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Engine NP Overspeed Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Engine Out/Low Rotor Warning Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Hydraulic System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
VSCS Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Wet Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Dry Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Wash procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Figure 8-28. Engine Wash Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Manual Engine Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Manual Engine Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
Autorotation RPM Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Battery Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Resetting IIDS Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Figure 8-29. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50

Reissue 2
8−ii Revision 1
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Handling Servicing
and Maintenance

SECTION VIII
HANDLING, SERVICING, AND
MAINTENANCE

8−1. HOISTING, LIFTING, AND JACKING

Hoisting, lifting, and jacking of the helicopter shall only be


CAUTION performed with the proper equipment and tools as specified in the
MD900 Rotorcraft Maintenance Manual. Failure to follow the
specified procedures will result in damage to aircraft components.

8−2. TOWING AND MOVING

Moving the helicopter on prepared surfaces is accomplished by mounting ground


handling wheels to fittings located on the landing gear skid tubes.
The ground handling wheel set is used for moving the MD Explorer by hand and
for towing. The wheels are manually lowered with a detachable jack handle, and
are held in the down position by a mechanical lock. The ground handling wheel
set is equipped with a tow bar attach fitting.
Helicopter Manual Moving:
Ensure all stress panels listed in Figure 8-11 are installed.

Airframe structure damage can occur if stress panels are not in


CAUTION place before moving helicopter.

NOTE: The wheel set attaches at four points, two inboard and two outboard, on the skid
assemblies.
A ``T” handle is strapped to the skid tubes and extends out, to pull the wheels
to and from the helicopter.
Position wheel set over skid tubes and roll wheel set forward.
NOTE: The wheel set can be installed in either direction, depending on jack handle
position.
Attach wheel set to attach points on skid tubes.
Hold tail up while lowering ground handling wheels.

Reissue 2
Original 8−1
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Handling Servicing MD900 (902 Configuration with PW 207E)
and Maintenance

Jack hydraulic ram which forces wheels down and skids up.
When the jack is extended, a mechanical safety latch automatically snaps into
position, to prevent the wheels from going up in the event of loss of hydraulic
pressure.

Operators and maintenance personnel should avoid lead−lag loads


CAUTION in excess of 25 lb (11 kg) at the tip of the main rotor blades.

Excessive lead-lag load applied to the main rotor blades during ground handling
can result in damage to the damper assembly.
Manually move helicopter on ground handling wheel set by balancing tailboom
and pushing on rear fuselage portion of airframe.

When ground handling helicopter do not lift main rotor blades to


CAUTION clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.

Helicopter Towing
The towbar is equipped with caster wheels and is designed for use with the
ground handling wheels and allows the helicopter to be moved by one person.
The towbar does not interfere with equipment that may be hung under the heli­
copter
Ensure all stress panels listed in Figure 8-11 are installed.

Airframe structure damage can occur if stress panels are not in


CAUTION place before moving helicopter.

Raise helicopter up with wheel set.


Position caster wheels, to straddle, over front skid tubes.
Attach nylon strap under skid tubes and ratchet skid tubes into rubber cups.
Attach tow bar to a power unit.

Do not tow helicopter at speeds over 5 mph.


CAUTION When ground handling helicopter do not lift main rotor blades to
clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.

Reissue 2
8−2 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Handling Servicing
and Maintenance

Avoid sudden stops and starts.


Avoid short turns, which could cause helicopter to turn over.

CAUTION A safe minimum turning radius is approximately 20 feet (6.1m).

Allow inside wheel to turn (not pivot) while helicopter is being turned.
Helicopter Transport
The heli-porter is designed for the MD Explorer with the use of a towing tractor
or vehicle.
The heli-porter is a welded tubular steel frame with dual pneumatic swivel
caster on the front and rear. The platform is a grated walkway with hold down
safety straps for the landing gear. The heli-porter has a hand brake to the rear
tires and has a 10,000 lb (4540 Kg) capacity.
Ensure all stress panels listed in Figure 8-11 are installed.

Airframe structure damage can occur if stress panels are not in


CAUTION place before moving helicopter.

Land or hoist helicopter (Ref. RMM, Section 07-10-00) on heli-porter platform.


Attach safety hold-down straps to skid tubes.
Release heli-porter hand brake.

When ground handling helicopter do not lift main rotor blades to


CAUTION clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.

Do not tow helicopter at speeds over 5 mph. A safe minimum turning


CAUTION radius is approximately 20 feet (6.1m).

Attach heli-porter hook-up to a tow vehicle.

Reissue 2
Original 8−3
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Handling Servicing MD900 (902 Configuration with PW 207E)
and Maintenance

TOW BAR

GROUND
HANDLING
VIEW ROTATED ATTACH POINTS
HELI-PORTER
SKID TUBE

F92−103

Figure 8−1. Helicopter Towing and Ground Handling

8−3. PARKING AND STORAGE

Helicopter tiedowns and covers


Covers and tiedowns (Ref. Figure 8-2) are provided to shield the MD Explorer
from inclement weather conditions and other outside environmental factors that
could cause FOD damage while the helicopter is parked, moored, or while in
storage.
NOTE: The decision to use protective covers and tiedowns is determined by the
prevailing weather conditions, length of storage/parking, and location.
Forward and aft tiedowns
Each tiedown (Ref. Figure 8-2) has a quick connect fitting with a streamer
attached ``REMOVE BEFORE FLIGHT”. Two aft tiedown straps are to
be attached to the upper aft fitting. Two separate upper forward tiedowns
attach to the forward fuselage. Additional lower fore and aft tiedown attach
points are located on left and right side of helicopter.
Blade tiedowns
Blade tiedowns (Ref. Figure 8-2) are socks, which fit over the blade tip, with
or without the blade covers installed.
Each blade tiedown is fitted with a generous length of rope which can be
tied down at any convenient spot.
Upper deck cover
The upper deck cover (Ref. Figure 8-2), encloses the NOTAR inlet, particle
separator inlets and exhaust stacks.

Reissue 2
8−4 Original
ROTORCRAFT FLIGHT MANUAL CSP−902RFM207E−1
MD900 (902 Configuration with PW 207E) Handling Servicing
and Maintenance

Attach cover, at forward corners to snap-head screws placed in existing screw


holes on lower edge of particle separator inlet.
Attach cover, at rear corners with similar snaps, or with a strap going under­
neath the tailboom where it meets the fuselage.
NOTAR boom cover
The boom cover (Ref. Figure 8-2) is a tubular cover made of nylon. Attach
boom cover to thruster using side-release buckles.
NOTAR thruster cover
The MD Explorer thruster cover (Ref. Figure 8-2) encloses the thruster cone
and chokes tightly around the base near the trailing edge of the horizontal
stabilizor.
Position cover on thruster.
Tighten cover with strap assembly.
Pitot tube cover
The pitot cover (Ref. Figure 8-2) is vinyl and reinforced with galvanized steel
staples at stress points.
A bright red warning streamer, ``REMOVE BEFORE FLIGHT” attaches
to the bottom edge of the cover
Attach pitot cover around pitot base.
Bubble cover
The MD Explorer bubble cover (Ref. Figure 8-2), encloses the entire canopy,
including the windshield, front and rear doors and windows.
The cover, attaches at four points.
The cover, is color-coded, with swatches sewn in the corners, for ease of instal­
lation. Red = Left, Green = Right.
Attach upper rear corners to snap-head screws placed in existing screw holes
on lower edge of particle separator inlet.
Attach straps at lower rear corners to rear struts.
Tighten special rope in top and bottom hems, to insure a guarantee against
wind chaffing.
A large bright red pocket is sewn in the cover, for the temperature probe.

Reissue 2
Original 8−5
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
Hand